For that very same reason, Jeep South Africa and Stellantis flew a handful of journalists Cape Town, Western Cape, where an entire fleet of Wranglers were gathered for us at the airport. Over the next 48 hours in the adventure plaid Eastern Cape, I got to drive all the flavours of the new Jeep Wranger, each more distinct than the one before. And this one more adventurous than the one before. Befitting, the entire fleet of Wrangers on duty have a big stickers on them that read: “There’s only one.” After a few minutes sitting behind the wheel of the Wranger, I can confirm they’re 100% correct.

This new generation of the Jeep Wrangler is here to address a few shortcomings of the previous iterations, making it more comfortable to ride regardless of the terrain, adding more safety features such as the curtain aribags as well as the addition off-road centric options.

First Impressions

My very first Wranger of the launch experience was the 2025 Jeep Wranger Rubicon. Its priced at R1 299 900, which is a lot for any vehicle but the price-tag is justifiable. Under the hood you’ll find a 2.0-litre turbocharged I-4 engine that’s good for 200kW and 400 Nm of torque and mates to a standard eight-speed automatic transmission. It has electric heated Nappa leather seats all around, heavy duty suspension and all the niceties that come with the price tag. Elsewhere there’s a restyled 7 slat grill, forward facing and rear camera and automatic headlamps. There’s also more than 7 colours to choose from.

The iconic Jeep Wrangler body remains, but this time its more customisable with a choice of roofing options to choose from; one-touch soft top which operates more like a convertible, which is a great option and alternative to the modular clip on and off hard top. The rear side panels are easily removable for when adventure strikes.

Jeep Wrangler Sport models run on 17-inch steel wheels and Sahara models feature 18-inch alloy wheels as standard. Wrangler Rubicon is forged for off-road adventure and is shod with Mud-Terrain tyres as standard on 17-inch alloy rims. 

Step Inside

Once you step inside, you’re greeted by a brand new 12-inch uConnect touchscreen for your infotainment which blends in beautifully with the rest of the dashboard. It supports wireless Apple Carplay and Android Auto. Right next to it is an analog meet digital instrumental cluster, showing you all your vital information every step of the journey. Underneath the new infotainment screen you’ll find some welcomed phyisical buttons for your aircon, windows, driving modes and all other options. Then there’s premium Alpine Sound System which brings the party with you everywhere you go.

There’s also a host of safety features including Blind-spot Monitoring, Rear Cross Path detection, adaptive cruise control further Wrangler’s refinement, Drowsy Driver Alert, and Lane Departure Warning.

How’s the drive?

Sitting behind the wheel of the Jeep Wrangler, regardless of what flavour you choose (either Sport, Sahara or Rubicon) and grinning like a child as you gobble up dunes is one thing, and likely the Wrangler’s appeal and why so many people love it. Driving is a completely different experience. First, the Western Cape is absolutely beautiful and the Klein Karoo (Eastern Cape) is utterly majestic with its vast landscapes and forever changing terrain. One minute you’re in a hot desert, and the next you’re holding onto your hat near the beach and the other you’re in a sea of green pastures. Second, the Jeep Wrangler Rubicon absolutely moves. It may still be boxy and probably the worst thing to be in when there’s a gust of cross winds, but it will blow your socks off with how how much of a fun experience it is.

It’s wortrh noting that although the Wrangler performed admirably on pavement, it was on rocks, gravel and in the sand (read: dunes) that it really shined. The suspension feels like it was born on the rough stuff and its right at home. The 2.0l engine is most certainly welcomed, but its not the best at saving you fuel in the long run. Dare I say that in fact, the V6 powered Wrangler gets the same mileage and consumpution figures as this new one. Ha!

Over the course of the trip I had driven all three flavours of the Jeep Wrangler now available in Mzansi, most of the time I was unashamely hogging the Rubicon; Sahara and Sport. I was never really a fan of the Wrangler before this trip, nor could I ever see it on my driveway.

