Subaru has brought the WRX STI sedan back into the Impreza fold for 2011, but that doesn’t mean the hatchback model is going anywhere.

FAST FACTS
1. The Special Edition model retains the STI’s 305-hp 2.5-liter turbocharged boxer engine.

2. Upgrades include a lower and stiffer suspension, stiffer rear subframe bushings, a thicker rear sway bar and special wheels.

3. Cost and weight savings are the result of the removal of HID headlights, fog lights, the Nav system and the use of a single-disc changer and manual climate control.

4. Pricing for the STI Special Edition is set at $32,995, two grand less than the standard STI.

In fact, while all WRX and WRX STI models get a styling refresh for 2011, the 2010 model year STI Special Edition adds a fair amount of go-fast bits while subtracting somewhat from the base price of an STI.

JDM SPEC-C SUSPENSION

For $32,995, the Special Edition gets a suspension cribbed from the Japanese-market C-Spec STI, which means that the springs bring the car lower by 1 mm. In addition, the springs are stiffened by 16 percent up front and 29 percent out back. The rear subframe bushings are also stiffened, and the rear anti-roll bar is 1 mm larger.

Body-colored mirrors and 14-spoke wheels will help differentiate Special Editions from other STIs, and the first 125 that are sold will be painted Aspen White.

DELETED FEATURES SAVE ON COST AND WEIGHT

There are other details that separate the Special Edition from other STIs. Weight and cost are reduced by cutting a few luxury features, such as the navigation system, HID headlights, and front fog lamps. The 6-disc CD changer disappears, replaced by a single-disc unit, and the automatic climate-control system makes way for a manual one.

Underneath the hood sits a 2.5-liter horizontally-opposed four-cylinder engine that makes 305 horsepower and 290 horsepower. That power reaches the pavement via a 6-speed manual transmission.

MORE THAN CAPABLE TRACK MACHINE, BUT BETTER SUITED TO TIGHT CIRCUITS

We recently had the chance to get behind the wheel of the STI Special Edition on Road America, the historic racetrack in east-central Wisconsin. Our time with the car was brief, but we were able to get a sense of its capabilities.

The STI launches quickly with responsive acceleration, although it lacks the top-end power to really hustle down Road America’s longer straights. The short hatchback body style feels a bit bouncy at times, but the STI also is responsive and agile to most steering inputs.

The shifter is light but precise, and the steering is accurate, if a bit light in feel and weight. The boxer engine comes to life with a throaty high-pitched snarl under acceleration. At speed the car feels stable, but it also feels light enough on its feet to be tossable if the need arises. The brakes do an admirable job of scrubbing speed before entering a corner.

Road America probably isn’t the best track for the STI—this is a car that would shine more on a tight track with lots of corners, or an autocross course—since it seems to be better suited to quick bursts of acceleration, as opposed to top-end runs. Whether it’s a gearing issue or a power-band issue, the STI seems to run out of steam a bit somewhere north of 100 miles per hour. An example: In the straight away between turns 4 and 5 at Road America, the most powerful cars can push 145 or 150, while the STI is somewhere between 120 and 130.

SPECIAL EDITION HITS THE MARK WITH ENTHUSIASTS

Still, the lighter weight and lower cost of the Special Edition will make it appealing to the weekend racer set. The lower ride height and reduced weight might translate into slightly quicker lap times on racetracks and autocrosses. Racers and rally drivers might also find the Special Edition to be a better jumping off point for building a true racecar.

The cost will also appeal to those who want to get into a new STI at a more affordable price. Drivers willing to forgo a few extra luxuries will get a car that is slightly quicker and cheaper, which is a rare deal these days.

The hot hatch segment is an interesting one, and the STI will be facing off against cars like the Mazdaspeed 3 and Volkswagen GTI. While the STI is a little pricier than those cars—even in Special Edition form—it doesn’t cost that much more than those other two, which means it’s certainly worth a look.

