RUBICON IS THE MAGIC WORD WHEN IT COMES TO WRANGLER’S OFF-ROADING CAPABILITY

The Jeep Wrangler may not be the only vehicle with off-roading capability — even luxury manufacturers play in this pool  — but it's hard to argue with Jeep’s claim that its Wrangler is “the most capable and recognized vehicle in the world” when it comes to off-pavement adventures.

There’s no mistaking what designers had in mind when they introduced the first Wrangler at the Chicago Auto Show in February 1986 as a replacement for its iconic Jeep CJ series, and it wasn’t mere runs to the grocery store.

While that holds true for any of the four trim levels offered in the Wrangler lineup, it is doubled down with the Rubicon model introduced in 2003.

Named for the famed Rubicon trail in California’s Sierra Nevada Mountains near Lake Tahoe, the Wrangler Rubicon was “designed for ruggedness and was the most capable off-roading Jeep vehicle at the time,” according to a post on The Jeep Blog (www.blog.jeep.com).

Come to now and not much has changed. If you are a serious off-roader, the 2019 Jeep Wrangler Limited Rubicon likely will be your vehicle of choice. (Just do an Internet search for “Rubicon Trail” and click on images. You’ll see the kind of environs the Wrangler Limited Rubicon is comfortable in.)

Unfortunately, such challenges are lacking in South Florida, so my week in the Wrangler Rubicon, with the exception of a brief pot-hole filled, dirt-road venture marked by “what are we doing here?” cries from the passenger seat, was spent mostly on pavement.

Sigh. My loss.

In a situation like that or similar, another Wrangler model — Sport, Sport S or Sahara — likely would satisfy your desires for a husky, off-roader, and you’ll save yourself some money as well. The Limited Rubicon carries a starting price of $41,445 before options and a hefty, $1,495 destination and delivery charge are tacked on while the base Wrangler starts at under $30,000.

Just something to consider.

The Pentastar 3.6-liter V6 engine mated to a 6-speed manual transmission is the standard power train on Wrangler models, including the Rubicon, with an 8-speed automatic available as an option.

A 2.0-liner turbocharged 4-cylinder also is available and includes the automatic transmission.

The V6 produces a bit more horsepower (285) than the 4-banger (270), but the turbo has the advantage in torque with 295 pound-feet to the 260 in the V6.

If you really do have the opportunity to off-road a lot, you likely would appreciate the extra torque in the turbo-4, and it has the advantage in fuel economy with ratings of 22 miles-per-gallon city, 24 highway, 22 combined for the 4-door and 23/25/24 for the 2-door. Numbers for the V6 are 17/23/19 with the manual transmission, 18/23/20 for the automatic.

The Rubicon gets its extra off-road muscle from such features as the upgraded Rock-Trac NV241, shift-on-the-fly transfer case and standard Dana 44 heavy-duty solid front and rear axles. It also gets about an extra inch of ground clearance with 10.4 inches to the 9.7 inches for the Sport and 10.0 for the Sahara.

Standard features on the Limited Rubicon include remote keyless entry, power windows with one-touch down, halogen head and fog lights, Apple CarPlay and Android Auto connectivity, an 8-speaker sound system, dual-zone air conditioning, and electronic roll mitigation.

A Sunrider soft top is standard with a Premium soft top available. It’s removable, but after spending a few minutes looking at a Youtube video showing the process, I decided it wasn’t worth it for just the few days I would have the vehicle.

The process for getting it back on and correctly in place was, frankly, something I didn’t want to fool with.

A power hard top is available as an option.

Adding such extras as leather-trimmed bucket seats and leather-trimmed parking brake handle and shift knob, LET lighting group, a technology package that included an 8.4-inch display for navigation (very intuitive to operate), safety features like blind-spot detection and rear parking assist ran the total for my test vehicle to $53,900.

What I liked about the 2019 Jeep Wrangler Limited Rubicon: Despite its rugged appearance and capability, the Limited Rubicon is still rather civilized with lots of nice features and technology, though some come as options that drive up the price. It’s an attention-getter, for sure!

What I didn’t like about the 2019 Jeep Wrangler Limited Rubicon: It’s more adept at rock crawling than it is on expressway commutes. The rugged all-terrain tires mounted on 17-inch wheels are more suited to off-road than highway pavement.

Would I buy the 2019 Jeep Wrangler Limited Rubicon: Living in South Florida, no, I probably wouldn’t. Other Wrangler trims are good for any off-road obstacles  one encounters in my neighborhood. But there is no question if you like ultimate off-pavement challenges, the Wrangler Rubicon is worth your consideration with price being the determining factor.

