AUBURN HILLS, Mich. — The Jeep Wrangler has a spirit, and Mark Allen is one of its keepers. That's why the 2018 edition still has a fold-down windshield, despite the reality that even the most die-hard Wranglerowners seldom use it anymore. The folding screen dates to the origins of the Wrangler, when ****** were sent to Europe during World War II. The reasons: "The windshields folded down for shipping — and the guy in the back with the howitzer," says Allen, the longtime Jeep design boss.

Delivered in 2017 in the FCA Design Dome, the line comes across as a quip, but it's historically dead on. It's through this lens that Allen and the rest of the Jeep designers and engineers devised the modern successor to a primitive military vehicle.

The windshield folds down in minutes with the turn of four bolts on this new generation, the JL. It takes about 90 minutes and 28 bolts to do the same on the outgoing JK. Needed or not, the windshield is better and more functional for 2018, even if it looks about the same. This aptly sums up the new model.

Get closer and get inside. Look under the hood. There's much more going on than is evident at first glance.Allen says the broad strokes of the current design didn't change because he wanted to remain true to the Wrangler's identity, which lights the path for the entire brand. Crazier ideas were considered, but ultimately, this evolutionary approach was deemed the best. "The Wrangler is instantly recognizable around the world," says Jeep boss Mike Manley. "It has been and remains the absolute icon of the brand."

But it is different, and by using any objective metrics, better. The JL is lighter than the JK. It offers a new engine with a mild hybrid function – more on that later. Fuel economy is improved. The interior is nicer, yet still rugged. The on-road ride quality is upgraded, but you can still scale mountains and conquer the jungle.

Still, it looks about the same. Let's start there. The round headlights are all-LED, with a horizontal projector sandwiched between the high beams. The taillights are square and have available LEDs. The grille has been massaged to a "keystone" design that recalls the CJ, Allen says. The front wheels are pulled slightly forward, and the beltline is lowered. The vehicle also is longer (how much depends on the version), which creates a better stance. Half doors will be offered on the Rubicon model in 2019 and then will be available across the Wrangler lineup. They're exactly what they sound like – half doors to create a more open experience.


The JL debuts this week at the Los Angeles Auto Show and arrives in showrooms in January. Initially, it will be sold concurrently with the JK as that model is phased out in '18.

The Wrangler rides on a new body-on-frame platform, which is about 100 pounds lighter than its predecessor. Aluminum is used for the hood, windshield frame, doors and front fenders. Steel or high-strength steel is used for the B-pillars, rear quarter panels and sport bar, while the swing gate is magnesium. The new materials help shave another 100 pounds from the Wrangler, and it all rolls on next-generation Dana axles.

Under the hood, the Wrangler gets FCA's turbo 2.0-liter four-cylinder engine, which will make 270 horsepower and 295 pound-feet of torque. It features technology that FCA calls eTorque and is billing as a type of hybrid system. It includes electric power assist, stop/start functionality and regenerative braking and can totally turn off the engine and fuel flow during stops or when coasting. FCA says eTorque helps with launches and fuel economy. It teams with an eight-speed automatic transmission.

The Pentastar 3.6-liter V6 continues and is rated at 285 hp and 260 lb-ft of torque. The turbo four puts out more torque, but Jeep says some buyers will like the naturally aspirated V6's low-range capability for the trail. The engine comes standard with a new six-speed manual transmission, and an eight-speed automatic replaces the old five-speed auto. Stop/start is also standard on the V6.

A diesel — yes, a diesel — is also coming in 2019 on four-door versions, so you'll have to wait a bit if this is your engine of choice. This is the 3.0-liter EcoDiesel already available in the Grand Cherokee and the Ram, and it puts out 260 hp and an impressive 442 lb-ft in the Wrangler. The diesel also uses start/stop and pairs with an eight-speed automatic.

Naturally, the Wrangler will continue to be incredibly capable off-road, offering two four-wheel-drive systems: Command-Trac (which has a two-speed transfer case) and Rock-Trac. The Wrangler can ford water up to 30 inches deep, has an approach angle of 44 degrees, a departure angle of 37 degrees and a breakover angle of 27.8 degrees. The Rubicon has monster 33-inch tires standard, which will offer unyielding prowess in the mud and muck, and also look pretty sick. Skid plates, trail hooks and plenty of ground clearance are all part of the Trail-Rated items, too. If you want to put your own stamp on the JL, more than 200 Mopar parts will be available to order when the new Jeep launches, with everything from trail lights to an auxiliary bank for switches.

