Hard as it is to believe, the Subaru Forester is two decades old this year. We’re on to the fourth-generation model, and even this is already midway through its life cycle. What started out as an Impreza on stilts is these days an SUV in its own right. It’s still at the car-derived end of the scale, but it remains instantly recognisable as the sort of vehicle Subaru has been doing so well since long before the rest of the industry figured out that by crossing cars with off-roaders, it could create something for which punters en masse would go wild.

The current Forester follows a familiar pattern. There’s an allindependent layout, a choice of flat-four engines and, at the top of the range, a turbo-nutter model. What we have here is the sensible choice – the 2.0D diesel, albeit in top-dollar XC Premium form. This has all the usual rangetopping stuff, like leather, sat-nav, memory seats and a powered tailgate. But even in standard form the Forester is a very well equipped car, and we’d question the need to spend another £2500 on it. Whichever way you go, you’ll get an SUV with a very well made interior.

It’s not all flash and clever, but the surprise and delight comes from the feeling that everything you touch is carved from rock. The controls are excellent, and well laid out to make piloting the vehicle an easy job, and a superb driver’s seat gives you loads of adjustability in every direction.

There’s plenty of stowage space around the cabin, too, and the media screen on this model is very nice – though a major irritation with the sat-nav is that having given it a postcode, it still demands a street name before it will start taking you there. In the back, the seats are set high enough to provide an excellent view. Headroom could be better, though (the sunroof, which is standard, doesn’t help), however knee room is okay even with the seat in front fully back. For cargo carrying duties, the rear seats drop with a 60:40 split to leave an almost completely flat floor. There’s a slight step, but it’s smoothed over by a flap so as to allow big items to slide into place. You can drop the seats using levers in the boot sides, too, which is nice and convenient. But the tailgate aperture isn’t the biggest, and there’s a bit of a lip to get your luggage over on the way in and out.

Overall, however, the Forester scores well for practicality. It’s a pleasing vehicle to drive, too. The diesel engine has enough power to get you about briskly, but really you’re driving it on torque – of which there’s plenty, all of it available from way down low in the rev range. Add in a gorgeously slick manual gearbox and you’ve got an SUV that takes no effort at all. It’s not wearing on the ears, either.

The engine does its stuff very quietly and, with little in the way of road or wind noise, it’s as refined as you’d expect and then some. It’s lovely and smooth, too – 225/60R17 tyres strike a good balance between agile handling and supple ride, and there’s almost nothing in the way of vibration from either the road or the drivetrain. There’s little in the way of thumping, either, with speed bumps and jagged pot holes damped out skilfully. You do hear and feel them, of course, but at a distance that’s wholly acceptable.

Body movement is well controlled, too – part of our test route is to take the idiot’s line over a series of diagonally set speed pillows which can throw a vehicle from side to side, but the Forester soaked them up well. That level of compliance is impressive when combined with a genuinely entertaining level of handling that lets you use the vehicle’s all-wheel drive platform to the full. It steers positively and holds on as well as you’d expect, allowing you to work the drivetrain to fire it out of corners for fun.

This is the stuff of all-round competence, and when you add in a sure-footed presence on rough, unmade tracks and sloppy surface mud, you have a vehicle which really is ticking all the main SUV boxes. Ground clearance is a very decent 220mm and, while Foresters with low range are a thing of the past these days, the combination of all that low-down torque with a good, deep first gear means you can ease if over uneven ground with a strong degree of confidence.

Subarus aren’t easy things to get a discount on, but even at list price the Forester looks like good value. With its build quality backed up by a long warranty, it’s the sort of vehicle you keep for way more than the standard three years. Thats’ how it’s always been with Subarus – and this Forester continues to build on its manufacturer’s hard-won reputation for making cars people keep for life.

There’s been a move towards smaller engines in the car market as a whole. But in the world of pick-up trucks, where once every model had a 2.5-litre turbo-diesel, things have diverged.

Up top, the Ford Ranger offers a 3.2-litre option and the old 2.0 TDI in the VW Amarok has just been replaced with a 3.0-litre unit. But now here’s the Isuzu D-Max, fi ve years on from its arrival in the UK, heavily downsized from its old 2.5-litre engine to a new lump displacing just 1898cc.