THE VERDICT

We’re not sure if the WRX STI Special Edition evokes the Subaru rally tradition, but it certainly holds its own when pushed on a track. The Special Edition doesn’t have many flaws that would scare away most STI buyers—the stiffer suspension might lead to a rougher ride, but that’s about it—but some customers will be spooked by the overall STI experience and choose to look elsewhere.

But then, Subaru isn’t trying to woo those customers. The company is looking for the folks who already want a hot hatch. And while the WRX STI already fits the bill, the Special Edition gives buyers one more flavor from which to choose.

Since it’s introduction as a 2008 model, Cadillac’s second generation CTS has been wining accolades and fans – cementing itself, not only as the division’s best-selling series, but also as a veritable American luxury tour-de-force. It’s spawned a raft of sub-variants, including a high performance V, a wagon and most recently a coupe. But while these Johnny-come-latelys have been hogging the spotlight, there’s still a lot be said about the sedan. And since it’s been a while since we’ve driven one, now seems like the perfect time.

FAST FACTS
1. The CTS sedan continues to be offered with either a base 270-hp 3.0L V6, or a 304-hp 3.6L unit.

2. Fuel economy is rated at 18/27-mpg (city/hwy) regardless of engine or drivetrain.

3. Size-wise, the CTS sits half way between the traditional European offerings like the 3 Series and 5 Series.

4. Pricing starts at $35,165 or $41,565 with the 3.6L engine.

5. Sport models get a stiffer suspension and 18-inch wheels, while Premium models get 19s.

AGGRESSIVE PRICING

At a glance, there’s little changed on the CTS sedan for 2010. You still get four trim levels: base, Luxury, Performance and Premium; with a choice of two engines, two transmissions and rear or all-wheel drive spread across a roughly $10,000 price differential. At currently listed MSRPs, $35,165 gets you into a base CTS sedan, while $37,865 gives you the keys to a Luxury model. Performance variants start at $39,765, while the Premium car goes for $46,865. Of course, the modern automotive marketplace being what it is, dealer incentives are cropping up all the time, so it’s worth shopping around to see what retailers in your area have on offer.

In terms of value, the pricing strategy alone makes the current CTS a serious contender in the entry-level luxury segment. Fit and finish are good, both outside and in, and even the base car is packed with a lot of standard kit. Sure, you get vinyl seats, but base trim does include heated door mirrors, a day/night self dimming rear-view, Sirius/XM satellite radio, illuminated visors and wiper activated headlights. Luxury models add leather seating, 10-way adjustable power front seats a Bose sound system iPod adapter, built in hard drive and wireless cell phone link among other things, while a backup camera, navigation system and cooled seats are among the features offered on the Performance and Premium trim levels.

WHAT A CADILLAC INTERIOR SHOULD BE

Inside, the current CTS, is perhaps a lesson in what premium GM interiors should be. It’s still not quite up to the standard of some of the European offerings, but compared to Cadillacs from a decade ago it’s first rate – the soft texture on the dash and door panels is generally well executed, although we did find traces of sharp plastic on the lower door map bins.

The instrument panel is clear and legible, with three gauges housing the speedometer, tach and ancillary monitoring functions. The center stack is familiar to anybody who’s driven a Cadillac of recent vintage. It’s quite imposing, with tall narrow HVAC vents, a retractable navigation screen/display, a nice analog clock and the customary luxury car rotary knob flanked by push buttons. The secondary controls are actually quite straightforward to use and unlike some competitors, the navigation and menu functions didn’t prove an endless source of frustration.

The driving position is good, the three-spoke wheel offering a nice solid feel and the adjustable tilt and telescoping column means that drivers (tall, short or somewhere in between) should find few problems getting comfortable.

The seats are one item that drew praise from us. They’re sporty and supportive without being overly hard, providing good fore/aft and rake adjustment, plus the lumbar function allowed us to get comfortable in just a few seconds.

The CTS sedan can accommodate five adults at a pinch, but a maximum 35.9-inches of rear legroom mean that it’s best reserved four, particularly when you take the transmission tunnel into account and rear headroom isn’t that great for taller souls. The trunk is decently spacious – the scissor hinges adding to capacity while an available 60/40 folding rear seat, along with a fairly low opening, permits long items such as flat pack furniture to be loaded without any problems.