Now, after spending little more than 48 hours with it, in a way that Jeep intended it to, I’m confident that I’ve gained all the knowledge into the world of all things Jeep and why “There’s only one.”

The Jeep Wrangler starts at R1 199 900 for the entry trim Sport, then at R1 249 900 for the Mid Spec – Sahara and R1 299 900 for the top spec Rubicon with all the bells and whisles.

Jeep Wrangler Low Down Concept: A Modern Take on a Classic

This concept pays homage to the beloved Lower 40 concept from 2009. It boasts massive 42-inch tires, a powerful 475-horsepower 6.4-liter V-8 engine, and a streamlined design for optimal off-road performance. The shortened bumpers and custom fender flares keep the center of gravity low, while the lifted suspension provides impressive ground clearance.

Jeep Wrangler 4xe Willys Dispatcher Concept: Blending Past and Future

This Wrangler merges classic Jeep design with cutting-edge hybrid technology. The exterior features a retro makeover with vintage wheels, a classic Warn winch, and “WILLYS” lettering on the hood. The interior gets a stylish upgrade with distressed leather and houndstooth cloth seats. Under the hood lies the award-winning 2.0-liter plug-in hybrid 4xe powertrain, delivering both power and efficiency.

Jeep Gladiator Rubicon High Top Concept: Built to Conquer Any Terrain

This concept truck is designed for serious off-road adventures. The bold exterior features massive tires, custom fender flares, and a lifted suspension system. Dana 60 axles and a powerful V-6 engine provide the muscle to tackle any challenge. The modified front bumper with a winch and rock rails offer additional protection and functionality. Inside, the cabin boasts custom leather seats and a JPP sun bonnet for added comfort. A decked-out truck bed storage system provides ample cargo space for all your gear.

Jeep Vacationeer Concept: Luxurious Adventure Awaits

This premium concept SUV combines comfort and capability. The elegant exterior features a nostalgic woodgrain graphic reminiscent of classic Jeep Wagoneers. Forged for off-roading, it has 35-inch mud-terrain tires, a front-mounted winch, and skid plates for underbody protection. The real showstopper is the custom rooftop tent, a climate-controlled oasis perfect for stargazing or enjoying the scenic views. The spacious interior features custom leather seats designed by renowned fashion designer Kiel James Patrick, and a bed-lined cargo floor for easy cleaning. A powerful 3.0-liter Hurricane Twin Turbo engine delivers impressive performance.

While these concepts are undeniably eye-catching, they also serve a greater purpose. Jeep designers use the Easter Jeep Safari as a testing ground for new ideas and technologies. Feedback from enthusiasts helps Jeep gauge interest and refine these concepts for potential future production. So, while you might not see these exact vehicles on the road anytime soon, the Easter Jeep Safari is a glimpse into the exciting future of Jeep design.

From what we can see, there will be a light-up grille up front, and there’s the odd absence of the infamous Jeep logo. Everything else remains a mystery, for now.

The only details that Jeep have shared with us is that the vehicle will be an all-wheel drive variant with  all-terrain management and feature advanced Jeep brand-focused technology. In terms of technicalities, it will churn out approximately 440 kW (600hp).

When it comes to availability, Jeep has promised the Wagoneer S will be sold in Q3 of 2024 in the US first, then make its way to key markets around the world. Whether Mzansi is one of these markets is yet to be confirmed, considering the combustion Wagoneer model is not sold in Mzansi and as Jeep continues to assess its electrication strategy for our market.

It’s notable, then, that the all-new Grand Cherokee starts out with this three-row model. There’ll be a two-row version eventually, and indeed an electrified Grand Cherokee (also with two-rows), but Jeep is pulling out all the stops to court the audience that’s actually opening its wallet.

Pricing kicks off at R1 299 900 for the Limited, the Overland is R1 479 900, and the Summit is R1 679 900.

There’s no mistaking it for anything other than a Jeep. From the seven-bar grille, to the high shoulder-line, to the short overhangs and rear-drive proportions, the Grand Cherokee L’s heritage is clear.