JEEP CHEROKEE GETS A WELCOME

MID-CYCLE REFRESHING FOR 2019

Jeep has given its Cherokee a mid-cycle refreshing, and the result makes it a competitor in the compact SUV segment, especially for those who are looking for something they can take off-road from time to time.

Among styling updates new to the 2019 model are the front fascia and hood with LED headlamps, daytime running lamps and fog lamps, a handsfree power rear liftgate, dual panel sunroof, and a more refined interior that includes more cargo space than its predecessor.

A new 2.0-liter turbocharged 4-cylinder engine has been added to the Pentastar V6 and base 2.4-liter Tigershark as engine options, and the 9-speed automatic transmission mated to the 2.0 turbo has been enhanced to match its performance.

Four-wheel-drive systems also have been enhanced for even more off-road capability, which already sets the standard in the class.

It comes in five trims — Latitude, Latitude Plus, Limited, Overland, and the trail-rated Trailhawk — and has been in showrooms since the first quarter of this year. (You have to be old to remember when October was the “magic” month for the next year’s new cars to arrive!)

The Overland trim with the 2.0 turbo and 4X4 configuration served as my vehicle for the week. With 270 horsepower and 295 pound-feet of torque, it virtually matches the horsepower in the V6 (271) and has a bigger punch than the 239 pound-feet of torque the V6 delivers.

It is no contest with the 2.4L Tigershark, which with 180 horsepower and 171 pound-feet is somewhat underpowered. The 2.4L isn’t all that more fuel efficient either with mileage figures of 22 miles-per-gallon city, 31 highway in 4X2 configuration and 21/29 with the Jeep Active Drive I 4X4 setup.

With the turbo, the numbers are 23/31 as a 4X2. The 4X4 versions depend on which system is installed — 21/29 with Jeep Active Drive I, 20/27 with Active Drive II, and 20/26 with Active Drive Lock.

Mileage for the V6 vary from 20/29 as a 4X2 to 18/24 with Active Drive Lock.

One key difference: the 2.0 turbo is the only one of the three engines that has premium fuel recommended, though Jeep says that regular 87 octane is acceptable.

I tend to go with what is recommended, but it’s nice to know that you can get by with less expensive fuel.

The Drive I system is standard in Overland 4X4 models and is a full-time system that requires no driver input. It essentially monitors what the front axle is doing and shifts some power to the rear when the front gets moving faster. You also have a choice of settings to specific conditions like snow, rain, and mud.

Drive II adds a low-range gear for light off-roading, and Drive Lock is for more serious off-roading, including rock crawling. You’ll have to get the Trailhawk trim for the rock crawling.

Chances are you aren’t interested in doing anything like that. Like a majority of 4WD vehicle owners, you probably aren’t going to take your SUV onto any terrain more serious than that of a gravel road, dirt parking lot, or maybe the beach.

A few years back, a study showed only 5 percent of SUV owners actually go off-roading. The percentage may have changed a bit since then, but probably not by much.

That isn’t to say that 4X4s are a waste if you are among the 95 percent. Even on flat terrain and warm climates, you may find the sure-footedness of all-wheel power a bonus in rainy conditions and slick roads, and if you live or drive in the snow belt in winter, that is especially true. And you certainly want the assurance of all-wheel power if you do any boat towing and face the task of dealing with slippery boat ramps.

The new Cherokee almost looks too sharp to risk the scathes, dents, and general mayhem that can come with treks through the woods.

Though the front fascia features the traditional Jeep seven-slot grille, the design cues contribute to a more flowing line from front to back. There are five wheel designs to choose from, and the Cherokee comes with capless fuel filling so you don’t have to grapple with the issue of smelly hands after filling up.

Inside, designers gave the Cherokee a more premium feel with lots of padded spaces about and quality materials. It’s easy to get in and out of, and the seats are comfortable and the ride quiet once you do. Legroom in the second row is a generous 40.3 inches, less than a inch short of what front-seat riders get.

Even expanded a bit for 2019 over the 2018 model, cargo a space is a bit on the short side, only 25.8 cubic feet with the second row seats in place. That expands to 54.7 cubic feet with them folded, and there is a small area underneath the false floor for discreet storage of a few items.

The Cherokee starts at an MSRP of $24,195 for the Latitude edition. My Overland model had a starting price of $37,775. With the optional Technology Group package (adaptive cruise control, advanced brake assist, full-speed collision warning, lane departure warning, etc.) and a hefty $1,445 destination and delivery charge thrown in, the total came to $40,715.

