Driving Line VOLUME IV ISSUE 4 | FALL 2018 | Page 28

JL S ON
THE TRAIL
10 THINGS WE’VE LEARNED ABOUT
THE ALL-NEW JEEP WRANGLER
Story by Ali Mansour
Photos by Will Griffin
The ’18 Jeep Wrangler JL may be the best Wrangler ever produced. That’s a
big statement, we know. However, the more time we spend with the new platform
on- and off-road, the more we are impressed. While there’s never a truly one-size-
fits-all build formula when it comes to a Wrangler, we have learned some pretty
critical information about the JL. Here’s a list of the top 10 noteworthy items.
TURBO POWER
The Jeep Wrangler has traditionally always had a four-cylinder option, and
for 2018, a four-popper is back! This time, it’s paired with a first for a Wrangler: a
factory turbocharger. We got to spend some time on the trail with the new 2.0L and
were impressed with how lively it was with just a little bit of throttle input. There’s
a bit of turbo lag, but thanks to the eight-speed transmission, it’s no slouch out
of the hole. Considering it’s rated at 270 hp and 295 lb-ft of torque, there’s a lot
to like on paper about the 2.0L. Would it be our go-to over the V6 or even the
3.0L EcoDiesel option that’s on the way? That depends on what you’re looking
to get out of the Jeep. If you don’t mind voiding your warranty, we think the turbo
inline-four is going to have some great aftermarket tuning potential (we hope). It
could also prove to be the fuel-economy boost the Wrangler so desperately needs.
LOW LIFT + BIG RUBBER
Maintaining a low lift height with a large tire is one of the reasons why the Jeep
Wrangler remains one of the most prominent off-road build platforms. Unless you’re
going mud bogging, there’s never a good reason to have an excessive amount
of lift. The JL’s large wheelwell openings have proved to be accommodating for
37- and 40-inch-tall tires with very little lift. The highline fenders that come on the
Rubicon standard seem to be the ticket for those wanting to run as little as 2.5
inches of lift and 37s. Removing the plastic sub fender on the JL has also proved
effective at gaining more room.
TRANSFER CASE UPGRADE
MORE SENSORS
For those looking to yank out the factory axles in favor of an aftermarket As you probably guessed, the newest Wrangler has more advanced sensors than
set, be aware that you’ll need to split apart your transfer case. This is to remove the outgoing model. However, this isn’t necessarily a bad thing. Unlike the JK, the JL
the synchronizer (technically, the synchronizer internals). The synchronizer works has a transmission sensor that reads the output shaft speed in addition to the wheel
with the front axle disconnect to allow the four-wheel-drive system to smoothly speed sensors that are similar to the previous-generation Wrangler. The plus side of the
engage. We’ve found that failure to remove the T-case syncro internals can make additional transmission sensor is that we’re hearing about fewer issues of limp-home-mode
for a challenging time engaging four-wheel drive (when a non-stock axle set is scenarios, which were more common in the JK when larger tires were present without
present). There is a workaround, but it’s not the perfect fix. being recalibrated. This means you can bolt on a larger set of treads without having to
install a programmer—although, you still should (more on that next).
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