Familiarity, though, is no drawback here. I think the new Grand Cherokee L is very much colour dependent: with some hues, the truncated grille segments look a little odd, but with its LED lighting front and rear and the optional blacked-out roof it appears distinctive and crisp among the big SUV competition. Lest you forget what it is, or where it’s made, Jeep makes sure to slap a big name-badge across the doors.

Pride in a good product, though, can’t be argued with. On that level, it’s tough to speak ill of this new Jeep. There is only one engine locally, a 3.6-liter Pentastar V6. It’s good for 210 kW and 344 Nm of torque, rated for 2 813 kg of towing, and is paired with an 8-speed automatic transmission as standard. Fuel consumption is dependent on your driving style and terrain but for our launch drive it came rated at an average of 13l per 100 km.

There are three all-wheel drive configurations, too: Quadra-Trac I, Quadra-Trac II, and Quadra-Drive II. Quadra-Trac I has a single-speed active transfer case and can push up to 100-percent of power to the front or rear axles. Quadra-Trac II adds a two-step active transfer case, has improved low-range performance, and is standard on the Overland. Finally, Quadra-Drive II has a two-speed active transfer case and rear electronic limited-slip differential: it’s optional on the Overland, and standard on the Summit.

At the same time, there’s also Jeep Quadra-Lift air suspension, also standard on the Overland. That can adjust the ride height across 277 mm, including dipping the Grand Cherokee L down to make loading and unloading easier.

Jeep is, understandably, keen to prove its new model is no pretender when it comes to the rough stuff. The result was an off-road course longer than any luxury SUV will ever face in typical use: jagged and haphazard rock piles, unruly log piles, and chassis-testing twist fields.

Happily the adventure abilities don’t impair how refined the big Jeep is on normal roads. I spent my time in the Overland mid-range trim, and came away impressed with how refined the Grand Cherokee L feels.

It’s compliant but not squishy, partly down to Jeep’s efforts to keep curb weight about the same as the smaller outgoing model. That same stiffness that leaves the SUV so capable on the off-road course also leaves it stiff and reassuring on the main roads: there’s no body twist to unsettle or leave those in the third row feeling seasick.

The engine sounds distant and muffled; there’s none of the hearty grunt that V6’s typically aim for. Straight-line speed is ample and the refined tuning means there’s minimal body roll come the corners, but even in sport mode the Grand Cherokee L feels focused on comfort.

I suspect that’s the right decision on the part of Jeep’s designers. As, too, was their focus on the interior: this cabin feels a level above anything we’ve seen from the company in memory. Layout, trim choices, and technology all punch above their weight and, indeed, the Grand Cherokee L’s price tag.

For maximum-lavish you’ll want the Summit model, which has double-diamond stitched leather, massage seats, waxed walnut wood accents, a 19-speaker McIntosh audio system, and heating/ventilation for both the first and second rows. Even the more attainable trims, though, feel considered and refined. Jeep’s 8.4 or 10.1-inch Uconnect 5 touchscreens are large and responsive, there’s real metal trim – albeit a little more hard plastic below the interior belt line – and the switchgear strikes a great balance between sturdy and special.

The new infotainment system is a nice improvement. Uconnect has been capable and fast for the last couple of generations, but a little overwhelming in its interface. For this fifth-gen version, Jeep revamped the graphics and made customization easier: you can drag shortcuts to the top bar for persistent access to things like the surround camera, rearrange the home screen with widgets to avoid so much menu-hopping, and wireless Apple CarPlay and Android Auto coexist more harmoniously with Uconnect 5 than is the case with most infotainment systems.

The center console screen plays nicely with the standard 10.3-inch digital cluster and optional 10-inch head-up display. You may have to spend a little time setting it all up initially, but the Grand Cherokee L supports multiple driver profiles for easy recall. Sadly there’s no profile sync across Jeep’s cloud, and while the redesigned owners app is faster and looks much improved, you can’t remotely configure the infotainment with it yet.