Can such a small engine work in a mainstream one-tonner? That’s the question Isuzu needs to answer if the D-Max is to maintain the huge success it’s achieved since 2012.

There’s more to the new D-Max than just a smaller engine, however. Its styling has been freshened up, its cabin has been improved and all models now feature hill start assist and hill descent control. Audio systems are new across the range, too, and the front bumper and bonnet have been redesigned to give pedestrians a better chance should the unthinkable happen.

The D-Max tested here is the range-topping Blade double-cab, complete with the optional sixspeed automatic gearbox. This would cost £27,999 plus VAT on the road (that’s £33,599 once the tax man has taken his share). This is a lot less than you’ll pay for some double-cabs. But price apart, does the character of a topspec truck sit comfortably with that of such a small engine?

CABIN AND PRACTICALITY

Double-cabs’ interiors can feel a bit utilitarian compared to those of similarly priced SUVs. But between its underlying design and the lavishly dressed-up treatment given to the model on test here, there’s nothing about the D-Max to make you feel like a second-class citizen.

In particular, this is a truck which highlights the fact that hard plastics don’t need to feel cheap. All too often, where they occur in everyday vehicles it’s because they’re being used as a way of saving money, and they’re scratchy and brittle as a result. Here, though, while the dash surface has no give, the plastics in which it’s trimmed feel dense, stout and there for a reason. It’s a strong truck and they belong in it.

The infotainment module, on the other hand, doesn’t feel as if it belongs. That’s not to say it’s bad, but its 9” screen sits proud of the facia in a frame so large as to totally dominate the rest of the dash. It even sticks up far enough to obscure access to the lidded tray behind it on the dash top, and beneath it is a bank of buttons that’s the opposite of intuitive – and, you’d think, of the purpose of having touch-screen controls in the first place.

With sat-nav and phone pairing functions, the unit does have plenty of power, and you’ll learn its controls quickly enough. Aside from its awkward appearance, our main concern would be that the display is hard to read in direct sunlight.

Another feature of the Blaze model is its quilted leather seats, which look fantastic and are in the main good and comfortable. We found ourselves getting achey on long journeys, however, and they could do with a little more lateral support.

The driving position is good, though, and there’s plenty of adjustment in all directions. You’re not so well provisioned for stowage, with a large cubby box doing most of the work here. And we’d have expected such upmarket seats to have come with adjustable lumbar support.

A welcome surprise, however, is that even with the front seats fully back, the rear bench can still take a couple of six-footers. The seat-backs are well sculpted to accommodate your knees; the thick cords on the map pockets do dig in somewhat, and headroom is adequate rather than generous, but there’s a good view out the side and you don’t feel at all cramped.

When you’re carrying cargo or equipment that’s too delicate or valuable to be chucked in the load bed, the rear seat-back folds down to create a totally flat platform. That’s a nifty little practicality bonus; the generally usable nature of a onetonner needs no introduction, but as far as this goes the Blade model comes with a damped, wide-opening tailgate and a choice of loadspace cover options.

ON THE ROAD

With 164bhp and 265lbf.ft, the new engine is a touch higher on power than the old 2.5-litre unit – but down significantly on torque. This has no apparent bearing on its ability to shift the vehicle, but you do hear it revving considerably more in the process.

The auto box obviously has some bearing on this, requiring what sounds like a good bit of effort to keep it wound up. In particular when the engine is cold, the result is an amount of revs which can verge on the alarming; it does settle down as it begins to warm up, but even then it’s quite vocal.

There’s no shortage of pull, however, at any position in the rev range. Top torque comes in at 2000rpm and you can hold it on the brakes for a moment as you keep the engine warm in anticipation of fi ring it into a gap in the traffic – which it does with all the briskness you’d hope for. Even just stamping lazily on the loud pedal gets a result, actually, though between the relatively high engine speed for max torque and the need to bring the gearbox into life, you need to put in more work than that if you want it to really spring into action.