As with the exterior, the new Wrangler's cabin has an evolutionary approach to change. It definitely still feels like a Wrangler, but the JL has the latest versions of FCA's Uconnect infotainment, with an 8.4-inch touch screen as an option. There are new and nicer materials offered with more soft-touch surfaces and accents, and the center console is redone. There's also an available Sky One-Touch power top that retracts the canvass roof, just like a conventional sunroof.

"It all comes together in a way that builds on Jeep's heritage but in a completely new aesthetic," says Ryan Patrick Joyce, design manager for Jeep interiors. He also characterizes the back-seat comfort as "insanely improved" while pointing to the ****** silhouette on the shifter and the steering wheel, which has a vague Y-shape as on the old military Jeeps, as purists will like. There are also lift assist handles under the armrests to make it easier to pick up and take off the doors. (Funny story: The first time Joyce did the Rubicon Trail with Allen, the veteran Jeep designer, Joyce dropped one of the doors, and a moment of embarrassment led to innovation.) And for the first time ever, there's an original equipment camera on a Wrangler, mandated as part of federal requirements for back-up vision. You'll hardly notice the camera (it's in the back on the spare tire carrier), but it has a purpose. It makes the Wrangler a safer, more modern vehicle, and it doesn't compromise the Jeep's heritage.

At the end of the day, Allen, Manley, Joyce and lots of other enthusiasts running the Jeep brand wouldn't compromise on the Wrangler. The JL lives up to the tradition of its predecessors, but is enhanced with features that don't detract from its mission as the definitive off-roader. Yes, it has more aluminum, some new powertrain choices and the interior is nicer. It changed to stay relevant. But just as in 1941, you can still fold down the windshield for that open-air experience – minus the howitzer.

One question I have, will there still be a cloth top 4 door version???? Will it be easy to put the top back????

One option I'd like to see is a vinyl backed floor with some sound deadener beneath it. Not sure if that's up for discussion, but if you are into serious off roading, one of the things you rip out is the carpet, because it gets stained/nasty with mud/dirt. Or you spend $300 on those weathertec floor liners.

I know this is kind of out of the question due to uncle Sam and CAFE, but where is my Hemi V8???? I'd love a Jeep with any sort of Hemi V8/automatic combo, be it the 5.7, 6.4, hell even the 707hp Hellcat Wrangler would be an awesome death machine lol. Seriously though, I think the 5.7 liter Hemi V8, 370hp would be a good base engine for the higher trim levels like the Rubicon or Sahara, make the 6.4 liter 470hp model some sort of SRT special for $55-65,000, go after that Ford Raptor market.

There's just something that feels right about a vehicle designed with purity of purpose. Leave the one-size-fits-all approach to the midsize crossover; stop attempting to be all things to all people like the midsize sedan. The problem with narrow-minded vehicles, though, is that they all require some sort of significant compromise to live with on a daily basis.

With the latest version of the iconic Wrangler, Jeep set out to banish as much compromise as possible. Smoothed-out corners and lightweight materials improve efficiency, a range of engine choices opens the envelope to a larger swath of buyers, and big infotainment screens and backup cameras make the 2018 Wrangler easier to live with than ever before. But that essential purity of purpose remains intact. The latest Wrangler is better in every way than its predecessor, a fact that rings true no matter what type of terrain you're driving on.

A casual observer may not notice the subtle exterior tweaks made to the 2018 Wrangler, codenamed JL, over the JK model it replaces. The round headlights, LED units on higher-end models, now cut into the outer two vertical grille slats, which are canted back just enough to make a difference in the wind tunnel. The windshield, too, is swept back further than ever before, but not so much that it messes up the Wrangler's timeless design. Hood and door latches are still externally bolted to the body — crucially allowing the doors and windshield to be removed or folded down for the pinnacle of open-air motoring — like little lumps of clay the designer forgot to smooth out. Vents in the front fenders reduce underhood pressure and keep the hood from writhing about at speed as it did on Wrangler models in the past.