What I liked about the 2019 Jeep Cherokee Overland: The standard UConnect 4C system with navigation and 8.4-inch monitor was very user-friendly. Apple CarPlay and Android Auto also are standard for you tech geeks.

What I didn’t like about the 2019 Jeep Cherokee Overland: It’s hard to find fault with the Overland model and its upgraded interior. Cargo space is a bit on the stingy side for an SUV, even for the “compact” class. Some user reviews I found on the Internet mentioned an issue with stalling, but that was with the base 2.4L engine. Didn’t seem to be a problem with the 2.0L turbo.

Would I buy the 2019 Jeep Cherokee Overland? Yes. This is a much underrated vehicle that doesn’t take a backseat to any other vehicle in its class.

ALTITUDE ONE OF TWO NEW ‘MODELS’
IN JEEP RENEGADE LINEUP FOR 2017

Jeep entered the Renegade in the subcompact SUV market to a generally good reception for the 2015 model year, and for 2017 adds a couple of new versions to the portfolio, one of which is the Renegade Altitude that serves as the subject for this review.

Though the company referred to two new “models” when it previewed them at last fall’s Los Angeles Auto Show, but they are really more like enhanced variants of a couple of familiar trim levels.

The Altitude is based on the Latitude and the Deserthawk on the Trailhawk, making the Deserthawk suited to more adventurous off-road expeditions than the Altitude.

Not that the Altitude isn’t capable of hitting the dirt, because it is. It wouldn’t be a Jeep if it wasn’t. It’s just that the Altitude is more urban-oriented, if there is such a phrase.

But that doesn’t mean it lacks boldness.

In fact, rather than Altitude, Jeep just as well could have labeled it “Attitude” with its 18-inch gloss black wheels and gloss black exterior accents like front and rear badges, grille rings and tail lamp rings giving it a more aggressive look.

The interior, too, gets black design touches, including black cloth seats.

Thus even though it may linger near the “cute-ute” genre, there’s nothing timid about the Altitude, which, by the way, comes out of the FCA assembly plant in Melfi, Italy. It is built alongside the Fiat 500X with 62 percent of its parts coming from Italy and only 22 percent from the U.S. and Canada. The engine and transmission come from the U.S.

With a starting MSRP of $22,390, about $4,500 more than the starting price for the base Renegade Sport, the Altitude is competitive when it comes to pricing in the segment.

Standard equipment for the Altitude includes a backup camera, keyless go with push button start, an electric parking brake, Selec-Terrain System with Auto, Snow, Sand, and Mud modes, Hill Start Assist, capless fuel fill, U-Connect 5.0 telematics, and integrated voice command with Bluetooth capability.

A 1.4-liter turbocharged 4-cylinder engine with a 6-speed manual transmission is the base power train, and it is offered in both front-wheel drive and 4X4 configuration.

The optional 2.4-liter, 4-banger that is rated at 180 horsepower and 175 pound-feet of torque (compared to the 1.4L’s 160/184, respectively) added $1,530 to the base MSRP of $23,495 for my recent drive. It’s mated to a 9-speed automatic transmission.

The engines are not neck-snappers but are up to handling ordinary driving tasks.

Other options like the Advance Technology Package (lane departure warning, rear park assist, etc.), remote start, Safety and Security Group (blind spot warning, rain-sensitive windshield wipers, etc.), navigation with a 6.5-inch screen, and a My Sky Retractable Roof with Removable Panels ran the total for my ride to $32,195. That’s getting up there pretty good in the class.

Of course, you can skimp on the removable roof panels and save yourself $1,495.

What I liked about the 2017 Jeep Renegade Altitude: Overall, it’s a very capable and versatile vehicle. Cargo capacity is 18.5 cubic feet with the rear seats in place but 50.5 cubic feet when they’re folded. There’s also a false floor that can be used to conceal items or removed to give the rear space more depth.

What I didn’t like about the 2017 Jeep Renegade Altitude: Road noise seemed a bit excessive, and fuel mileage (21 miles-per-gallon city, 29 highway, 24 combined) is disappointing. The computer showed I was getting on the low end of that despite the majority of my miles coming on the interstate.

Would I buy the 2017 Jeep Renegade Altitude? Yes. It’s definitely worth a look, especially if you want something in the class that stands out. The Renegade’s taillight design is very distinctive. One caveat: If you are planning on doing some towing, you are pretty much limited to 4X4 models with the 2.4-liter engine and the limit is 2,000 pounds. Towing is not recommended with the smaller engine.