The box does have a manual over-ride option if you want it, and we found that it’s also very good at keeping you from running away on steep hills. Lift off the throttle and it’ll stay in a low gear to enable compression braking – the result is a gale of noise from under the bonnet until the engine matches its revs to the situation, but for sure it works.

Given the constant references we’re making to noise, you could be forgiven for assuming the D-Max didn’t impress us on the motorway. In fact, the opposite is the case – the engine settles down well at speed, with an acceptably low level of droning that can be knocked out by the stereo without having to turn it up stupidly loud. Wind noise is there, as is some thumping from down below, but you could do a lot of miles on this engine without life becoming rude.

The D-Max handles tidily for a double-cab, too. Its steering is free of vices and while body roll is there, it’s controlled and predictable. We drove the vehicle with no more than light loads in the back, certainly nothing like enough to influence the springs’ performance significantly, but the wayward bouncing that used to be a pick-up keynote was as good as negligible.

For an entertaining drive in a double-cab, we’d choose a manual every time. However even in this form the D-Max can be hustled through corners with enough zest to put a smile on your face and not enough wallowing to wipe it back off again. Its ride quality is perfectly acceptable, too, with no sign of this model’s 60-profile tyres letting through any more patter or harshness than you’d expect anyway in a one-tonner.

OFF-ROAD

We certainly wouldn’t choose a 255/60R18 fitment for off-road work. If you’re serious about getting your D-Max the way you want it, however, less elevated models than this run on 245/70R16s – still not what you’d call a common idea of the perfect rubber for all-terrain efforts, but evidence that you can get a 16” rim around Isuzu’s brakes, which of course opens up a world of options in the tread pattern of your choice. Lift it a little, for example, and you could be running a D-Max on 235/85R16s.

But before you do that, make sure you know how capable it is in standard form – because unless you really do have tough stuff in mind, as it comes out of the showroom the D-Max is one of the most agile and tractable trucks there is. We’d like to see a locking rear diff at least on the options list, but even without this the vehicle is very sure-footed over uneven terrain and side slopes. With low box engaged, once again the smaller engine makes no apparent difference. Whether the 1.9-litre unit is as effective in the most torque-sapping conditions is something we can’t yet say, but long, steep hills don’t faze it so long as the traction is there.

BUYING AND OWNING

A sound, tax-efficient ownership proposition is at the heart of the pick-up market, and the D-Max has ridden that fact to success. The new engine means lower emissions and fuel costs, so we don’t see that changing – even if it’s not quite as refined as before, even in this topspec Blade form. What you get here is a handsome truck with plenty of kit, real built-in ability and a price which, at £27,999 plus the VAT, undercuts many of its similarly equipped rivals.

You also get a hefty looking warranty covering you for five years or 125,000 miles, and if your annual mileage is 6000 or less you’ll only need to take it in for a service every couple of years. With Isuzu’s traditionally solid build quality behind it, all this points to a truck which, even if it’s not the most just-so you can buy, ought to last and last. Our one concern would be if the engine’s working as hard as it sounds at times, as it’s the unknown quantity in the equation – but if that warranty isn’t an example of a car manufacturer putting its money where its mouth is, we don’t know what is.

VW’s new Passat R-Line estate embodies understated style and performance. Image: Mark Stone

Mark Stone casts his eye over the VW R-Line 4Motion Passat Bi-Turbo Estate.

A model that’s been an intrinsic part of the VW line up for over 40 years, the Passat has represented the brand’s medium sized saloon, coupe saloon and estate since its introduction. As with most evolutions the Passat has increased in size over the years, the physical expansion offering owners improved versatility and practicality, the latest model illustrating the Passat’s multi-role capabilities.

The most noticeable difference in the Passat is the new corporate VW front, the slender, full width grille and new LED headlights and twelve individual LED daytime lights giving the new Passat a determined if at times sinister countenance. Complimented by a deep splitter and auxiliary forward looking lighting, it’s the R-Line spec as tested that takes the new look to its ultimate conclusion. High defined arches, an upwardly flowing shoulder line, chromed window surrounds and twin ovoid tailpipes and a ground hugging stance emphasized by 235/45 shod 18” Monterrey alloys coalesce to give the new Passat and understated yet broodingly purposeful presence.