It’s not just glitter that Jeep gets right, though. The basics, like space and room for cargo, are pitch-perfect too. There are 6- and 7-seat configurations – the former with plush captain’s chairs in the second row – but even those relegated to the third row won’t be too disappointed. Jeep promised it was sized for adults and sure enough that’s the case: at 1.89m my knees weren’t around my chin and my head was still some way from the roof, and those 1.8m+ were similarly accommodated.

Getting in there, too, is straightforward with the tip-and-slide seats. The second and third rows will drop down, of course, including the second-row center console in 6-seat versions, for a big, flat load floor.

As for times when you don’t want to drive, there’s a slight stumble. Adaptive cruise is standard, along with lane management, front and rear parking alerts, blind spot warnings, rear cross path alerts, and forward collision warnings with auto-brake, and you can add on night vision and a 360-degree camera.

Patience in that situation, though, may be tough to muster. Jeep’s first three-row SUV is mighty appealing, not least because it keeps the automaker’s personality while not forcing you to compromise on comfort and day-to-day usability simply so that you can also boast about your off-road capabilities. Where the third-row seating in some rivals can feel like an afterthought, the Grand Cherokee L embraces a family by avoiding the “but why do I have to sit back there?” squabbles.

It’s a shame that Jeep has no plans to make a three-row electrified version, at least at this stage, and the delay in hands-free driver-assistance is frustrating. All the same, there’s much more to like about the 2022 Grand Cherokee L than there is to complain about. Distinctive styling, a flexible and nicely designed cabin, and unarguable off-road credibility help warrant the “Grand” in its name.

The Gladiator looks good. Really good

Some drives you go into with a little bias on your sleeve. I’m not your typical bakkie buyer, but I do think the Gladiator looks fantastic. No, I don’t really need one, but I wasn’t averse to being so swayed by deep Jeep joy that a trifling detail like that could be overlooked.

It’s no less chunky and charming in the metal. The Gladiator is like a kid’s toy truck come to life, instantly recognizable with its keystone grille and circular headlights. There’s only the off-road-centric Rubicon model available locally, with different combinations of body-colour or black cladding, tweaks to the bumpers and fenders, and other trim details – accessories if you must.

All, though, are convertibles. Jeep offers a choice of interchangeable roofs: a soft top, which peels back like the top of a stroller; a body-colour three-piece hardtop. Then the option to have removable panels that expose the front seats to the sky.

Like the Wrangler, though, you can go even further. Whip out the Torx bolts and you can remove the Gladiator’s doors; do the same for the windshield, and that can fold down flat. You’ll need goggles if you want to avoid an eyeful of bugs and road grit, mind.

Jeep does everything it can to encourage you to do it, too. The necessary tools come as standard, and there’s a handy box – complete with molded legends showing which bolts go with which part of the car – to safely store the fastenings after you’ve removed them.

It’s not the only clever detail. There’s a long, shallow storage space under the rear bench – which lifts, single-handed, with a 60/40 split – and an optional removable, locking bin with adjustable dividers that can slot there. A little more storage is found behind the seat backs, along with a removable, rechargeable, and waterproof Bluetooth speaker; the seats lock upright so that, even if you’ve taken the doors off, there’s still somewhere safe to leave your bag or purse.

No mere Wrangler with a box

The familiar design might lead you to assume Jeep took the easy option: bolt a box onto the back of the Wrangler and call it a day. Even Jeep itself concedes that would have been the simplest route – and the fastest. The automaker could’ve used the previous-generation Wrangler “JK” platform for a bakkie version years ago.

It would’ve looked the part, Jeep says, but it wouldn’t have performed like a proper Jeep bakkie should. Instead, a new platform was paired with a classic name from the automaker’s vault, and so the Gladiator was born.

The body-on-frame uses high-strength steel and is 41-inches longer than the Wrangler 4-door’s platform. More than 19-inches of that extra length goes into the wheelbase. It’s tougher than the Wrangler frame, too, given that the loads it’ll be expected to carry are heavier.

