2025 Jeep JL Wrangler Rubicon SWB review: Is it still THE off-road champion?

We’ve always said that the Jeep Wrangler Rubicon is the most off-road capable 4×4 vehicle that you can get off the showroom floor and the addition of a new turbocharged petrol engine hasn’t changed our opinion. 

Our recent time in a short wheelbase 2025 Rubicon gave us the chance to tackle some tracks we wouldn’t usually attempt in bone-stock press vehicles but the Jeep reminded us that it’s still the off road champion. 

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Triple locking diffs, a disconnecting sway bar and factory fitted BFG muddies are all you could really ask any vehicle manufacturer for, but only one company delivers –  the Godfather of the recreational 4×4 – Jeep! The Wrangler always has been and remains the one new vehicle that stays true to the off-road ethos and gives users what they want in a vehicle to take them anywhere, while having fun all the way. 

Add in a removable roof, fold-down windscreen and cool retro styling and the Jeep Wrangler is the ultimate off-road fun truck. Yes, Jeep could give is the bigger tyres as fitted to this model in the USA instead of the puny 255/75R17s that come on Aussie-delivered Rubicons, and we’re sure there’s something it could do about the near-$85k price tag, but aside from these gripes the iconic Jeep remains a favourite.

JUMP AHEAD

• What’s new?
• Off-road performance
• Verdict
• Specs

What’s new?

The latest updates to the Wrangler Rubicon saw the end of the Pentastar V6 engine and in its place sits a turbocharged four-cylinder petrol mill that outperforms the old V6 in every way. 

The Wrangler’s new 2.0L four-cylinder turbo-petrol engine produces a claimed 200kW of power and 400Nm of torque compared with the previous V6’s claimed peaks of 209kW and 347Nm, and it’s that extra torque of the turbo four that makes all the difference in the way the latest Wranglers drive. It’s not the peak torque that makes the difference but the broader spread of torque from down low and through the midrange that makes it better to drive both on and off road. 

Making life easier for the little-engine-that-could is a superb eight-speed automatic transmission that never seems to put a cog wrong.

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When we say that the Rubicon is the off-road champion we’re talking about low-range crawling and rock hopping over gnarly terrain. It’s far from an ideal off-road tourer as it’s very limited for space and carrying capacity (especially in SWB form), and it’s not great for towing a large trailer. The Rubicon is a focused off roader but it is also heavily loaded with features and premium touches.

Inside the new dash pad has a soft-touch black material, while a new 12.3-inch panoramic multimedia touchscreen fills the centre of the dash. As well as being bigger than before it includes the latest U-Connect 5 system with wireless Apple and Android phone mirroring. 

The Rubicon now gets 12-way power adjustable (driver’s only) and heated front leather seats. The rear seat is small but usable and thankfully folds forward to give some semblance of cargo space; when it is in position there is very little space for gear. 

Off-road performance

With its old-school off-road design and construction, the Wrangler still only achieves a three-star safety rating despite the addition of new side curtain airbags for both front and rear passengers. Other standard safety kit includes rear cross traffic alert, front and rear cameras, forward collision warning, six airbags and a TPMS.

The interior of the Wrangler has never been quiet but the hardtop helps. To further quieten the cabin, acoustic laminated glass is now used in the front doors of Rubicon models. Speaking of glass, the Wrangler’s front windscreen is now made of Gorilla glass; this is the same heavy-duty glass that’s used on Apple iPhones and it’s said to be tougher than regular glass, so much so that Jeep warrants the windscreen against damage for two years. 

As much as the high level of luxury and tech in the Rubicon is appreciated, and goes some way to justifying the price tag, I wonder if a more affordable model with all of the Rubicon’s off-road hardware, but a lower-spec interior and deleted rear seat, would be more popular with 4×4 enthusiasts.  

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Along with its iconic looks, it’s the off-road capability that sets the Rubicon apart from all other new 4x4s. Point it up any piece of challenging track and employ the diff locks and swaybar disconnect, and the Rubicon feels unstoppable. The rear axle flexes nicely to give plenty of drive through the BFGs, and the swaybar disconnect allows the front axle to match it for articulation. 

The short wheelbase makes it easy to poke the little Jeep in between rocks and trees as you negotiate tight trails but the feeling that you are sitting over the back axle can be a bit uneasy when climbing rock steps on already steep hills. There’s an unfounded feeling that with the weight on the rear axle the Wrangler might flip backwards… but it’s a feeling you get used to with time which allows you to fully appreciate the vehicle’s abilities.

Verdict

On-road performance is what you might expect of a vehicle with such great off road chops.

The mud-terrain tyres hum and vibrate on sealed roads, the soft suspension allows for plenty of body roll and the short wheelbase makes it super easy to park, but highway driving is not the Rubicon’s forte. 

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On or off road the Wrangler is best appreciated with the roof off. This can be as simple as removing the two panels over the front-seat occupants which only takes a minute and lets the sun shine in, or you can remove the entire roof section and drop the windscreen down onto the bonnet, but this takes considerably longer. The first option is quick and easy, and is great for those sunny days in the bush or on the beach.

The Wrangler Rubicon is not the vehicle for everyone but use it for what it was made for and you will be truly rewarded. The off-road ability is unmatched but comes at the expense of on-road comfort and practicality. Keep that in mind when you buy one of these and you won’t be disappointed.

Specs