Four large doors and a deep tailgate provide access to the spacious interior, the R-Line race design inspired ergoComfort leather and fabric seating, soft touch surfaces and minimalist layout all coming together to give up to five full sized occupants a feeling of purposeful and comfortable well being. For those seeking a more conventional interior, the S, SE Business and GT specifications still provide more than ample equipment and comfort but for long distance drivers, the R-Line should be a serious consideration.

Adding to the R-Line’s sporting overtones, the thick rimmed, squared off, multi-function sports steering wheel enhances the driver’s feel of the car whilst the 8” central screen and 12.3” virtual instrumentation provide exceptional levels of feedback, car status along with a second, more detailed 3D satnav readout.

Working in conjunction with the immediate directions displayed on the head’s up display, the trio of satnav outputs allow the driver to constantly check that the required direction is being maintained whilst the colourful on screen dials constantly maintain fuel consumption, economy of driving, mph and kph information along with fuel used and remaining. Basically, if there’s information that isn’t on show, it’s not actually worth knowing.

The black roof lining accentuates the cabin’s embracing sensation; the new Passat’s increase in size has significantly improved head, shoulder and leg room whilst the estate’s luggage space now provides 650 litres of space with the rear 60:40 split rear seat in their upright position or 1,780 litres with the seats folded. And for those who need it an extra 100kg can be carried on the roof along with 2,200kg of braked trailer capacity courtesy of the folding tow hitch.

POWER OPTIONS

Beneath the bonnet petrol, diesel, Bluemotion and plug-in hybrid engines are available although for most it will be the varying 1.6 and 2-litre diesels that are likely to form the bulk of sales especially for the estates models, power outputs varying from 120hp to the 240hp as tested. Similarly, for those who require a degree of off-road capabilities, the Alltrack offer 150hp or 190hp diesel units.

The R-Line on test was fitted with VW’s latest Euro6 specification 1,968cc 16v, 4-cylinder bi-turbo diesel that delivered 240hp and 500Nm of torque. Twin turbos mean assistance is available from the instant the driver hits the throttle, the smaller turbine handing over to the larger unit at around 2,200rpm which means the car hits 60mph in 6.3 seconds and progresses onto a 147mph top speed, the 7-speed DSG transmission giving the driver the option of standard automatic drive, sport, sequential and paddles.

There are also the optional settings of normal, sport, comfort and eco all of which change the overall characteristics of the car whilst enhancing either economy or performance although the automated 4Motion AWD system remains constant throughout. Paired to a 50 litre fuel tank which gives the Passat a 625 mile range an extended and very mixed 2,450 mile drive from Holland down through France to the border with Spain and back saw the VW return a more than acceptable 45.2mpg mean average with a motorway best of 58.1mpg.

Complete with variable climate settings even sustained high speed motoring in 38 degree heat had no effect on the VW’s performance of consumption. Similarly, the 11.7 meter turning circle gives what is actually quite a sizable car useful maneuverability, whilst minimal driver effort was required on motorways, general A-roads, B-roads and narrow passes, the Passat equally at home whatever the circumstances. The most notable aspects of the latest bi-turbo Passat are the impressive reserves of power, the planted, surefooted, neutral feel of the car even when pushed hard on corners, the sheer comfort and ease of driving, the constant yet uncomplicated amount of feedback the onboard systems generate and the all round radar and camera systems that keep the driver abreast of approaching vehicles and the car’s general surroundings.

TAKE NOTE

If there were negatives they were the at times slightly harsh ride and tyre noise generated by the Continental ContiSport tyres, on all but the smoothest of surfaces the rubber transmitted both into the cabin and the steering wheel. Similarly, the head up display was for me to low given my ideal driving position the end result being that since I had to lower my head to see it, the facility was for me redundant. However, slightly shorter drivers will be able to take advantage of the multi-function display.