At the back, the box is a compromise around practicality, aesthetics, and performance. Jeep intentionally kept the sides relatively low in comparison to other recent pickups, sacrificing bigger volume numbers in favour of a bed you could reach into from the sides. It’s spacious enough to hold a claimed 95-percent of motorcycles on the market, while being rated for up to 693 kg of payload. Meanwhile, the Gladiator will tow up to 2 721 kg.

The box itself is steel, with four steel cross-members. However, the tailgate – like the fenders, hood, windshield, and doors – is aluminium, to keep the weight down.

On the road, a Wrangler-like ride

The weight, and that body-on-frame platform, add up to a predictable driving feel when you’re on the road. Like the Wrangler, it can be a bouncy affair. That lends itself well to sensible cruising but counts the Gladiator out of more eager driving. Coupled to the heavily assisted electro-hydraulic power steering, which has a lot of play, and you end up feeling disconnected from the road.

It’s a shame, as there’s no shortage of power. The 3.6-liter Pentastar V6 offers 209kW and 347Nm of torque, and it’s more than sufficient to get the Gladiator going. I’d have liked to have seen the Wrangler’s four-cylinder hybrid offered, but right now there’s just the one engine to choose from. A petrol.

As for economy, that depends on how you spec out your Gladiator. I spent the day in the kitted out eight-speed automatic, with the sound exhaust pipes, and never found myself questioning its choice of gear. There, our fuel consumption was at a subjective 13/6l per 100 km/h. To be fair, our route included a lot of mixed driving and off-road activity.

Mud and rocks and now it all makes sense

It only took a minute or so away from asphalt to realize where this bakkie really shines. Faced with mud, rocks, and puddles of indeterminate depth, the bakkie’s softer suspension and lighter steering-feel immediately proved their worth.

Every Gladiator is 4×4 as standard, as you’d expect. This comes with a lever to shift between 2WD High, 4WD High, Neutral, and 4WD Low. The Rubicon adds a separate control panel, with which you can lock either the Front + Rear or just the Front diff, disconnect the sway bar, or turn on Off Road+ mode. The latter automatically adjusts the settings depending on whether you’re on high- or low-friction surfaces like rocks or sand.

Automaker off-road courses typically aren’t all that challenging. After all, it’s in their best interests to show their truck clambering serenely over just-tricky-enough terrain, perhaps kicking up a back wheel for some suitably dramatic photos. Which is exactly what happened.

As the lead Wrangler peeled off to the side, I found myself facing what resembled the aftermath of a rock fall, or maybe an earthquake-shattered Stonehenge. An unruly tumble of jagged stones, huge and uninviting, and with just enough mud left by earlier drivers to leave the glistening pile looking treacherously slippery. I’d expected chunky gravel; this was post-apocalyptic collapsed parking structure.

Gladiator in 4WD Low, the diffs locked and my nerves steeled, I pushed forward. Tipping down over the opposite side, the rocks suddenly angled steeply. The Rubicon gets 17-inch wheels. I could feel them fighting gravity as the Gladiator leaned precariously to the right. “Slower!” bellowed Jeep’s spotter. My foot, already burying the brake to the wash-out floor, tried in vain to press even harder; any remaining movement was down to the unstable surface shifting beneath us. Fortunately, I had no co-driver to squeaked with alarm.

By the point where we were level again, it was time to tackle the next obstacle. More haphazardly strewn rocks; more disconcerting angles; and more ruts and furrows. The Gladiator has 249mm of clearance and can wade into water up to 800mm deep. That, and the tenacious grip from the tires meant even the unctuous mud couldn’t hold me back.

Practicality is king

If you’re considering the Gladiator but not swayed by the price tag, you’ll be happy to know that at that point you have power locking and power windows, tinted glass, power heated mirrors, dual-zone HVAC, and keyless entry. Outside you get LED headlamps and fog lamps, with halo-like daytime running lights. LED rear lights – with integrated cross track detection sensors.

