Jeep Wrangler JL Sahara

[Inkriql]

Ados and generous in measure, although they do not protrude as much from the body. They come with defrosters and blind spot alert. In addition, the driver's is photosensitive, so that we are not dazzled at night. The door hinges are in plain view, for one simple reason: they can be removed with the help of a Torx wrench. Detail: all the rear roof and sides are disassembled and it is with Torx keys, which do not come in the equipment (and, to be honest, they could be part).

The hood and fenders in body color are also exclusive to this Sahara version, as are the side steps. The tailgate opens in two parts and different ways: the lower section, which includes the spare wheel, opens like a door, while the rear window opens upwards.

Some off-road data, which normally only matters in this type of vehicle: ground clearance, 246mm; ventral angle, 25 degrees; angle of attack, 41.4 degrees; departure angle, 35.9 degrees.

Except for clearance, where it is identical to its brothers Rubicon and Unlimited Rubicon, in all other measurements it lags slightly behind, as if making it clear that it is the most "urban" of the three. Despite this, it bears the Trail Rated emblem / seal, which certifies that -basically- you can pass through the Rubicon Trail (read travel diary).

We move away a few steps, we look at it completely and yes: it is impressive. Hard not to look at it on the street. In fact, one of the most repeated comments was "they turn more than with ...". replace ellipsis with any car you have driven for Autoblog.

INSIDE

You open the door without using the key, thanks to the proximity locking system, and you already realize that it is different from any door on the market. I do not know if it is lighter, but it is different and even more so when the opening stop is made by a reinforced fabric tape (and not the typical hinge system hidden in the same door).

One foot up, a little push with the other and we sit down. The seats are very comfortable, with the grip just on the side and with good height. The regulations are manual and again rusticity appears: another tape is responsible for releasing the backrest, to regulate its inclination.

I look up and my head is regressing: I see my old Willys in his modern version. The entire front is "flat", there are no large and long boards up to the firewall with the engine bay. The windshield is also flat and wide - it's a large, not-how-many-inch screen that allows a clear view and where the side fences are almost unobtrusive.

The steering wheel has all the multifunction knobs and buttons, and here the FCA DNA feels, because many of those functions and locations remind me of the steering wheel of the Fiat Toro that I tested in January of this year (read review). The quality of the leather that covers it is superior and it also feels "fatter". It is adjustable in height and depth, which, like many other vehicles, is far from me (even in the closest position).

In front of my eyes, two large circles with tachometer and speedometer. To this is added a multifunction screen that we can change, from one of the keys on the steering wheel: instant consumption and travel, connection mode for traction / transmission, tire pressure monitoring and some other functions.

The main screen of the center console is "touch". It measures 8.4 inches, comes with its own browser included and the U-Connect system so you can connect your cell phone via Bluetooth. It also comes with Android Auto and Apple CarPlay. There are USB and USB-C connectors, a “cigarette lighter” type plug and a 220v plug on the back.

We have dual zone climate control and plenty of On / Off to play with: start & stop, stability control, descent control on slopes, assisted parking and screen off. Below are the electric controls of the four windows, a 12v cigarette lighter / socket, and a USB / USB-C socket.

The rear seats are comfortable and flat, although not so practical access through the rear wheel arch, which invades the door. We have 2 USB and 2 USB-C and the aforementioned 220 socket just below the climate control outlets for the "bottom" occupants.

The trunk has a flat floor and good space: 548 liters confirm this. Under the floor there is a place to store various things, we have six hook hooks and a rough woofer, which is part of the Alpine team, which sounds incredibly clear and powerful. Confession: I hit it hard and it sounds great.

Let's go to the fun: the roof of the front seats is removed. There are three levers, one lock and voila: out "plates". The dome that covers the rear seats, the trunk and reaches the window, is a single piece and can be disassembled by removing 10 screws distributed between the trunk and the central roof stud.

We did the maneuver to remove the dome between two and nothing left us. In fact, the user manual recommends doing it between four people. Getting on the Wrangler without a roof and going for a walk is a unique sensation and it should be the law that each owner uses it like this at least 10% of the year. If it does not comply, they should expropriate it. Ok, maybe I did exaggerate a bit, but if you are lucky enough to drive one, do it without a roof. Our safety in case of overturning is in charge of a tubular structure that gives it even more "brutal" appearance. Everything in the color of the body, so as not to clash.

The complete roof disassembly is something that you can do in less than five minutes with the tools and the necessary help. Reattaching it is as easy as removing it.