BASE ENGINE QUITE PEAKY, OPTIONAL 3.6L PERFECT

On the road, the CTS impresses with its overall refinement. It’s a supremely quiet car with barely a hint of noise, the tires being the biggest generator at cruising speeds. The 3.0-liter V6 engine is pleasantly capable, but behaves a bit like a high winding four-banger - all 270-hp isn’t available until a staggering 7000 rpm and with max torque (223 ft-lbs) at 5700, you almost have to drive like you’re mad at the CTS to really hustle, especially in view of the car’s 4,000 lb. plus curb weight. Precisely for this reason, the Aisin six-speed manual gearbox works best, the automatic is a little more leisurely and somewhat out of step for such a peaky engine.

The optional 3.6-liter unit is hands down, the preferred choice. It’s rated at more power (304-hp and 273 ft-lbs of torque), but what’s significant is how it’s delivered. Press the throttle and response is noticeably stronger than the 3.0. From a rest a 3.6-equipped CTS can run the 0-60 mph in dash in under 6.4 seconds and the quarter in approximately 14.9, plus with peak horsepower and torque delivered at 6400 and 5200, it’s just that more tractable and eager in every day driving. The automatic is also much better suited to this engine and the manual shift mode provides satisfying amount of throttle and braking control, without suffering from the shift lag that’s quite a common issue with many manu-matics on the market.

As for fuel economy, both engines are rated at 18/27, regardless of whether you chose rear-drive or AWD.

CAPABLE SUSPENSIONS ALSO SOAKS UP BUMPS

When it first arrived on the scene, GM’s rear-drive Sigma architecture as applied to the original CTS was praised for its overall stiffness, composed ride and taut handling. The second-generation car is longer, wider and stiffer than the original, yet this is one Caddy that happily soaks up the bumps on rust belt roads.

It will also zig enthusiastically when required. GM’s standard Stabilitrak dynamic control system helps keep the CTS on its intended path, but more experienced drivers will likely enjoy the car’s predictable handling. Although the steering has a slightly numb on-center feel, through faster corners it works very well and the CTS is sure-footed with barely a hint of understeer; yet traditional rear drive, tail-out driving is available on demand.

Performance models come equipped with specific suspension tuning and a larger 235/50/18 footprint, which gives the Caddy a little extra poise and grip through the corners. Like rivals from BMW and Infiniti, the AWD system is a welcome edition in colder climates, providing better initial traction on slippery surfaces, while somewhat reining in the car’s twitchy tail. The trade-off is more noticeable understeer and less feel through the wheel.

Standard four-wheel discs (the fronts are big 13.6-inch units) with four-channel ABS stop the CTS swiftly and without drama. Braking modulation is very good and pedal feel nice and progressive, even under panic stops. As with many GM cars, the ABS can be rather aggressive when braking hard on slippery surfaces but reacts well to steering input.

THE VERDICT

After spending some time with the current CTS it’s easy to see why, even nearly four years after it’s introduction, it remains a true contender in the mid-size luxury segment. It delivers outstanding levels of refinement, spirited acceleration, great handling and even loaded to the gills remains competitively priced, especially compared with the BMW 3-Series and Mercedes C-Class - cars that for all their cachet are either considerably more expensive, and the case of the Mercedes, not as fun to drive. Although we might be going out a limb by saying this, if you’re shopping for your next mid-size luxury car – in terms of the overall package, it would be very hard not to recommend the CTS sedan.

Forget the Scion xB and Kia Soul, in comparison the Nissan Cube makes those cars look about as cutting edge as a Corolla. Sure on a computer screen they all look like funky economy cars, but in real life the Cube is drastically different.

FAST FACTS

1. Pricing for the 2010 Nissan Cube ranges from $13,990 to $16,790 ($16,998 to $20,698 CDN).

2. Under all the funky bodywork the Cube is essentially a Nissan Versa and shares that vehicle’s 1.8-liter 4-cylinder engine with 122hp and 127 ft-lbs of torque.

