2023 Jeep Wrangler Unlimited

The 2023 Jeep Wrangler Unlimited is a four-door version of a US off-roading icon. No other military-derived off-roader dates back further than the original Jeep, assembled under license by various manufacturers. Since it was introduced during America's late involvement in WWII, it has been a part of the automotive landscape. While it may have grown into a semi-luxurious SUV, it remains true to the original brief provided by the US military. It's unapologetically off-road biased, built on a ladder frame chassis with solid axles at the front and rear. Every other car has moved to at least an independent suspension at the front, but Jeep remains steadfast in its approach. Because of this, cars like the Ford Bronco, Toyota 4Runner, and Land Rover Defender have started making severe chinks in the Jeep's armor.

Thankfully, Jeep has made some progress toward making the Wrangler more modern. The introduction of a plug-in hybrid makes it more relevant, but the ICE models are slowly becoming outdated dinosaurs. At least Jeep offers a range of four engine options, starting with the well-known Pentastar V6 producing 285 horsepower and 260 lb-ft of torque. This engine is also available in mild-hybrid format, decreasing fuel consumption slightly. The small-capacity turbocharged 2.0-liter four-pot produces 270 hp and 295 lb-ft, while the 3.0-liter turbocharged V6 develops 260 hp and a robust 442 lb-ft.

While the Wrangler might be a dinosaur in the modern world, it has a loyal customer base that will defend its honor in forums across the planet.

The Wrangler Unlimited caters to a broad audience, as there's a massive $19,000+ gap between the entry-level and top-spec models. Essentially, there's a Wrangler for every budget.

The base Sport starts at $34,865, increasing to $37,710 for the Willys Sport. The Sport S offers the same sort of specification level as the Willys Sport, which is why it costs only slightly more at $38,065. Freedom derivatives start at $41,360, the Willys at $41,800, the Sport Altitude at $41,090, and the Sahara at $45,195. From here on out, they get pricier still, with the Sport RHD ringing in at $46,395 and the Rubicon at $46,950. The Sahara Altitude and High Altitude cost $50,240 and $54,290, respectively.

These prices exclude the delivery charge of $1,595.

Each Wrangler model (apart from the PHEV and 392) comes standard with Jeep's well-known 3.6-liter naturally aspirated Pentastar V6 engine. It produces 285 hp and 260 lb-ft of torque and is mated to a six-speed manual transmission, with the option of upgrading to an eight-speed automatic. The Pentastar V6 can also be equipped with an eTorque Stop/Start system for $250, but this particular system is unrefined and doesn't really do anything to improve fuel consumption.

Jeep also includes the obligatory small-capacity turbocharged option. In this case, it's a 2.0-liter turbocharged four-pot producing 270 hp and 295 lb-ft of torque. It's also one-half of the Wrangler 4xe's hybrid model, which we review separately.

The final option is a 3.0-liter V6 turbodiesel. It produces 260 hp and a robust 442 lb-ft. That's just 28 lb-ft shy of the 6.4-liter V8's torque output in the Wrangler Rubicon 392.

The Pentastar V6 is the only powertrain available with a six-speed manual. The rest come as standard with an eight-speed automatic transmission that does a nice job of swapping cogs without creating a fuss.

The Wrangler's handling is excellent and terrible, depending on where you drive it. Off-road, it is sublime. The solid front and rear axles do precisely what you want. As one wheel is pushed upward, the wheel on the other side is pushed down. It improves articulation, which enhances grip. These solid axles are one of the main reasons why the Wrangler remains the most competent off-roader you can buy straight from the factory.

But those same solid axles and vague steering are the Wrangler's biggest downfall on the road. Solid axles date back to before the engine was invented, and they have a habit of making the car feel incredibly nervous over the tiniest bumps at speed. Even the slightest imperfection will result in the car juddering. It would have been more acceptable with a better steering setup, but the Wrangler's steering is vague and has a lot of play. It does not inspire confidence. The nose also dives when you brake hard, making the rear alarmingly light. Thankfully, electronic stability control is on hand to keep you from crashing. The Wrangler would benefit significantly from a full-time 4WD system. The current part-time system can't be used on wet tarmac or other hard surfaces. That means you must drive it in 2H, which is rear-wheel drive. Having all four wheels driven at all times would drastically improve daily living with the Wrangler. Unfortunately, permanent 4WD is only standard fitment on the 392 and the 4xe.

For years we've been able to forgive the Wrangler because it had no direct rivals. But the Ford Bronco and Land Rover Defender prove that you can have an independent front suspension setup without compromising off-road ability.

We hate to beat on an icon, but Jeep has been left behind. For proof, let's look at its main rivals. Ford brought the Bronco back as a hardcore off-roader with retro styling but made some compromises to make it easier to live with. The same goes for the Land Rover Defender. Landy started with a blank piece of paper and paid no attention to the furious cries of previous-generation Defender owners. The strategy worked because the new Defender is still a beast off-road, and you have somewhere to put your arm. It also falls over less.

These new rivals highlight everything wrong with the Wrangler. Why would you put yourself through a miserable daily experience if you only go off-roading maybe twice a year? If you spend every weekend driving up a mountain, ignore the last statement. Go right ahead and buy a Rubicon.

We can't deny the close relationship America has with the Wrangler. Its great-grandaddy helped win a war, but is that a good enough reason to buy one?

To us, the Wrangler is outdated compared to its main rivals. We could not live with the flaws, but there is one caveat. We really do believe this is the ultimate car if you spend every weekend playing around in the mud and crawling over rocks.

There's only one model that really makes sense, and it's the Rubicon. It's even better if you can get in in 4xe guise, with the added benefit of 20 miles of all-electric range.

And Rubicon spec is the one to go for because it's the most competent off-roader. If you live a life of adventure, it's the one to go for.

We can't ignore those who buy the Wrangler because it's fashionable. Buying a car because it's cool is a perfectly valid reason, but if that's the case, you'd be much better off in a Ford Bronco.

For decades, the Wrangler has soldiered on without a direct rival, but the Bronco has made life difficult. If you want a fashionable boxy car to drive around town, why would you want to live with all the Wrangler's inherent flaws?

We're sorry to say this, but the Wrangler only makes sense as a hardcore off-roader for enthusiasts.