SECURITY

The Jeep Wrangler Sahara Overland comes standard with front and side airbags for the driver and front passenger. In driving aids, we find stability control (ESC), traction control (TCS), hill start aid, trailer oscillation control system, blind spot alert, reverse camera and parking sensors. The spare wheel is full-size and the internal rear-view mirror and the driver's side mirror come with anti-dazzle, and the outside one is also heated.

The result of a EuroNCAP crash test is expected shortly. There is expectation. The previous generation of the Wrangler had obtained a single star from that security agency.

ENGINE and TRANSMISSION

The 3.6-liter Pentastar V6 with 285 HP of power is still under the hood, despite the generation change. It is the same as the previous generation Wrangler (read review). The torque is at 353 Nm at 4,800 rpm and everything connects to an 8-speed automatic gearbox, with torque converter.

The gear lever comes with sequential option. Next to it, the selector of the drive modes: 2H (rear-wheel drive only), 4H (four-wheel drive), N (decoupling of the two drive axles for when we are towed) and 4L (reduction, with locking option in the two axes).

We can go from double to simple or vice versa, moving or standing. To connect or disconnect the low we have to go below 5 km / h and put the transmission in neutral.

BEHAVIOR

I get in, close the door, check that the lever is in "P". I step on the brake and press the start button. On the dashboard, just on the edge of the rev counter, a little sign lights up that says "Since 1941". It gives me goose bumps. My head fills with memories. I can almost smell the oil and naphtha mixture scent that my Willys had, before I rectified it (consumed almost as much fuel as lubricant).

I return to reality. I put the lever in D and go out into the street. The Wrangler JL Sahara Overland moves smoothly on urban asphalt. We are sitting much higher than in any "normal" car and that in many SUVs, but nothing bothers you. The steering is very low, and you have to turn the steering wheel enough to turn a corner. I don't even tell them to park. But it is quite light, despite being moving the Bridgestone 255.

Of course, the city is not its natural habitat, although it is not uncomfortable to use it as a car for every day. It will only bother you to see how the fuel needle moves agile. Almost 16 liters per 100 kilometers is an interesting number for urban use. I put the on-board computer to see the instantaneous consumption and thus try to make a more efficient handling. I am scared of what it costs to keep the chart below 10/12 liters per 100.

In the meantime, I check out the great combination which is the rigid axle suspension with tensioning arms, stabilizer bar, plus wide tires on the paving. You seem to be floating on the cobblestone. Of course, if the street is wet, drive calmly with the accelerator when turning a corner: the queue can get "happy".

We hit the road in advance of a quarantine that everyone senses, but no one officially announces. The highway and the Wrangler get along wonderfully. Above 100/120 km / h there are some hums from the outside wind. Nothing serious: more than in an SUV or sedan, but less than I expected from a Jeep suitable for the toughest crossings.

We take the opportunity to measure consumption and maximum speed. At 100 km / h you need 9 liters per 100, a figure that goes up to 11 liters at 120 km / h. The fuel tank has 81 liters, so the autonomy is more than assured. The maximum is nailed in the 182 km / h, and the Wrangler is firm, robust and straight. Like saying: "I could go faster, but it's not my thing."

A road, a crossroads, a route and suddenly we find rural roads with mud. The previous night it rained a lot in these places, while not even two drops fell in the area of the Autoblog Tower. I grope my way first, calmly facing each well, each puddle. If they taught me something on the field and off road, it is not to do crazy things. You have to know where you are going to step.

Suddenly, the path becomes more complicated. There are almost no dry places. All puddles and mud. I shift the lever to 4H, just to be calmer. It is to alert the Wrangler that if I need it, I will look for him. We do several kilometers between mud and photos. Several times the mud and water pass over the hood. The Wrangler copies, pushes, pulls and says: "Here I am, this is what they did me for." The seats grip well, without being "petals" of competition, we are sitting comfortable and firm, to be able to handle safely despite the shocks.

We return to the asphalt and we are the ones who attract all eyes on the way back down the highway: “What's wrong? Have you never seen a muddy Jeep? "

CONCLUSION

The $ 107,100 that this Sahara version of the Jeep Wrangler costs today is many. Due to the new internal taxes, the prices of this type of products in the Argentine market today are totally distorted with respect to the rest of the world. So it becomes impossible to rationally try to explain why you would buy this JL Sahara Overland.

As I said at the beginning, it may not be the most objective review of all, but this Wrangler could be my everyday car. High consumption? Yes, but if we moderate, we can lower it to something more reasonable for the pocket. Excessive size? Maybe, but it looks more than it is and my garage can bear witness.

I'm sitting behind the wheel. Get home. I put the lever in P and stare at it. Up there, on the doorknob, the silhouette of my old Willys is drawn: “Hello, friend. How good to see you again and enjoy yourself ”.