3. Standard safety features include six airbags as well as traction and stability control.

4. Cargo room is 11.4 cubic feet of space or 58.1 cu.-ft. with the second row folded flat.

5. An SL Preferred Package adds Nissan’s Intelligent Key with push button ignition, steering wheel mounted audio controls, a leather wrapped wheel, a backup sonar system and an upgraded audio system with a Rockford Fosgate subwoofer.

Part of what makes the Cube so unique is that it is a box, but at the same time incredibly round. But what really separates the Cube from the pack is its asymmetrical design. Nissan representatives won’t say for sure, but they believe the Cube is the only car in the world where the left and right sides aren’t identical.

The difference isn’t at first obvious, but it’s actually a major part of the car. Look back towards the rear and you’ll see the driver’s side rear pillar is a typical painted piece of bodywork, while on the passenger side the pillar is actually “invisible.” It’s covered by glass, giving a unique wrap-around look to the windows.

The rear of the car actually swings open to the side like a fridge, rather than opening upwards. That might not be ideal for some as the big door can be a little cumbersome. It does open in two stages though, with an initial 20-inch opening as well as the full range. Besides, the swinging door is really the only option as the car is actually too short (at just 65-inches) to clear most heads.

With practicality in mind, Nissan designed the Cube so that the door swings away from the curb. Right hand-drive models sold in Japan and the U.K. actually open the opposite way and feature a reverse design.

BOTH FUNKY AND FUNCTIONAL

With a vehicle like the Cube, you might expect that functionality suffers at the expense of design. That couldn’t be further from the truth. In fact, the Cube’s design is in many ways the origin of its utility.

For starters, there are the four wheels, which have been pushed all the way to the corners. Sure that gives the car a great look, but it also gives the vehicle an excellent wheelbase for a better-handling drive. It also allows for maximum cargo space.

As for the boxy shape, (the Cube measuring 66.7-inches wide by 65-inches high), it helps provide maximum cargo area while delivering a sure-footed driving experience.

And cargo room is plentiful. Behind the rear seats there’s an adequate 11.4 cubic feet of space, but fold the second-row seats flat and it increases dramatically to 58.1 cu.-ft. That’s eight more cubic feet than the utilitarian Nissan Versa hatchback offers.

Depending on whether cargo room or passenger room is your priority, the rear bench seat can be adjusted forward or aft by as much as six-inches, with a mid-way locking point that is 3.9-inches forward.

And for those who don’t need the rear passenger room at all, Nissan will actually sell you a Cargo model with the back seats and other rear-items removed.

EXCELLENT VISIBILITY AND SURPRISINGLY HIGH SEATING FOR A SMALL CAR

From the front seats the Cube continues to impress from an ease-of-use standpoint. Not only do the picture frame-style windows work with the overall design of the car, but they also provide a tremendous amount of side visibility. Rear visibility is also excellent, as is forward visibility thanks to a large and steeply raked windscreen, a high seating position and a short front overhang.

The downside of this design is that wind noise on the rather vertical piece of glass is higher than it should be.

As for the seating position, while it does make you feel kind of like you’re driving a bus, with the steering wheel lower down and a bit more horizontal, the view of the road is excellent. In fact, it’s amazing that on a car that is as small as the Cube, the seating position is so high.

FRIVOLITY STANDARD

Even with al this functionality, Nissan has included some frivolity standard and offers plenty of silly details as options. One such detail is the design of the roof, which resembles a water drop hitting a pool of water. And it doesn’t just look that way; the ceiling fabric is actually textured.

As for the extras, Nissan offers over 40 accessories including illuminated stainless steel kick-pates, a cargo area organizer, faux carbon fiber trim, a 20-color interior light accenting kit and a shag dash topper that is as hideous as it is pointless.

There are also plenty of exterior items including an aero kit, a spoiler and different wheels.