Elsewhere there’s leather-trimmed seats, a 115V AC outlet in the back, too, as well as up to five USB and USB-C ports spread around the cabin. Soft-grip grab handles on the pillars and ahead of the front passenger were well-utilized on the off-road course.

For convenience there’s a spacious 7-inch screen, with an 8.4-inch touch panel and navigation an available upgrade. Eight speakers are standard; a nine speaker Alpine system, with subwoofer, and 552W of power is optional. Uconnect can look a little busy, but it’s fast and fairly sensibly laid out. There’s both Android Auto and Apple CarPlay support.

Happily, Jeep also includes plenty of physical controls. The HVAC system gets dedicated buttons and dials – all chunky enough to be used even if you’re wearing gloves – while underneath are the power window buttons. It takes some getting used to their placement, but that’s the price you pay for having removable doors.

It all looks good. Just on the charming side of quirky, in fact. Second row legroom is a little tighter than in a 4-door Wrangler, but still adult-sized.

As for safety, Jeep has Blind-spot Monitoring, Rear Cross Path detection, standard ParkView rear back-up camera with dynamic grid lines, Adaptive Cruise Control and electronic stability control (ESC) with electronic roll mitigation.

2020 Jeep Gladiator verdict

You can’t accuse the Gladiator of not delivering on its promise to be “the Jeep of bakkies.” It looks the part, is as capable off-road as you’d expect it to be, and blends outright practicality with distinctive – and at times playful – features that leave the Hilux, Ranger (not the Raptor, soz), Mahindra’s offerings and other rivals feeling positively dull in comparison. Throw in the cavalcade of Mopar accessories, and you’ve also got a truck with huge customization potential. Just what the Jeep faithful had been hoping for, in fact.

If there’s a frustration, it’s that the Gladiator’s focus on off-road ability has a clear impact on on-road performance. A button which firmed up the steering and tweaked the damping would make a world of difference. Yes, Jeep made a great bakkie, but new potential buyers – lured from their SUVs and crossovers by the attention-grabbing design – could well be turned off by how the Gladiator feels from behind the wheel.

I can’t argue that the Gladiator doesn’t achieve what it set out to do. Nor that it will probably sell in bucketloads to Jeep fans. As an outsider to that clique, though, I’m a little sore that Jeep didn’t take the chance to make a vehicle which straddled truck heritage and a more general desire among drivers for something with character, but which doesn’t feel like a utility. Perhaps in doing so it would’ve undermined the pickup’s whole identity in the process. What I do know is that it’s easy to like the Gladiator, but it’s only when you take it off-road that you really come to love it.

Retail Price starts from R 1,259,900.

From a secure feeling of impregnability on off-road excursions, to exuberant and robust agility in the city, the Jeep Wrangler Sahara edition is one of the most exciting drives of our time.

The 2020 Sahara screams adventure and is packed with all the latest essentials to keep you connected to the new and fast changing world, whilst maintaining the age old reliable ruggedness and appeal we’ve grown to expect and love in a Jeep.

Opening the driver’s door and hopping into the car in itself is a bit of a fun exercise, almost a right of passage into a new world – if you must. Once you’re in it you immediately feel secure, with all essential buttons feeling firm and reinforced with rubber, reminiscent of a helicopter or army tank. The car feels sturdy and the cloth fabric seats aren’t too much of a turn off with the leather steering and dashboard making up for them. The keyless start button, which is waterproof, is a standard feature and the key itself feels like a little grenade in your hand. The car’s size is definitely intimidating, but the steering wheel is soft and responsive, ensuring that you feel in control.

Getting on the road, the car is definitely a smooth ride and packs the necessary punch to dash forward. We have the 3.6 V6 Pentastar petrol engine mated with the 8-speed automatic transmission to thank for that, churning out 209 kW with 347 Nm of torque at 4100 rpm.

There is a lot of kickback when you step on the accelerator however, and one could argue that it’s a tad too hyper-responsive which could make it hard to drive long distances comfortably. The flexible cruise control makes up for this shortcoming and is perfectly placed on the steering wheel along with display and other multimedia controls.