However, in no way do these minor critiques detract from the R-Line 4Motion Passat Bi-Turbo Estate in any way. This new VW is extremely accomplished, impressively capable, delivers economy especially over long distances, provides the driver with notable levels of ergonomic comfort and ease of driving combined with a stress free, comfortable environment and looks that belie the car’s levels of performance. Equally, Volkswagen’s almost legendary levels of quality and attention to detail also shine through to produce an estate car that really is able to be all things to all drivers.

PRICE TAG

As tested the Passat Estate R-Line 2-litre BiTDI DSG 4Motion will set you back £37,515 although fortunately it only says Passat and 4Motion on the tailgate. And like all VW’s a variety of favourable purchase, lease, contract and service plans can be had all of which make ownership or possession reasonably attractive. And with decent taxation figures this new Passat should keep your accountant happy in respect of company car expenditure.

Isuzu’s D-Max Fury is as in your face as it gets. Isuzu D-Max Fury-MY16. Image: Mark Stone

Mark Stone takes a closer look at the Isuzu D-Max Fury pickup.

If there’s one thing that can be guaranteed it’s that Isuzu’s D-Max pickup is and has never been a shrinking violet. Not only does this pickup collect awards on what seems to be a monthly basis, the Isuzu D-Max more than proves its worth in a variety of rolls.

In basic trim the D-Max still rates as one of the hardest working vehicles of its type at an extremely competitive price. It also makes no bones about the fact when it comes to luxury and refinement it still remains one of the most commercially orientated. And whilst there’s nothing remotely wrong with the fact, if you’re looking for a double-cab that’s more of a fashion or lifestyle statement, the Isuzu D-Max pickup probably wouldn’t be your first choice.

INTRODUCING FURY

The latest of the D-Max specials is the Fury. Large and in charge and as subtle as your average earthquake, the bright Magma Red paintwork, distinct but slightly smaller rims and additional external trim scream that the Fury edition has arrived. Aimed at younger buyers who need a double-cab 4×4 as both a working vehicle and all round transport, the Fury’s appearance offers the visuals of a far more expensive machine yet offers a significant saving over the mechanically identical yet more expensive Blade, Utah and Huntsman models.

Sat on the D-Max’s familiar steel ladder frame chassis and satin effect 5-spoke alloys and 255/65R17 Bridgestone Dueler H/T, the vivid red bodywork is enhanced further by the addition of distinctive steel sump and rear diff guards, a substantial black light rail that carries two small banks of Lazer spotlights in addition to those set below the front bumper.

Fully colour keyed even down to the red Isuzu badge, only the black detailing and roller load bed cover adds external contrast. As with all D-Max, the high shoulder line and squared load bed give the Isuzu an angular profile that continues around the tailgate and four large doors, the running boards in the case of the D-Max more or less mandatory for easy of climbing onboard.

Riding on independent double wishbone and gas filled double-action shock absorbers at the front and rear rigid axle, semi-elliptical springs and anti-roll bar, the 1.5 meters square and half a meter deep bed is one of the most practical of its type. Capable of carrying 1,063kg along with an additional braked 3,500kg trailer capacity, once again figures that are some of the best in their class. And when traveling off road the 235mm ground clearance, 300, 230 and 220 approach, departure and ramp over angles and front and rear overhangs of 905mm and 1,295mm ensure the D-Max is off-road ready.

LOOKING INSIDE

Inside the cabin hard, wipe clean surfaces are at times at odds with the black and red leather trim, the amalgamation of utility and luxury at times an eccentric combination. Sat to the rear of the leather steering wheel, white on black baton instrumentation and minimal readouts are simple and clear to see as are the main controls. Big and chunky with easily determined detents as to why Isuzu have chosen to install a satnav and infotainment system with such microscopic controls seems at times strange.

Space wise the Fury provides genuine accommodation for five adults with the bonus of a folding rear seat that instantly increase load capacity whilst two cubbies beneath the rear seat squabs house the tool kit and jack. But whilst the cabin offers twin glove boxes, a dash mounted cubby and four cup holders, oddment stowage for mobile phones and other smaller items could be improved upon.