Still, everything that should be easy to use is and even with all that funkiness the knobs and controls are all well placed and within easy reach. Getting to your own stuff is made even easier through the inclusion of six cup holders and five bottle holders. Several moveable hooks are also ideal for hanging bags or hats from, while optional bungee straps (available in red, yellow, orange or gray) are perfect for tying-down maps or, more likely, (I suspect) Pikachu and Hello Kitty dolls.

MODEST STANDARD FEATURES

Standard features include power windows and locks with remote entry, air conditioning and an AM/FM/CD player, which comes with an auxiliary jack but just two speakers.

The base model (not offered in Canada) is priced at $13,990 but is only available with a six-speed manual transmission, so if you’re looking for an automatic, you’ll have to upgrade to the 1.8 S, which comes with Nissan’s CVT tranny for $15,690 ($18,298 CDN). A manual 1.8 S is also available for $14,690 ($16,998 CDN).

The SL model starts at 16,790 ($20,698 CDN) and only comes with a CVT. It includes a six-speaker audio system with MP3 and WMA capability, an iPod interface and split-spoke, four-spoke 16-inch wheels.

An SL Preferred Package is definitely a tempting option at $1,600 as it adds Nissan’s Intelligent Key system with push button ignition, steering wheel mounted audio controls on a leather wrapped wheel, fog lights, a backup sonar system and an upgraded audio system with a Rockford Fosgate subwoofer.

122 HORSEPOWER 4-CYL GETS AVERAGE FUEL-ECONOMY

Under the tiny hood of the Cube there’s a familiar Nissan powerplant, which also makes this funky urban vehicle great to use on a daily basis. The 1.8-liter four-cylinder, donated from the Nissan Versa and Sentra might seem a little underpowered at 122hp and 127 ft-lbs of torque, but it does the job.

No official fuel-economy numbers are available, but Nissan expects roughly 30 mpg on the highway, which is fine but not exactly impressive. In fact, that rating is 3 mpg down from the Versa.

The Cube provides all the safety equipment one would expect in a modern car and it’s important to note that both traction control and Nissan’s Vehicle Dynamic Control stability control system are standard. Other standard items include ABS with EBD and brake assist, six-airbags and a tire pressure monitoring system.

THE VERDICT

Nissan’s marketing folks are being particularly careful in promoting the Cube, highlighting it as a fun and expressive vehicle but not one that is exclusive. Nissan wants to send the message that the Cube is inclusive; a vehicle which no doubt has niche market appeal, but which also has mass-market utility. By all accounts, we think they’re right.

In almost every aspect the Cube is as functional a car as sub-compacts come and while 20-somethings are sure to love it, the Cube (much like the Scion xB) will no doubt find a home with baby boomers and even seniors who appreciate its more purposeful functions.

All this does, however, come at a cost. With a base MSRP of $13,990, the Cube fetches a $4,000 premium above the Versa on which it is based. It does offer slightly more than that car but the real price difference is due to the design.

In other words, the Cube is a Versa, with more style and a price to match.

Subaru’s largest vehicle, the Tribeca, is a bit of an enigmatic machine. On the one hand it offers a surprisingly sporty driving experience for a midsize crossover SUV and a very attractively styled interior, but on the other hand the rear seats are quite cramped in comparison to the competition and its flat-six boxer engine is a bit on the thirsty side. So is it worth putting on your shopping list when you find yourself looking for a midsize crossover in the low to mid $30k range?

FAST FACTS
1. Third row seating is standard and cargo capacity is 74 cubic feet.

2. A 3.6L flat-six makes 256-hp and delivers 16/21-mpg (city/hwy).

3. Pricing ranges from $30,495 to $35,795. Our Limited test model, including leather, Bluetooth and a 10-speaker harman/kardon audio system starts at $32,495.

4. A 7-inch in-dash display screen does double duty as a back-up camera (depending on the model and option package).

A CROWDED CLASS

This price range and class of vehicle means the Tribeca Limited we tested is up against some pretty stiff competition. Crossover style SUVs with third row seating have become commonplace, from domestics like the Ford Flex and Chevy Traverse (and Buick Enclave and GMC Acadia) to imports like the Toyota Highlander, Mazda CX-9 and Hyundai Veracruz. And if you can live without third row seating (what, are you running a soccer team or something?), then all sorts of other interesting options emerge in this price range including the small put exceptionally sporty Infiniti EX35 and Acura RDX or more traditional midsize SUVs like the Nissan Pathfinder and Toyota 4Runner.

