As a huge proponent of "Keep it simple, stupid," I'm quite happy with our long-term 2019 Jeep Wrangler Unlimited Rubicon's bare-bones off-road technology suite. It doesn't have special terrain modes for sand, mud, or snow, nor does it have fancy automatic differentials or off-road cruise control, but the Wrangler doesn't need those things. Those types of features may be nice added peace of mind for novice off-roaders, but our Jeep's manually shifted four-wheel-drive system, electric locking front and rear differentials, front anti-roll bar disconnect, and—for when things get really tricky—hill decent control more than fit the bill. To prove it, I tossed the Wrangler keys to two of our greenest staff members and sent these off-road rookies out on the trail. Here's what novice off-roaders had to say about off-roading in our Wrangler Rubicon.
Associate online editor Alex Leanse:
"I decided to air down the tires a bit, from the recommended road rating of 37 psi to 33 psi. [Editor's note: We've found 30 psi is a good all-around tire pressure for off-roading.] For a vehicle where altering tire pressure may presumably be a frequent occurrence, Jeep could make it easier to know when you've reached your desired psi, perhaps by adding something like the horn-honk system found in some Nissan and Chevrolet vehicles, where the tire pressure sensor sounds the vehicle's horn when the desired pressure is reached. [Jeep has added this to the Gladiator line, dubbed Selectable Tire Fill Alert, but it hasn't made its way to the Wrangler yet.—Ed.] Then Wrangler drivers wouldn't have to rely on always-inaccurate gas station pump gauges, or check ad nauseam with a separate pressure gauge. All that said, the TPMS in the Jeep's gauge cluster display is clear and accurate.
"Airing down the tires seemed to have a beneficial effect for Stoddard Wells' rocky terrain. For this off-road park, 33 psi seemed like a sweet spot; the tires would readily conform to rock edges while still rolling well over gravel roads between trails.
"It's amazing how the Rubicon seems to smooth out rough terrain. The cabin was rarely jarred by whatever rocks or ruts the tires were rolling over. It doesn't feel like the Jeep can simply handle the terrain—it feels like it's almost eliminating it. And even when the trail got steep or off-camber, there was a solid sense of planted stability that boosted my confidence. Those short overhangs and good approach/departure angles are great for rock crawling, too. It makes it so much easier to plot a line when you're not worried about big bumpers dangling ahead of and behind the tires.
"Four low makes the Rubicon seem somewhat unstoppable. Once the range selector is firmly in place, the Jeep feels able to crawl up anything. Simply be gentle yet consistent with the throttle, and the Jeep keeps climbing up and up over steep, rocky trails. On the way back down, the pronounced engine braking effect kept speeds securely under control, nearly—but not entirely—rendering the hill descent control redundant. For the super steep, technical stuff, having HDC was a big help. It was nice to know the computers would maintain a safe speed (under 1 mph, if you want) so I could focus on picking the line. And it's not intrusive at all in instances where the driver intervenes with additional brake or a dab of gas."
Associate online editor Duncan Brady:
"The way a Miata comes alive in the canyons, this Wrangler comes alive on the trails. With zero changes other than engaging four high, the Wrangler effortlessly rolled over obstacles and inspired rock-steady confidence. The stubby secondary shifter used to engage 4WD or low-range gearing required more elbow grease than I'd like, but it's a small complaint.
"My trip to Hungry Valley didn't come close to exploring the Wrangler's limits off-road. The amount of grip and ground clearance on offer exceeded the challenges of the terrain, and as a result I felt downright unstoppable. I even had a chance to play hero and rescue some folks who had been injured in an accident and needed to get back to camp. I did manage to flub reinstalling the front roof panels, but even when the driver-side panel separated from the roof and I had to retrieve it from 50 feet behind me, it only exhibited some scratches and reinstalled just fine. I also appreciated how low-drama changing a tire ended up being when a fat piece of metal punctured one of the Jeep's knobby BFGoodrich K02s. Aided by the full-size tailgate-mounted spare and an easy jack point on the rear axle, it was a simple 20-minute affair. I'd never in my life buy a Wrangler as a daily driver, but man is it a great time on the trails."
See more at: Motor Trend
"I decided to air down the tires a bit, from the recommended road rating of 37 psi to 33 psi. [Editor's note: We've found 30 psi is a good all-around tire pressure for off-roading.] For a vehicle where altering tire pressure may presumably be a frequent occurrence, Jeep could make it easier to know when you've reached your desired psi, perhaps by adding something like the horn-honk system found in some Nissan and Chevrolet vehicles, where the tire pressure sensor sounds the vehicle's horn when the desired pressure is reached. [Jeep has added this to the Gladiator line, dubbed Selectable Tire Fill Alert, but it hasn't made its way to the Wrangler yet.—Ed.] Then Wrangler drivers wouldn't have to rely on always-inaccurate gas station pump gauges, or check ad nauseam with a separate pressure gauge. All that said, the TPMS in the Jeep's gauge cluster display is clear and accurate.
"The way a Miata comes alive in the canyons, this Wrangler comes alive on the trails. With zero changes other than engaging four high, the Wrangler effortlessly rolled over obstacles and inspired rock-steady confidence. The stubby secondary shifter used to engage 4WD or low-range gearing required more elbow grease than I'd like, but it's a small complaint.