POWER MATTERS

Under the hood the Euro5 2,499cc two-stage twin turbo diesel delivers 163hp and 400Nm of torque, the 4-cylinder 16v unit common-rail unit powerful but commercial in nature meaning throttle response isn’t quite as instant as some drivers would probably like. Mated to a 6-speed manual gearbox, for the majority of the time the Fury runs in rear wheel drive, a rotary selector engaging both high and low ratio 4WD, the system’s reaction almost immediate. Fed from a 69 litre fuel tank, whilst the Fury fell rather short of the indicated factory figures, a final average figure of 26.7mpg over 232 varied miles was still acceptable.

Up and running, no matter how leisure orientated the Fury might appear it is still a truck. Sensibly weighted, the power steering ensures the Fury remains light to drive even when fully laden the 12.2 meter turning circle is still easy to achieve. Similarly, whilst remaining fully maneuverable on or off road the new rearview mirror reversing camera display isn’t to my mind a roaring success. Apart from the fact you have to look up and away from the wing mirrors, it tends to suffer from bright light reflections rendering the camera useless.

Off road, the 4×4 system copes easily with changes in surface and demands although as always, disengaging the traction control, (at times overly enthusiastic on the D-Max), allows full power to be quickly applied when the situation demands. On the road the view is commanding, the cabin reasonably quiet and comfortable although without any load onboard the ride can be choppy on all but the smoothest surfaces, the rear becoming light on tight or damp corners. Drop in half a tonne and the character changes, the Fury feeling far more refined.

HOW MUCH?

Price wise the basic Fury costs £19,999 on the road the example on test a heftier £24,830.50p due to the various options. And whilst you could live without most of the options to do so would to have missed the whole point of the Fury. Although the sports bar and Lazer lights add £1,069, the Roll ‘n’ Lock load cover £1,122-50p and the black and red Fury leather trim at £1,325, they form an intrinsic part of this D-Max. I would however have to give serious thought to the £930 Pioneer Media & Satnav and cargo bed rug at £385.

As always keeping a close eye out for the Fury benefiting from one of Isuzu’s numerous offers, whilst the Fury might not be the most refined of its type, it still remains one of the most willing and financially viable of the double-cabs. And whilst the Fury is most defiantly loud and proud it’s probably all the better for it.

The increasing demand for better safety, refinement, efficiency and luxury hasn’t prevented the Wrangler from surviving as the only truly uncompromising off-road adventurer, with all the iconic style and presence reflecting the very origins of the 4×4 breed

 TARGET RANGE:  £10,000 – £30,000 

£10,000 – £30,000

The Wrangler is a rare pleasure. While for most modern 4×4 owners the ideal off-roader is something that resembles a large luxurious hatchback, the Wrangler stays true to the ideals of genuine cross-country adventurers and rides above the whinges of the ignorant masses who say it’s too big, too cumbersome, too uncomfortable and too thirsty. The Wrangler is none of those things, it’s perfect in every respect to perform the task for which it was designed, that is to be the only truly competent hard-core off-roader that can handle tough off-road conditions straight out of the box. Anyone who chooses to criticise it as an automotive dinosaur is welcome to skedaddle in their bland mass-market tarmac-friendly Qashqai and leave the Wrangler to those of us who understand the difference between splashing through the odd muddy puddle and conquering the uncharted wilderness.

The demands of the wider public have already diluted the off-roading strengths of the Jeep brand as a whole, the Cherokee and Grand Cherokee are highway hustlers, business machines, school-run posers, and even though the Renegade in Trailhawk guise strives to keep the off-roading aspect alive it’s still no match for the mighty Wrangler when truly rugged terrain bars the way. What’s kept the Wrangler true to its roots is the continuing high demand from hard-core Jeep enthusiasts who wouldn’t countenance any significant departures from the tried and trusted off-road formula.