WHO’S SITTING IN THE THIRD ROW?

There are two problems with third row seating, at least as it relates to the Tribeca. The first problem is third row legroom, or lack thereof. The second is a cramped second row, which is necessitated by the room required to jam a third row in the back of a midsize SUV. The net result is an overcrowded area for backseat passengers in either row, unless of course you’re 10-years old or suffering from severe osteoporosis. We hauled a load of adults in the back for a relatively short road trip and the grumbles about legroom and were loud and clear.

As the driver, there was an element of guilt (with a grin) experienced while listening to the agitated rear passengers. That’s because the front seats are an entirely pleasant place to be, where the Tribeca’s modern and attractive dash design, ample onboard technology, supportive 8-way power seats, and overall sense of luxury and style envelop the lucky couple up front. Had we cranked up the tunes on the 10-speaker harman/kardon audio system as a way of drowning out the cranky rear passengers, our impression of the Tribeca might have been entirely different.

Despite any bellyaching about rear passenger room, there is ample space for cargo of all shapes and sizes thanks to the split fold-down third and second row seating. We put the Tribeca’s utility to the test when bringing a large console table home from a local furniture store, using the under-floor cargo area to hide a few valuables when parking for lunch. That being said, with ‘only’ 74.4 cubic feet of carrying capacity, the Tribeca is well behind the class leading Chevy Traverse and its cavernous 116.4 cubic footage.

SUPRISINGLY SPORTY

We found the Tribeca’s driving experience surprisingly engaging. Having recently tested the Subaru Forester, we were expecting similarly soft suspension tuning, but the Tribeca has a much firmer feel to it over the road and considerably less body roll. As a result, the Tribeca has confidence-inspiring agility, no doubt aided by the full-time AWD system Subaru is so well known for. The aggressive front fascia and 18-inch wheels also give the Tribeca a bit of sex appeal, though its overall body shape is fairly generic for this class of vehicle and given Subaru’s history of distinctive (some might say quirky) design.

Power delivery from the flat-six 3.6-liter boxer engine adds to the sportiness, with strong off the line throttle responsive and rolling acceleration allowing the Tribeca to cut through traffic with relative ease. But the impressive punch of this engine does come at a bit of a premium at the pump. With fuel economy of 16 mpg in the city and 21 mpg on the highway, the Tribeca lags behind the more efficient Toyota Highlander Limited (18 city, 24 highway) and Chevy Traverse (17 city, 24 highway), while more powerful options also exist in this class like the Ford Flex with its 355 horsepower EcoBoost V6.

THE VERDICT

The 2011 Subaru Tribeca Limited delivers spirited performance from its engine, confident road manners, attractive if rather safe styling, and an appealing interior while seated up front.

On the downside, the rear seats are tight on space (especially in the third row), fuel economy isn’t up to par against class leaders like the Highlander, and overall cargo capacity, though still plentiful for most types of hauling, is on the low side for its class as well.

Better suited as a two-row vehicle, such a layout would allow for ample rear legroom and a happier group of backseat passengers. Still, the Tribeca is worth a test drive if you’re shopping for a sporty and luxurious crossover and your cargo carrying needs don’t necessitate something bigger.

When it comes to four-wheeling; there are a handful of vehicles that have garnered a reputation above the rest. In modern times, one of them is the Jeep Wrangler. So, presented with an opportunity to take the latest version off-road not only in mud, but snow and ice too, how could we resist?
FAST FACTS
1. The 3.8L V6 is currently the only engine available in the Wrangler with 202-hp and 237 ft-lbs of torque.

2. Top-level Rubicon models get special 32-inch tires, electrically lockable front and rear differentials, an electronically disconnecting front sway bar and a special crawler ratio on the two-speed transfer case.

