Jeep Wrangler Rubicon review: big, dumb and utterly brilliant

The Jeep Wrangler is an undisputed icon of the automotive world, a direct descendant of the original Willys Jeep that has carved out a legendary status as the quintessential off-roader.

For all of its existence (and the existence of the CJ before it and the original Willys before that) the Wrangler has been an uncompromising off-road beast that trades ultimate on-road comfort for utterly staggering capability when the asphalt ends.

It’s also a vehicle that does everything with an air of undeniable coolness. That coolness is amplified by the Rubicon variant, which has always been positioned as the ultimate expression of the Wrangler, so named because of its original status of being pretty much the only new vehicle capable of tackling the legendary Rubicon Trail straight off the showroom floor.

The Rubicon gets some pretty serious upgrades over the standard Wrangler to achieve this status, with heavy-duty Dana 44 axles, a Rock-Trac 4WD system, Tru-Lok electronic locking diffs front and rear, an electronic sway bar disconnect and heavy duty rock sliders all included in the package.

The Rubicon also gets 32-inch off-road tyres, usually in All-Terrain form, but in our particular test car's case they were mud tyres, something that drastically amplifies pretty much all of the Rubicon's attributes, good and bad.

On the outside: what are the Jeep Wrangler Rubicon's main design features?

Over the years Jeep has wisely chosen not to mess with a winning formula when it comes to the Wrangler’s exterior. It’s a very known quantity, with a look that has been around for decades but somehow avoids feeling dated. Think of it more as ‘timeless’.

If you’re looking for a polished daily driver for the school run, it’s frankly awful.

I mean, it created outrage when it just changed the shape of the headlights back in 1987 with the first Wrangler (the YJ), so ever since the launch of the second-gen TJ Wrangler, it has played a very reserved game when it comes to styling, and just kept things looking tough.

And the Rubicon amplifies this tough aesthetic with its black guards, heavy-duty metal bumpers, and highly visible high-range tow hooks. As mentioned previously, our test Wrangler was fitted with mud tyres, and their big, chunky tread makes it look even more purposeful and ready for adventure.

While some might argue the design is bordering on stale, they are clearly idiots, and it's hard to deny the Wrangler Rubicon still looks great. There are subtle nods to modernity, like the updated door handles and LED headlights, but Jeep hasn't strayed far from the core design that makes it so recognisable. It's a tough, iconic look that screams capability.

OVERVIEW

On the inside: what's the Jeep Wrangler Rubicon's cabin like?

Stepping inside the Wrangler reveals a cabin that strikes a nice balance between rugged serviceability and modern quality.

The further you get from sealed roads, the more alive it feels.

It's not a luxury vehicle, despite a price tag that can hover around the hundred-thousand-dollar mark. Instead, everything feels built to last - the plastics are hard-wearing and tough, yet they have a quality feel. The leather upholstery feels durable rather than delicate, as if it’s ready to withstand mud, dust, and whatever else you throw at it.

The controls are a highlight; big, chunky, and satisfying to use, they serve a dual purpose: they not only look and feel like they belong in a big, tough off-road truck, but they are also incredibly easy to operate when bouncing around on a trail or even when wearing gloves.

The touchscreen is a bit small by today's standards, which can make some icons tricky to press, but it gets the job done. One surprising letdown though was the stereo system. Despite being an American vehicle - a market known for big, booming sound systems - it offered plenty of volume and bass, but lacked warmth and overall quality.

Of course, it wouldn't be a Wrangler without the removable "Freedom Roof" panels and doors, all of which are present and accounted for, ensuring the classic open-air Jeep experience is still very much a part of its DNA.

INTERIOR

On the road: what's the Jeep Wrangler Rubicon like to drive?

How the Wrangler Rubicon on mud tyres drives really depends on your expectations. If you’re looking for a polished daily driver for the school run, it’s frankly awful.

It’s a big, floppy truck, but now it’s one with a modern, willing heart.

On the motorway, it demands constant steering corrections and can be tiring over long distances, while the mud tyres add a fair bit of road noise - though it’s hard to tell where their noise ends and the Wrangler's inherent wind noise begins - and at low speeds, the off-road-oriented steering can feel like you’re dragging a stick through a bucket of mud.

However, if you see it as the brutally capable, go-anywhere machine it’s designed to be, it is utterly fantastic. The further you get from sealed roads, the more alive it feels. On gravel, it’s in its element, and the further you venture off-road, the better it gets.

The biggest story here, however, is the new 2.0-litre four-cylinder turbo petrol engine that has replaced the wheezy old Pentastar V6 that has powered the Wrangler forever.

The new powerplant transforms the Wrangler, giving it a modern feel in terms of acceleration and responsiveness. It’s flexible, packed with torque, and makes the Wrangler feel genuinely quick enough to keep up with modern traffic.

Our only wish is that Jeep had given it a growlier exhaust note to match its newfound performance, though we suspect the Mopar accessories catalog could solve that.

SPECIFICATIONS

On ownership: what's the Jeep Wrangler Rubicon's warranty and servicing situation?

Like all Jeep Wranglers, the Rubicon comes with a 3 year/100,000km warranty along with roadside assist for the same period. Service intervals are set at 12 month or 12,000 kilometres.

On the whole: what do we think of the Jeep Wrangler Rubicon?

I’ve always had a soft spot for the Wrangler, and this new version does nothing to change that.

I still love it, and if you embrace its character, you likely will too.

Objectively, it’s awful in many ways as a daily driver. It's noisy, the handling is vague, and it requires you to make enormous compromises. But somehow, those compromises all just add to its immense character.

It’s like a big, loveable, old dog that might drool on the couch and occasionally rip a toe-curling fart in its sleep, but is ultimately a dependable, cuddly friend that will do anything you ask of it, while the new turbocharged engine is a game-changer, making it more economical and far more endearing to drive in everyday situations without sacrificing any of its legendary off-road prowess.

The Wrangler is  still a big, floppy truck, but now it’s one with a modern, willing heart. I still love it, and if you embrace its character, you likely will too.

Jeep Wrangler Rubicon FAQs

What kind of car is the Jeep Wrangler Rubicon?

A large 5 door 4X4 off-road SUV.

Does the Jeep Wrangler Rubicon have hybrid or EV technology?

No.

What’s the fuel economy of the Jeep Wrangler Rubicon?

Jeep claims a combined average consumption figure of 9.7l/100km. Real world usage is closer to 12.

Is the Jeep Wrangler Rubicon safe?

The Wrangler had a 3 Star ANCAP rating, but this expired on the 1st of January this year, so current models are unrated. It features 6 airbags, including two front, two side and two curtain airbags.

What safety and assistance features does the Jeep Wrangler Rubicon have?

What are the Jeep Wrangler Rubicon's main rivals?

• Toyota Land Cruiser Prado Adventure ($106,490): Similar price and similar capabilities off-road.
• GWM Tank 300 Ultra PHEV ($68,990): The closest modern alternative with genuine off-road abilities.
• Ineos Grenadier Trialmaster ($132,500): Just as massively capable off road, more refined on it.
• Toyota Land Cruiser 70 LX wagon ($91,090): Shares all of the bad points, and most of the good ones.
• Suzuki Jimny 5 Door ($45,990): Everything about the Wrangler is repeated for the Jimny, just in a much smaller package.