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Feann Torr18 Dec 2014
REVIEW

Jeep Wrangler Blackhawk 2014 Review

Operating a Wrangler is like conversing with a grizzled octogenarian who argues with birds – it's the strength of spirit that impresses

Jeep Wrangler Unlimited Blackhawk
Road Test

Refinement, civility and luxury are three things the Jeep Wrangler Blackhawk does not have. But if rugged looks and excellent off-road ability rate highly on your shopping list, the car will merit a closer look. Priced at just under $50,000, the four-door Wrangler Blackhawk costs a couple of grand over the regular version, adding a sinister new look. Worth the extra dosh? Let's have a drive…

It's easy to forsake the JK-series Jeep Wrangler as an anachronism, a relic from a time and place that's almost unrecognisable in today's world of aerodynamic, futuristic, always-connected, fuel-savvy cars. So I did.

After a couple of days commuting in the big, heavy, utilitarian 4WD, I wanted out. "Got another car for me, Matty?" I asked motoring.com.au's Road Test Editor.

"Not a sausage", he responded, cruising off in a BMW i3 or Audi something, I cannot remember which... But after persevering until the weekend, the traffic eased, the bush beckoned and the bond between Jeep and driver grew.

The vehicle's body construction, suspension and much of the chassis are rudimentary yet ideally suited to the rough and tumble involved when exploring bush trails far from civilisation [Ed: Just look how well it coped with the Australasian Safari this year. With 221mm of ground clearance the high-riding mud-slinger clambers over severe rock protrusions with ease (the four-wheel drive system playing its part); a formidable approach angle of 40 degrees ensuring it can tackle acute gradients.

Ramp over and departure angles of 17.8 and 37 degrees respectively are not so good and good respectively, but certainly extend the Blackhawk's off-road range, as does the basic but robust suspension. Solid Dana beam axles at both ends are mated with coil springs and the level of wheel articulation means you can slowly edge your way across perilous terrain without too much stress.

And it has to be said, anything that can get the adrenaline pumping while doing 2km/h is pretty special. It's a bit like the old guy yelling at invisible birds; don't question it, just revel in the passion.

Even off-road amateurs such as me are inspired with confidence when exploring new tracks in a vehicle like this. It exudes competence and with its loose steering and long throttle travel this creates an addictive concoction where your only roadblock will be the setting sun.

Like other Wrangler models fitted with the five-speed auto, this one features a Command-Trac dual-range 4WD system that not's as effective as manual systems fitted with low-range option, but is still pretty useful on an overgrown fire track.

Though I would prefer a turbo-diesel engine for the tricky slow-speed stuff, where really strong low-rev torque makes progress, erm, more progressive, the 3.6-litre petrol V6 is still a neat unit. It bangs out plenty of power and decent torque, generating 209kW and 347Nm but is clearly better suited to on-road efforts, refined and punchy enough to be used as a daily grinder/driver.

It charges forward like an angry bull under full throttle, bucking and snarling as it goes yet moving surprisingly rapidly. But boy is it thirsty, and polluting, belching out three times the CO2 of a diesel compact car. If you don't mind fuelling up regularly – it slurped down the fuel at just over 15.0L/100km during this test with lots of relaxed freeway cruising – the Wrangler can offer a rewarding experience, on- and off-road… But mainly the latter.

The primitive suspension is tailor-made for the road less travelled but it's not bad on urban roads either. Freeways and arterials too. It has a rough ride quality at low speeds but tends to glide more smoothly over messed-up sections of sealed roads at middle and higher speeds.

At freeway speeds noise levels are excessive as wind and tyre roar become so loud at 100km/h it makes conversation less than relaxed. Example:

Driver: "Should we drop in on Mike?"

Passenger: "Yes we can chop up your bike!"

Awkward… But some would say this only adds to the character of a car, the massive 255/70 tyres fitted to black 18-inch rims worth the extra bother. But maybe not the increased healthcare costs when your eardrums dissolve.

It's also not a great car in built up areas such as in the city. The elevated ride height is brilliant – there's few passenger vehicles you can't see over and the seating position together with good outward vision, thanks to large windows, are also boons. But it's not a nice vehicle to drive around tight spaces and in heavy traffic due to its ultra-light steering and laborious turning circle.

It's easy to overcompensate turns when madly spinning the wheel in one direction for a 90-degree or U-turn – sometimes even changing lanes. This is because the recirculating ball steering setup takes 3.5 turns lock to lock. It makes making slow work of everything.

The Wrangler grips through corners satisfactorily and can be hustled through twisty roads but the steering informs so little of what's happening at the front end it's difficult to tell if you're in control or just floating through the bends like in some sort of tyre noise-induced lucid dream.

In hindsight, living with the almost 2000kg four-door Wrangler Unlimited Blackhawk every day isn't too painful. You get used to it, and with decent boot space that opens up nicely with the rear seats folded down it's useful too. There's room to fit a 6'8" surfboard in there, albeit poking slightly into the front seating area, so it can be used as a surf-mobile too.

The removable hard top roof is a cool idea in theory, but getting it off requires two people and somewhere to store the roof section. And it's not easy. Owners would surely get better at it the more practice they had, but the fact remains it’s a fiddly chore.

There are enough modern conveniences in the car to make most journeys relatively pleasant, such as heated seats, climate-control, reversing camera, a touch-screen sat-nav system and clumsy but welcome electric window controls. That said, you'd expect these in any SUV above $35,000, let alone one costing $49,000.

It's also not as safe as more modern SUVs, with only a four-star ANCAP safety rating. It gets stability and traction control, anti-lock brakes and brake assist, but the fitment of just four airbags that cover only the front two occupants is unacceptable. Whoever draws the short straw can ride in the back!

And what of the Blackhawk moniker… does it make the car better? In a word, no.

Purely aesthetic, the black wheels, Blackhawk edition grille, badges, decals on the front guards, matte black bonnet wrap and colour-coded roof do nothing. The heavier tint is good, and the hard gloss black spare tyre cover looks kind of cool, but that's it.

Inside the extra dollars it costs to get the Blackhawk model are more tangible, with standard heated seats, black leather trim, piano black accents and an improved infotainment system in evidence. Is the Blackhawk worth the extra dollars? To me, not a chance, but buyers who want a unique look and few extra features might be convinced.

Basic in almost every regard, there's nevertheless something charming about the Wrangler that's difficult to quantify. It's a big blunt cudgel of thing that's about as pleasant as an eye gouge, but for all that it's still feels like an occasion every time to hoik yourself up into the driver's seat. Off-road purists will love it, everyone else won't.


2014 Jeep Wrangler Unlimited Blackhawk pricing and specifications:

Price: $49,000 (plus on-road costs)
Engine: 3.5-litre six-cylinder petrol
Output: 209kW/347Nm
Transmission: Five-speed automatic
Fuel: 11.7L/100km (ADR Combined)
CO2: 273g/km (ADR Combined)
Safety Rating: Four-star (ANCAP)

What we liked: Not so much:
>> Off-road prowess >> Road noise
>> Punchy V6 engine >> Purchase cost
>> Lofty ride height >> Safety not up to scratch

Also consider:
>> Toyota FJ Cruiser (from $47,990 plus ORCs)
>> Land Rover Defender 90 (from $42,800 plus ORCs)
>> Suzuki Grand Vitara (from $25,990 plus ORCs)

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
59/100
Engine, Drivetrain & Chassis
13/20
Price, Packaging & Practicality
10/20
Safety & Technology
7/20
Behind the Wheel
12/20
X-Factor
17/20
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