JEEP COMPASS LOOKS TO BE FINDING

 ITS WAY WITH THE ‘NEW’ 2017 MODEL

Back a few years ago, I knew a guy who owned a Jeep Grand Cherokee, and whenever I would show up driving one of the Jeeps at the other end of the food chain, like say the Patriot or Liberty, he would kind of scoff and say, “That’s not even a Jeep!”

There was a tad of snobbishness in the way he said it, as if anything less than a Grand Cherokee wasn’t really up to Jeep’s traditional standards. (I’m assuming he didn’t include the Wrangler in his castigation of the smaller models.)

But in a way, he did have kind of a point. If still very much a part of the Jeep family, these models were kind of mired in the awkward adolescent stage. A couple of them were around for five years or less before the company gave up and took another crack at the compact/midsize SUV/Crossover segment with another product.

The Liberty, introduced as a 2002 model, almost made it to its teen years before giving way to the revived Cherokee about three years ago.

At one time, the Jeep Compass, introduced along with the Jeep Patriot at the 2006 New York Auto Show, seemed headed for a similar fate as the Liberty. Reviews knocked it for its sluggish performance, its fuel appetite, its poor handling, its small cargo area, and its general lack of features and overall quality. The best thing it had going for it was its relatively cheap price.

Even that couldn’t prevent a serious sales dip recently for the Compass, however. The numbers for March 2017 were off a whopping 66 percent from the same month the year before with a drop of 63 percent for year-to-date sales over the same period for 2016.

But the new Compass has taken the model in a new direction. (Couldn’t resist!)

Its engine packs more punch, it’s a bit more economical, and passenger and cargo room as been increased so as to make it at least competitive in a class that includes such notables as the Nissan Rogue, Honda CR-V, Toyota RAV4, Ford Escape, and Chevy Equinox, the sales leaders in the segment. The Compass also has the advantage of more off-road capability than others in the class.

The 2.4-cylinder Tigershark engine in the new Compass boosts horsepower and torque figures to 180/175, respectively, over the 158/141 of the 2016 base models as well as the 172/165 of the top-of-the-line offerings of last year. Fuel mileage increased slightly over 2016’s numbers, and both front legroom and rear cargo stowage area have been increased.

Jeep says cargo capacity behind the second row is up to 27.2 cubic feet from 22.7 and with the second row folded is up to 59.8 cubic feet from 53.6. Considering that hauling capability is one of the features you’re usually looking at when it comes to an SUV/Crossover, that’s a significant improvement.

My test vehicle for the week was the Compass Limited trim with four-wheel drive. The Compass also is offered in base Sport, Laramie, and Trailhawk trims, the latter for more serious off-roading enthusiasts, and with both 2WD and 4WD. The Compass Limited comes with a 9-speed automatic transmission as standard over the six-speed automatic or six-speed manual offered on other trims.

That combination results in fuel economy numbers of 22 miles-per-gallon city, 30 highway, and 25 combined, which I found fairly accurate after about 10 days of mostly highway driving. The computer showed me hovering around 25 mpg after approaching 30 earlier in my 240-mile stint.

FWD and manual transmission models vary by about a mile or two per gallon with the most efficient being 2WD models with manuals (23/32/26). Many of its competitors offer better numbers, but to be fair, some are worse as well.

The Limited 4WD has a base MSRP of $28,995, but adding such optional equipment as the UConnect 8.4 NAV system, Sirius satellite radio, a power liftgate, 19-inch black pocket aluminum wheels, Beats premium audio, and safety features such as blind spot warning, rear park assist, HID headlights, lane departure warning ran the total cost to $34,955, including the $1,095 destination charge.

We should offer up an alert here. Jeep is selling the 2016 Compass as a 2017 model under what FC Authority (an enthusiasts’ website) labels a “budget alternative” to the “all-new” 2017 Compass. It seems a little confusing, but Jeep attributes the reason to plans to market the new Compass later as a 2018 model while the old one (the 2016) will continue to be sold globally as a 2017. FC Authority notes some “wicked” deals are being made on the “old” 2017 models in the interim. Just make sure you know what you are getting.

What I liked about the 2017 Jeep Compass: All the technological functions in the Limited are extremely user-friendly. The 8.4-inch screen in the optional UConnect system is well worth the $895 cost. We also made good use of the extra cargo space!

What I didn’t like about the 2017 Jeep Compass: Though there is decent legroom in the front, the seats could offer more in the way of comfort. I’d like a bit more in the way of throttle response as well.

Would I buy the 2017 Jeep Compass: Unless I really wanted that off-road capability, which I don’t get to test much in South Florida environs, I probably would go for one of its many competitors first. But the Compass is worthy of a look.