So picky are Wrangler customers that Jeep's decision to move the turn signals ignited a thousand threads on internet forums worldwide. What happens when you swap the fenders for greater tire clearance? The aftermarket and Mopar's own parts catalog have that covered. Additional lights, bigger wheels, winches, lift kits — all will be available by the time the first 2018 Wrangler JL rolls off the showroom floor. Jeep knows the Wrangler is a kind of blank slate to its owners, so a bank of auxiliary switches come straight from the factory to make it easier to install accessories.

The interior of the 2018 edition is nicer than any Wrangler that has come before. The automotive world has gone digital, and the Wrangler has changed with the times. The gauge cluster has either a small 3.5-inch LCD unit or an optional 7-inch full color display that can show the current angle at which the vehicle sits — handy when pointed up or down a mountain. An infotainment screen as large as 8.4 inches dominates the center stack (smaller 5- and 7-inch screens come standard). Chrysler's Uconnect system is easy to use, with quick touchscreen interface and duplicate buttons and switches for climate and audio systems. Android Auto and Apple Carplay are available, as is 4G LTE Wi-Fi Hotspot connectivity. And don't worry, grab handles galore have been integrated inside so that there's something solid to hold on to, even when the doors have been removed.

Doors, windshield and tops

Those doors are now made from aluminum, making them lighter than before — 47 pounds for the front doors and 34 for the rear — and a molded-in grab handle means they can be handled without fear of dropping them. Jeep actually considered whether it was time to jettison the folding windshield, but ultimately decided if they made it easier to accomplish, more people would do it. And so it takes only four bolts, using a tool provided with every Wrangler, and about five minutes to completely lay the front glass flat, providing a commanding view of the elements.

Wrangler buyers will have several tops to choose from, starting with a standard soft convertible option that eschews old-fashioned zippers for a much simpler tongue-and-groove setup. We can confirm (having owned a 1990 Wrangler with its standard soft top) this standard soft top is much, much easier to remove and reattach than previous designs. A hard top remains available that can be removed in multiple pieces to open the Wrangler up over the driver, front passenger, rear seat passengers, or in its entirety.

New for 2018 is an all-new Sky One-Touch top that is meant to stay firmly attached to the Wrangler at all times. A full-length sliding canvas opening uncovers the entire interior, and the two rear-window sections can be removed separately. We have a feeling this is going to be a popular option on the new Wrangler.

All of that is well and good, but none of it matters a heap if the new Wrangler is a slouch off-road. Fortunately, a fully boxed ladder frame, a five-link coil suspension setup with Dana solid axles front and rear, standard skid plates, and, on Rubicon models, steel rock rails are all in place from the factory. An approach angle of 44 degrees, breakover angle of 27.8 degrees, departure angle of 37 degrees, and ground clearance of 10.9 inches mean this generation of the Wrangler is a veritable mountain goat.

Variable assistance electro-hydraulic steering is new for 2018, and it works fine. We often opine about the loss of steering feel on sports cars, but that's less important than the right ratio and adequate boost for a Wrangler. Bump steer has been reduced with outward-facing steering knuckles. The turning radius is 34.5 feet on two-door and 40.8 feet on Wrangler four-door models, both tighter than the previous generation.

Wrangler engine options

When the 2018 Wrangler goes on sale early next year, the standard engine will be a 3.6-liter V6 producing 285 horsepower and 260 pound-feet of torque. A six-speed manual transmission comes standard, and an eight-speed automatic will be optional. Stop/start technology helps the 2018 Wrangler Unlimited V6 achieve 18 miles per gallon in the city, 23 on the highway, and 20 combined (manual transmission models drop 1 mpg city and combined).

This 3.6-liter V6 engine and eight-speed auto are the same ones used in the Jeep Grand Cherokee and Ram 1500. As in those applications, acceleration is perfectly adequate, and there's very little hunting and pecking as the gearbox picks the proper ratio. There's just enough power to spin the rear tires from a standing start, but the Wrangler is certainly no hot rod. The six-speed manual is fine, with a reasonable clutch pedal that's not too hard or long to make using it a pain.

