Why downsizing does updated Jeep Wrangler good
The terrain-mashing credentials of the Wrangler were never disputed and that remains the case.
My takeaway from behind the wheel of the Sahara was the significance of the improvements to the vehicle's on-road character.
Unlike that experience in 2020, there seemed to be no rattles or squeaks to speak of in the 2025 Sahara. That might change over time, after removal and refitting of the door and roof panels, but the quietness of our tester was remarkable.
According to Jeep, the reason for the added refinement is due to special acoustic front glass, thicker carpeting and additional sound deadening foam in the windshield header, front cowl and B-pillars. Job well done.
Directional and handling stability has also seen a dramatic improvement. To be fair to that 2020 test unit, a short wheelbase inevitably makes for a choppier impression — so the supremacy of the 2025 long wheelbase was to be expected.
That aside, the steering relayed greater confidence and there appeared to be less of the pronounced lateral motion that the ladder-frame Jeep had always suffered from.
It continues to use solid axles fore and aft. The five-link suspension at the rear is purported to have been revised, in addition to shock tuned for a finer balance between off-road ability and on-road balance. The proof is in the pudding and the latest Wrangler tracks straighter on the freeway. No longer does the driver have to constantly saw at the wheel to maintain a steady course.
Jeep being part of Stellantis means access to ingredients from many other brands. You might be surprised to learn that the new power source under the bonnet has kinship with the 2.0 l turbocharged-petrol, four-cylinder from the Alfa Romeo Giulia.
My initial feelings were mixed: surely a boosted four-pot would feel out of sorts, compared with the normally aspirated V6 muscle of the former 3.6 l Pentastar.
These were concerns that turned out to be unfounded, merging spiritedly onto the busy M1 freeway. The 2.0 l unit has ample shove (200kW/400Nm). That is 6kW less than the V6 but 53Nm more, which makes a difference. Consumption stayed about 11 l /100km. Transmission is handled by an eight-speed automatic as before. The Gladiator is still sold with the 3.6 l motor.
The new Wrangler retains its formidable off-road credentials but now it gains proper on-road etiquette.
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