As you would expect, not all 4x4s are created equal for a particularly simple reason. Jeep has the most four- and all-wheel-drive systems in the automotive industry, but better still, the Rock-Trac is utmost capable in the trickiest situations imaginable.
The question is, does the Trail Rated badge on lesser models such as the Renegade Trailhawk and Compass Trailhawk even matter when the Wrangler Rubicon is such a proficient means of transportation off the beaten track? The answer came at the Jeep Adventure Day 2019, an off-roading event where yours truly had to drive these models over grass, green lanes, dirt, mud, gravel, sandy surfaces, rocks, logs, steep inclines, and through water.
Jeep invited us at an off-road course called TCS Racing Park, about an hour’s drive from the Romanian capital of Bucharest with a fair bit of traffic in the morning. Local rallycross and motocross championship races are also held there, making the location a perfect proving ground for testing Jeeps.
Before going further, we should mention the exact specifications of the models offered by Jeep for the ordeal. From the smallest to the largest and most capable when needed, these are the culprits:
What’s missing from the list is the Cherokee Trailhawk along with the Grand Cherokee Trailhawk, but I didn’t mind their absence given how busy of a day we had with these five and an additional Compass Trailhawk. Coincidence or not, the compact crossover was my first option to get a feel of the course and the Jeep Active Drive Low 4x4 system with a 20:1 crawl ratio.
Having experienced the Compass Limited on a rocky trail in a previous test drive, my curiosity was focused on the low-range gearing of the Trailhawk on such difficult terrain. With one driver, an instructor, and two passengers in the rear, it wasn’t surprising to hear a few scratching noises and bangs when tackling the more engaging parts of the course at TCS Racing Parking.
Photo: Dragos Savu
One of the passengers got out of the vehicle to take pictures on the second run, and the difference was notable indeed. Less weight over the rear end helps the Compass Trailhawk in these situations, and the low range did help time and again over 30- and 35-degree slopes and incline angles of up to 25 degrees. Given the differences between unibody and body-on-frame layouts, the organizers kept the lesser models off the Wrangler-only deterrents.
“So how did the Compass handle itself?” For a guy who’s more interested in taking a hot hatchback to the limits of grip while cornering, “impressive” is the word I’d choose to describe the Trailhawk version. The instructors, who own modified Wranglers with visible signs of off-road abuse, had gratifying words to say about the crossover with underpinnings from the GM-Fiat era.
Both the Compass and Renegade feature the Small Wide 4x4 platforms with few modifications between them, a vehicle architecture that traces its roots back to the SCCS first utilized by the Fiat Grande Punto in 2005. These being said, it’s time to talk about the Renegade in Trailhawk flavor.
I remember when Jeep came out with the subcompact-sized crossover a few years back, especially the hate it received from Wrangler owners and off-road enthusiasts alike. “It’s not what it seems to be, and that’s the end of it,” they said, but if you compare the Renegade to the Fiat 500X, it comes as obvious the two couldn’t be more different in their overlanding prowess.
Depending on the trim level, the subcompact crossover shares the Active Drive and Active Drive Low systems with the Compass. But as opposed to the larger, longer, and taller brother, the Renegade felt lighter and easier to maneuver pretty much everywhere except for the rock-bottomed pond towards the end of the course. Having worried about the intake sucking water in the process, it came as a surprise that the Trailhawk didn’t hydrolock itself.
Photo: Alexandru Busca
Popping the hood revealed that the intake and manifold were both dry, but towards the end of the day, the Renegade’s front bumper was damaged by a throttle-happy driver with not prior off-roading experience. Given that plastic is cheap and the vehicle was insured, nobody had to feel sorry for the lil’ un’ from Italy. That’s right; the Renegade is the only Jeep manufactured in Melfi at the SATA plant for European markets alongside the Fiat 500X.
If anything, the smallest Jeep available at dealers worldwide made a greater impression than the Compass in these scenarios. The shorter wheelbase also helped, and the torsional stiffness can be easily felt when transitioning from four wheels on the ground to two wheels in the air. Hill Descent Control is another off-roading highlight, but nevertheless, you can also brake with your right foot or keep the nine-speed transmission in manual and first gear.
The time has come to talk about the Wrangler, and boy, Jeep did improve on the breed with the JL and JLU! The first thing that captures one’s attention is the superior quality of the materials in the cabin, then comes the improvements in NVH over the two-door JK and four-door JKU.
Sahara models can be had with the Selec-Trac and Command-Trac, and the difference between these two 4x4 systems comes in the guise of the 2.72:1 low range. Regardless of choice, the Sahara does feel that bit better to drive normally thanks to the lower center of gravity and more on-road tires.
Speaking of which, less ground clearance and less articulation for the suspension meant that the JLU Sahara painted in Punk’n is the only Wrangler who got itself stuck at one point during the event. The driver somehow put all four wheels into the air while the vehicle was sitting gingerly on its belly on a mound of compacted dirt, spinning its tires to no avail.
One winch later, the Sahara was good to go again. Then the JL Sahara Overland entered the scene, and it felt really easy to drive off the beaten path thanks to the reduced footprint and weight. The star with the best off-road chops without a shadow of a doubt, however, was the JLU Wrangler Rubicon.
Photo: Dragos Savu
Off-roading greenhorns might feel intimidated by the complexity of the Rock-Trac 4x4 system, featuring a 4:1 low-gear ratio and disconnecting sway bar up front. On the first run, we’ve disconnected for better articulation and locked the diffs just to get a feel of how capable this Jeep really is.
This configuration does give you a sense of invincibility off the beaten track, exaggerated by the tread of the mud-terrain tires and suspension travel. This feeling also comes as a trap to the less experienced adventurers out there because once you dig yourself up in sand or mud, you’ll need a tow.
“But hey, isn’t getting stuck a part of the fun?” When you’re off-roading in a group, of course that it’s the case. But lone wolves need to bear in mind that help is hard to find in a secluded place like the plateau of a mountain (take the Altiplano in Bolivia as an example) or a sandy delta in the rainforest.
Returning to the headline and the first paragraph of this story, there’s no denying the Renegade Trailhawk, Compass Trailhawk, JL Wrangler, and JLU Wrangler in Sahara, Sahara Overland, and Rubicon specifications are not equal. But still, they’re proof that Jeep has the most extensive know-how in 4x4s, designing best-in-class crossovers and SUVs with mass-market appeal. “It’s a Jeep thing, you wouldn’t understand” might seem like a pretentious thing to say, but unless there’s a key to a Jeep in your pocket right now, you wouldn’t understand what state of mind and exhilaration these vehicles are capable of giving you. If you do plan on getting into the family, my advice is to get out there to experience how much of a smile a Jeep can put on your face by simply doing what it’s been designed to do from the get-go.
After a 1:43 scale model of a Ferrari 250 GTO sparked Mircea's interest for cars when he was a kid, an early internship at Top Gear sealed his career path. He's most interested in muscle cars and American trucks, but he takes a passing interest in quirky kei cars as well. Full profile
Would you like AUTOEVOLUTION to send you notifications?
Google News