In 2012, the overhaul of the Jeep Wrangler that first started in 2011 is now complete. With major interior upgrades to last year's model, the 2012 Jeep Wrangler receives a new, more powerful engine that increases horsepower output by 40 percent while still improving its efficiency over the 2011 Wrangler V-6 engine. This, and a host of other changes, all add up to make what was already the most capable production-model off-road vehicle even better.

At the heart of the 2012 Wrangler upgrades is the new 3.6-liter Pentastar V6 engine, which was fitted to the Wrangler for 2012 after first being used in the 2011 Grand Cherokee (only a different intake manifold and oil pan are need for its adaptation). What’s impressive about the 3.6-liter Pentastar V6 is that it’s not only more powerful than the previous 202-horsepower 3.8-liter V6 on the 2011 Wrangler, producing 83 more horsepower and 10 percent more torque (260 lb.-ft.), it manages to be more powerful while being more efficient. The 2011 Wrangler featured a 15 City, 19 Highway rating, while the 2012 Wrangler with the new Pentastar engine features a rating of 17 city, 21 highway (for the manual model).

But the 3.6-liter Pentastar doesn’t go it alone. Jeep engineers removed the four-speed transmission previously used and fitted a new five-speed transmission on the 2012 Wrangler. This new transmission features an added gear that allows for more refined shifting and gear selection in a more fuel-efficient RPM range. The lower first-gear ratio also allows the new automatic transmission to have a lower crawl ratio in off-road situations. Depending upon the model, gear ratios are available in 3.21, 3.73 and 4.10 (the Rubicon we tested was equipped with the 4.10). Off-roaders will also be happy to know that Jeep fitted its first application of a manual transmission to the Pentastar V-6, offering a six-speed manual option on the 2012 Wrangler.

The Wrangler is available in a number of different packages, though most hard-core off-roaders being most intrigued with the Rubicon package we tested. The Rubicon features tunable monotube shocks, front and rear Tru-Lok locking differentials, water-fording capability up to 30 inches of water (thanks to a raised engine air intake), sway-bar disconnect for off-roading, and 32-inch BFGoodrich Mud-Terrain tires. The Rubicon model also features stout Dana 44 front and rear axles, and the Rock-Trac NV241 two-speed transfer case features a 4.0:1 low-range gear ratio. All in all, the Rubicon package combines to create, in our opinion, the most off-road-savvy production vehicle available. 
 

Aside from the Rubicon version, the Wrangler and Wrangler Unlimited are also available in Sport, Sport S and Sahara packages. The Sport and Sahara models feature a driveline combination of a Dana 30 front axle and Dana 44 rear axle, utilizing a Comand-Trac NV241, part-time, two-speed transfer case, which features a 2.72:1 low-range gear ratio. A limited-slip Trac-Lok rear differential provides added torque and traction in low-grip situations.

For those looking for comfort in their off-road-capable Jeep Wrangler, the 2012 model comes loaded with pretty much any modern amenities one might need. Jeep redesigned the interior in 2011 using upgraded materials and adding functions such as steering wheel controls, automatic temperature controls, heated seats and power mirrors. There’s the Uconnect system that features voice recognition functions, Bluetooth streaming audio and phone connection capability, integrated navigation and a SiriusXM Satellite Radio option. We must confes, the buttons on the steering wheel do truly make some functions easier to control while driving, especially when answering a phone call or adjusting the stereo volume.

The Wrangler and Wrangler Unlimited come equipped with a number of safety and security features, such as standard electronic stability control, electronic roll mitigation, trailer-sway controls, hill-start assist (to make hill starts safer and easier). Our Unlimited Wrangler Rubicon was also equipped with Downhill Assist (a feature found on all automatic Wranglers), which allows the driver to focus on steering the Jeep while the vehicle will handle the breaking to navigate difficult downhill terrain.

Impressions
Before getting our 2012 Wrangler in the dirt, we drove it around town for a few days, running daily errands to the supermarket, beach and dog park. Around town, the Wrangler drives smooth on the street. The new 3.6-liter Pentastar V6 engine provides improved low-end power and torque. When leaving stop lights or getting on the freeway, the 3.8-liter engine found on the 2011 Wrangler felt, at times, underpowered. It lacked oomph and made the JK Wrangler, especially the Unlimited four-door version, feel heavy and slow. The power delivery on the 2012 Wrangler, however, feels much stouter; when punching the throttle it responds with confidence. The five-speed transmission provides smooth shifting whether on the highway or cruising city streets. Also, the "Eco" display will inform the driver whether the Wrangler is operating in a fuel-efficient RPM range, which comes natural thanks to the new transmission unless the driver is really heavy on the gas.

The instrumentation keeps track of a number of things, such as trip distance, temperature, compass gauge, but it also records fuel consumption data as well. In an effort to verify its accuracy we also kept track of our fuel stops. Just driving around town and occasionally jumping on the freeway, we averaged 18.5 miles per gallon, which is in the middle of the 16 city, 20 highway mpg rating for automatic 2012 Wrangler. It’s also the same number the instrumentation read during our first tank of fuel. For our next fill up, we covered over 50 miles of off-road terrain mixed in with some city and highway driving. We still averaged 16.5 mpg on this tank, which the gauge also accurately gauged. We’d have to say the fuel consumption feature is pretty accurate for those wanting to keep track. 

To get the Wrangler dirty, we headed south of the LA area to San Diego County to the Cleveland National Forest. We traveled on recently opened fire roads and plenty of off-shoot trails that offered a little more challenge. There were lots of large ruts washed out from previous rains, rocky slopes to navigate on hill climbs, and even the occasional fallen tree to climb over, but none of these things presented much challenge for our 2012 Wrangler Unlimited Rubicon.

With its locking front and rear differentials, the Wrangler crawled over off-road obstacles with little struggle. It actually made most uneven rocky slopes look easy. We didn’t take it into any hard-core crawling environments (since it wasn’t technically ours to beat up), but we certainly put it to the test and never experienced much struggle. The engine also provided more that enough low-end torque to help us scale any hill, rut or obstacle we encountered. It’s nice to see the new engine isn’t just an improvement for on-road applications – it performs great off-road as well.

The new 2012 Wrangler Unlimited Rubicon certainly blends durability with comfort (more comfort than ever before), but don’t think for a second its off-road prowess has been compromised. Even the modern off-road functions can be useful, such as the Downhill Assist function. This is purely an off-road, slow-speed function for 4WD Low applications, and when activated it controls the braking for the Jeep to allow the driver to focus on, well, driving. It’s a great feature for tricky off-road sections or for those who’d rather focus on driving and not operating the brake as well.

The 2012 Wrangler is a great example of American ingenuity – Jeep took something that is great and made it even better. Not all off-roaders will want or need all the modern amenities found in the new Wrangler, but the important thing is that Jeep took the JK Wrangler and improved it for on- and off-road driving. With a number of different option packages available, there’s a 2012 Jeep Wrangler out there to fit most any need.

For more information, visit Jeep.com.