What makes the Wrangler special as an off-roader is the continuing reliance on a strong separate chassis suspended via long-travel coil springs on rigid axles offering excellent articulation and drive from powerful engines through a dual-range transmission. There’s also traditional outdoor-action functionality in the fact that the roof can be removed, the doors can be lifted off their hinges and the windscreen can be laid flat, paying classic homage to the open-air simplicity of the wartime Willys original. Oh, yes, there has been a sop to the concerns of quivering, faint-hearted observers in that the Wrangler emerges from the factory with less ground clearance than it could have, in case some hare-brained innocent with sub-standard driving skills assumes it’s going to handle like a Ferrari. It’s only a token sop, however, since the Wrangler is shod with tall 30-inch tyres and can be fitted with 32-inch mud-terrain tyres without modification, and there is an excellent selection of aftermarket upgrades to give the Wrangler the mountain-domineering stance it deserves.

The choices are simple, pick a two-door for ultimate off-road agility, or the longer-wheelbase Unlimited four-door for more general family or expedition practicality. Most will opt for the 2.8 CRD turbodiesel, a VM Motori unit with balancer shaft, common rail injection, four-valve with twin overhead camshafts, variable geometry turbocharger and cooled EGR system, which in the Wrangler is tuned to deliver 174bhp and a hefty 295lb ft of torque. There’s more power and refinement from the petrol V6 alternatives, but note that the later 3.6-litre Pentastar unit is significantly more efficient, with 280bhp on tap, while the earlier 3.8 can offer only 196bhp. Neither can match the turbodiesel for torque or overall economy, though you’d need to drive it very carefully to achieve the claimed 28.5mpg. Base Sport and hard-core Rubicon models have six-speed manual transmissions, others have a four-speed automatic.

 Our verdicts 

Looking back at our first report on the Wrangler it seems that we weren’t overly impressed  – perhaps we were just expecting more from an all-new model which, although substantially different in most respects from the TJ Wrangler it replaced, retains much of the character and feel of the older model. We wrote: “Jeep claims that on-road ride and handling have improved, but the two-door is still bouncy and the ever-present wind noise is the trade-off for that traditional Jeep upright windscreen. Inside is a homage to unpleasant grey plastic, while the lack of any soft-touch surface anywhere in the car became apparent after a couple of hours behind the wheel when elbows started to develop pressure sores from the hard plastic of the cubby box on one side and the door armrest on the other.” These are comments that in retrospect seem laughable considering that the only true rival to the Wrangler was a Land Rover Defender, itself not short of hard surfaces and wind noise. All became clear as the report continued: “Starting at £18k the Wrangler is competing head-to-head with the big hitters in the soft-roader SUV game, making it an expensive and under-equipped left-field choice.” In reality, of course, the Wrangler was never intended as a rival to any soft-roader, and as for being expensive, we note also with some retrospective amusement that in the same July 2007 issue we ran a full road test of the Wrangler against the Defender, in the verdict of which we criticised the Jeep Unlimited Sahara for being expensive at £22,090 compared with the Defender 90 County at £22,630. Hey, we’ve always loved Land Rovers for their hard-core British bulldog qualities, but our pro-Defender bias also showed in awarding the Land Rover a full 5/5 rating for its off-road capability compared with a mere 3/5 for the Wrangler which “bottomed out too easily in comparison with the Land Rover.” Come on lads, be fair, we were pitting a short-wheelbase Defender against the long-wheelbase Wrangler.

We put that right in the September issue, when we took a much more professional approach in comparing these natural rivals in what we billed as a “Clash of the Titans” to determine once and for all the World’s Best Off-roader. We put the cars through 12 separate off-road tests, and seemed surprised at how well-matched they were – check the table (below) to see how they fared.

The winning margins in most of the tests were so slight as to be almost immaterial, but eventually the Defender was declared the winner on points. Perhaps we developed something of a guilt complex after giving the home contender the points in that test, because in the following issue we ran a ‘Trail Tribute’ to the Wrangler Rubicon, primarily as a reminder to all that the ‘Rubicon’ name derives from the famous Rubicon Trail, a track winding over the Sierra Nevada from Georgetown to Lake Tahoe, and the fact that the popularity of the trail has ensured that Jeep should provide ‘trail ready’ vehicles. In the case of the Wrangler Rubicon that includes the locking front and rear differentials, pretty much a necessity for any vehicle destined to have its wheels being lifted off the ground on such a rocky traverse. Combining our approval of the diff locks and the iconic styling of the vehicle, we wrote: “Wrangler’s Rubicon is a fantastic 4×4 – an open-air trails specialist with not one, but two, ‘unstick’ buttons on the dashboard. It oozes power and burbles over rocks effortlessly. It makes us want to drink Budweiser and listen to roots country music, then close our eyes and dream we’re in Colorado…”