3. Wranglers range in price from $21,915 to $29,525, while 4-door Wrangler Unlimiteds start at $25,335 and go to $32,800.

4. For 2010 two limited edition Wrangler models are offered, Mountain and Islander, with specific hood decals and paint.

5. Minor changes on all Wranglers for 2010 include a more easily stowable soft-top and larger sunvisors with built-in vanity mirrors.

Although it’s a modern vehicle, the current Wrangler still maintains a strong lineage to past Jeeps, even the old American Motors built CJs, still popular with 4x4 enthusiasts today. For our test, we saddled up a four-door Rubicon Unlimited and went playing. Since the current truck was introduced, as a 2007 model, it’s been the recipient of both praise and criticism. One of the most controversial aspects concerns the engine. In place of the gruff, old 4.0-liter straight six, the current truck is powered by a 3.8-liter V6, a variation of that found in Chrysler Minivans, rated at 202-hp and 237 ft-lbs of torque. It’s actually more than the old I-6 made (190-hp, 230 ft-lbs), but because it has a much greater rev range, it generally doesn’t feel as punchy at low rpm.

The V6 is offered with either a six-speed manual gearbox or four-speed automatic. In our opinion, the six-speed manual gets the nod – long throws and woolly linkage it may have, but in first or second gear, it allows you to better exploit the engine’s power band, particularly on trail driving.

PROGRESSIVE POWER DELIVERY

No Wrangler is going to win awards in the fuel economy department – about 16/20 mpg (city/highway) is what you can expect, but then again, few people buy one of these for gas mileage.

All Wranglers now come with standard electronic throttle control. On the open road, it’s linear and progressive, but where it really comes into its own is on the trail. Selecting low range via the floor mounted lever (Wrangler continues to use a part time 4WD system with a two-speed transfer case), the throttle feels impressively smooth over the rough stuff – gone is the instant punch and jerky nature prevalent on the old straight-six-powered Wrangler.

Although three basic models are offered, X, Sahara and Rubicon, when it comes to the rough stuff, the latter is where it’s really going on. Rubicon models feature special 32-inch trail tires, electrically lockable front and rear differentials, plus a special crawler ratio on the two-speed transfer case and a front sway bar that can be electronically disconnected for greater suspension movement on really rough stuff.

OFF-ROAD, IT’S GOT ALL THE TRICKS

The word “impressive” probably isn’t enough to describe this rig on the trail. Even the Unlimited model, with its extended wheelbase, just gets on with the job. Superb ground clearance allows for almost 45 inches of approach and over 40 degrees in departure angles. What that means, essentially, is no matter the size of rock, ditch or rut in front of you, it’s easy to maneuver around it or even over it, where many other SUVs will get stuck.

The Wrangler’s very tight turning circle is another boon on the trail, allowing superb agility while that crawler ratio and locking front diff, mean the steepest inclines and slipperiest surfaces are child’s play. The truck’s gearing allows the engine torque to really work to your advantage in these situations, so even when you come to a complete stop, on a mud or ice laden incline and engage the Hill Start Assist, the Wrangler comes on like a CAT bulldozer - progressively apply the throttle, and off you go – the traction is always there.

Brakes are quite responsive on the trail too and seem more at home here than on other more road biased Jeeps, notably the Compass and Patriot, even with the standard ABS.

As for aid when going down steep hills, the HDC system on the Wrangler is quite the marvel, working almost in harmony with the V6’s throttle mapping to nicely regulate speed and allowing for superb engine braking.

THE VERDICT

Given its incredible capability off-road, perhaps it isn’t surprising that the current Wrangler Rubicon has been garnering awards since its introduction.. However, it isn’t particularly cheap – base price on the Rubicon Unlimited is $32,050 and by the time you’re out the door you’re looking at sticker north of $35,000.

Still for a highly specialized machine, it really isn’t that bad considering, plus, given this Jeep’s legendary off-road capability, iconic status and surprising practicality, years down the road, you’ll be laughing all the way to the bank, especially when other so-called 4x4s have hit rock bottom in the residual stakes and Jeeps such as this, still command decent coin on the used market.