One thing to note is the high profile of the car, allowing a deeper sense of safety and control, with an added benefit of confidence and full view over vehicles ahead, almost like a periscope to avoid traffic or even potholes and obstacles. This will definitely come in handy off-road and should fare better than most 4x4s seeing that the profile of the Sahara is higher than most SUVs on the road.

Messing around with the entertainment system whilst trying to find the best place to take the Sahara off-road, we discover the off-road display which provides essential metrics such as GPS coordinates, roll, altitude, drivetrain power distribution and pitch, amongst others. Multiple USB ports, including USB-C, in the console and alongside the seats ensured that we are plugged in and connected to the fourth-generation Uconnect system which includes radio and smartphone connectivity compatible with Apple CarPlay and Android Auto.

We’ve found the off-road spot and set up cell phone navigation for directions along with our favourite song to hit the road to, and BOOM! A perfectly balanced, crisp and loud sound system introduces itself and is definitely a welcome addition to the exhilarating experience that is the Sahara. The Alpine Premium Audio System comes standard across the range, with a 552-watt 12-channel amplifier, eight speakers and a rear subwoofer, which is where the party’s at! Did I mention that the sound is perfect?

Off-road, the Sahara is like a well behaved Rhodesian Ridgeback, firm, agile and sturdy. Powered by the Command-Trac® 4×4 System, which features a completely new full-time mode that will automatically switch from 2WD to 4WD when conditions dictate, the Sahara is well balanced to suit first timers and experienced off-roaders. The sharp turns, rocky climbs, muddy ditches and dusty steeped hills were everything but too much for the Sahara to handle, with all features and systems working together to conquer any obstacle put in front, behind or even next to the Sahara.

Back in the city, the Sahara proved to be nimble and quick, pacing through traffic and fitting in snuggly into narrow parking spaces where the ParkSense Front and Rear Park Assist come in very handy to make sure you’re aware of surroundings.

Life is definitely much more vibrant with the 2020 Jeep Sahara. All this and more starting out at R849,000 is well worth the adventure!

The 2018 Jeep Compass has been revealed, coinciding with Brazilian production kicking off in Goiana, Pernambuco today, though we’ll have to wait a little longer for all the details.

What we know today is that the 2018 Compass is being described by Jeep as “all new”, a complete redesign of the existing crossover. That’s no bad thing, considering the first-generation Compass was certainly showing its age: in fact, the design on dealer forecourts today dates back to the model’s introduction in 2007.

Jeep says there’ll be a choice of 17 different powertrain options, though every one won’t necessarily be available in each of the 100+ countries the SUV will be sold in.

Four trims are expected to be offered: in SA reports claim that will kick off at Sport, rising through Latitude, Limited – which will be the most luxury-focused version – and finally Trailhawk, which will emphasize the Compass’ off-road credentials.

Tech equipments for Mzansi are yet to be confirmed, but going by Jeep Brazil there’ll be Fiat Chrysler’s UConnect 8.4-inch touchscreen infotainment system – with optional navigation – along with a Beats Audio system equipped with a 506W amp. Sadly, no Apple CarPlay or Android Auto.

A panoramic sunroof, LED headlamps, blind-spot information, forward collision warning, 18-inch alloy wheels, parking sensors and a reversing camera, and adaptive cruise control are also expected to be available. Meanwhile, the full-time all-wheel drive system will use Jeep’s SelecTerrain; in Brazil, that’ll mean settings for hill-descent, along with options for tackling snow, sand, mud, and rock.

Local availability is yet to be announced. 

UPDATE [06/01/2017] 

According to Autotrader, “The most capable compact SUV ever”, the all-new Jeep Compass will be available in North America in the first quarter of 2017 and in the Europe, Middle East, and Africa region (including South Africa) starting the second half of 2017.” 

We’ll keep you posted as we hear more what’s going on behind-the-scenes. Meanwhile, TomTom SA has released a presser confirming their partnership with Jeep. Happy driving.