A few months into 2018, a new 2.0-liter turbocharged four-cylinder will start hitting dealerships across the country. With 270 hp and 295 lb-ft, the direct-injected turbo mill will be an extra-cost option across the entire Wrangler lineup. An eight-speed auto is the sold transmission with the small-bore mill, and EPA estimates are not yet available. It'll run on 87 octane just fine, but premium is recommended for maximum power and efficiency. A mild-hybrid setup helps save some gas and allows for some regenerative braking energy to be used to power the Wrangler's accessories.

We found the 2.0 to feel slightly quicker in full-throttle acceleration than the V6, particularly once the engine nears its 3,000-rpm torque peak. Power just off idle isn't great, but the low overall gearing of the transmission and axles put the little motor into its somewhat high powerband pretty quickly.

A 3.0-liter diesel V6 will arrive for the 2019 model year, producing 260 hp and 442 lb-ft. We'd love to tell you more about it, but we'll have to wait for Jeep to finish development and let us slide behind the wheel. Given how much we like the oil-burner in the Grand Cherokee and Ram EcoDiesel, we expect good things to go along with a several-thousand-dollar upcharge.

The 2018 Jeep Wrangler Sport starts at $28,190 including destination in basic two-door trim, or $31,690 with four doors. Sahara models only come with four doors and start at $38,540. A two-door Rubicon, the most expensive trim, runs $38,190 and the four-door is $41,690. That's a couple thousand dollars more than the previous Wrangler when compared trim-by-trim.

The running gear

Three transfer case options are available on the new Wrangler, starting with the tried-and-true Command-Trac part-time four-wheel-drive system. A 2.72:1 low range allows for a rock-crawling low gear of 48.18:1 with the manual transmission, or 44.20:1 with the automatic. This system is standard on Sport and Sahara models.

Wrangler Rubicon models get a beefier Rock-Trac system. A 4:1 low gear ratio allows for a 84.2:1 crawl ratio with the manual, or a 77.2:1 with the automatic. Rubicons also get heavy-duty Dana 44 axles front and rear, Tru-Lok electric front- and rear-axle lockers, and an electronic sway bar disconnect for greater suspension articulation.

For the first time ever in a Wrangler, a full-time four-wheel-drive system will be offered on Sahara models. There's still a 4.0:1 low gear for rock crawling, and the ability to lock in four-wheel drive ought to make the Sahara an attractive option for owners in the Snow Belt.

Four-wheel disc brakes are standard across the board, as are Electronic Stability Control, electronic roll mitigation, and trailer-sway control. The ESC system has three different modes: full on, full off, and partial on. Though there are no specific snow, sand, or mud settings in the Wrangler, the multi-mode ESC helps dial in the right amount of electronic assistance to maintain traction.

Putting it all to work

The funny thing about all of these specifications is that they simply don't matter when you're out in the world, experiencing nature, and having fun in a Wrangler. The last things we were thinking about while piloting a Wrangler Rubicon over the rocks were angles, ratios, clearances, and turbochargers. And that's because everything just works.

We pulled back into the off-road staging area after a second run up and over the mountain on an unseasonably cold day in Arizona, heat on full blast and heated seats on high. We admitted to bashing a skid plate on one particular hairy stretch of boulders. "No problem. That's what they're there for," responded an unknown engineer. And that sums up the 2018 Jeep Wrangler. Sometimes, you just want to go bashing through the rocks, the mud, the snow, or the sand. And that is exactly what the Wrangler is there for. The fact that it's so much easier to live with the rest of the time proves that this is the best Wrangler that Jeep has ever built.

For the first time ever in a Wrangler, a full-time four-wheel-drive system will be offered on Sahara models. There's still a 4.0:1 low gear for rock crawling, and the ability to lock in four-wheel drive ought to make the Sahara an attractive option for owners in the Snow Belt.

The 3.6 Pentastar is rather pedestrian for an off-roader, more engine options needed (a diesel is coming?)

Remember, though.........the 4.0: 1 Low Range (which is still there, even with the full-time AWD option) strongly multiplies the V6's torque. There will probably be more than ample power, even for rock-crawling or steep hills.