Nevertheless, the rivalry between the Land Rover and the Jeep continued year after year in our annual 4×4 Of The Year features, sometimes the Defender taking the hard-core crown, sometimes the Wrangler. Those decisions were naturally based on ultimate off-road aspects, but from a more general standpoint we have to admit that capability is one thing, comfort and refinement another, and on that score the Wrangler wins hands down.

 Which one to buy 

If you’re serious about off-roading you’ll need to be looking for a Rubicon, since this is the dedicated hard-core version boasting heavy-duty axles with locking differentials, electronic sway bar disconnect, lower low range gearing, sill guards and off-road tyres. Unfortunately you’ll search long and hard to find one, since these weren’t high on the distributor’s import list and were available to special order – and most who bought these superbly stylish, iconic off-road playthings have kept them. Order a new one and you’re looking at over £31,000 for a two-door, nearly £33,000 for an Unlimited.

The Rubicon is naturally a higher-cost option and is only available with the thirstier petrol V6 engine, so for easier money you might consider a base Sport, originally available only in two-door form. Equipment isn’t marvellous, but does include a stereo and electric windows. Power is from the 2.8-litre CRD turbodiesel and transmission is a six-speed manual, not a bad choice as an off-road plaything since there are many aftermarket upgrades such as suspension lifts and locking differentials to allow you to tailor the car to your own requirements and in your own time. Note that some will have had modifications of a different type fitted, such as the 2007 model in Rescue Green with side steps, satin black alloys and privacy glass, priced at £13,495 with 50,000 miles on it at Chesham Car and Van Sales (01494 783364). Nene Overland in Peterborough (01628 671250) had a similar-age model in red, 33,000 miles with a more useful American Expedition Vehicles suspension upgrade for the same price.

For true off-road enthusiasts it must seem surprising that the Wrangler has had such strong appeal to boulevard poseurs, but it can’t be denied that the Unlimited in particular has much of the musclebound styling appeal of the late lamented Hummer but in a slightly more manageable package. This appeal is reflected in the plethora of highly modified and highly priced examples with Kahn and Deranged upgrades which include quilted leather upholstery, machined aluminium pedals, 20-inch satin black wheels, brake calipers in liquid gold (presumably real gold to judge by the price), smoked headlamps, vented bonnet, bull bars and uprated stereo, if this is the sort of thing you want you’ll need a good £50,000 to achieve it.
For a plain unmodified car expect to pay at least £9,000 for an early Sport and up to £18,000 for a nearly-new example with 20,000 miles.

The Sahara is the more luxurious alternative with air conditioning, parking aids, traction control, Kenwood stereo with DVD player, DAB radio, Bluetooth and accessory functions and cruise control, look out for models with the £1200 optional sat nav. Cars Today of Worcester (01905 672080) were offering a 2009 Unlimited with 57,000 miles for £12,490 including tow bar and new BFG all-terrain tyres. Chris Variava of Nottingham (0115 855 3040) had a 2014 2-door in black with just 4500 miles at £23,895.

Demand for the Sport was low enough for the model to be dropped, with the higher-specification Overland becoming the top model with the 2011 upgrade, featuring leather upholstery and satnav as standard; Cargo of Huddersfield (01484 559595) claimed the £20,986 they were asking for the white 51,000-miler with grey leather interior made it the cheapest 13-plated example in the UK. Look out also for even better-equipped X edition and Black edition specials, though again the enhancements aren’t aimed at improving off-road ability.

The Wrangler still has rarity value so don’t expect any nearly-new bargains, ex-demonstrators show up occasionally such as the 2015-registered yellow Sahara Unlimited with 4000 miles being offered by Westaway of Northampton (01604 651033) at £27,990, a little over £2000 under the new list price.

 Or you could consider…