2016 Jeep Rubicon Manual
The above list of 'Cons' reads like words we'd craft after driving something designed 28 years ago behind the Iron Curtain. You can almost envision whatever vehicle we're talking about in grainy, sepia-toned footage with the occasional photo of Lenin and a ballistic missile parade thrown in for good measure. And yet, the vehicle in question is the 2016 Jeep Wrangler, a true American icon akin to no other. What else can evoke images of driving through the liberated towns of Normandy, and fun-loving youth enjoying the never-ending freedoms of nature? Heck, the word 'Freedom' is even plastered on a special-edition package and roof designs. Yes, it's this iconic imagery and general character that makes the Wrangler so appealing despite its many drawbacks.
Besides its styling, it can go places virtually no other factory-built SUV on the road would dare. Its old-school mechanical underpinnings also make it oddly fun to drive on the road simply because nothing steers or behaves in quite the same way (and hasn't in quite a long time). It's also the only convertible SUV presently on sale (let alone a four-door one) and it's definitely the only thing out there that'll let you take off the doors and lower the windshield for those moments when getting smacked in the face by a moth at 45 mph seems like a great idea.
A purple Jeep? Sure, why not. It's available as part of this year's new Backcountry Edition.
Also enjoys a lack of competition. The Nissan Xterra and Toyota FJ Cruiser are no longer on sale, so the number of livable, off-road-ready SUV alternatives that aren't extremely expensive has dwindled to the (still far pricier than the Wrangler) and those within the Jeep brand: the and Trailhawks and the. The truth is, all of these boast better crash test scores, more secure handling and braking, quieter and more comfortable interiors, more up-to-date technology features and driving experiences light-years beyond a Soviet taxi's. But only the Wrangler is going to evoke Ike.
The 2016 Jeep Wrangler is available in a pair of body styles: the two-door, four passenger Wrangler and the four-door, five-passenger Wrangler Unlimited. Each is available in three core trim levels - Sport, Sahara and Rubicon - with additional special models that are based on those trims.
A vinyl convertible roof is standard on both, but a hardtop with easily removable panels above the front seats is available. Standard equipment on the base Wrangler Sport is about as sparse as you'll find on any vehicle sold today. It includes 16-inch steel wheels, on/off-road tires, a full-size spare tire, skid plates, tow hooks, foglamps, removable doors, fold-down windshield, manual mirrors and locks, full metal doors with crank windows, cruise control, a height-adjustable driver seat, cloth upholstery, a tilt-only steering wheel, a one-piece fold and tumble-forward backseat and an eight-speaker sound system with a CD player and an auxiliary audio jack. The Unlimited version gets a bigger gas tank, air-conditioning and a 60/40-split fold and tumble-forward seat. The Power Convenience Group adds power windows and locks, keyless entry, heated power mirrors, a security alarm and an auto-dimming mirror. The Sport S package (two-door only) adds 17-inch alloy wheels, air-conditioning and a leather-wrapped steering wheel.
Stand-alone options include heated front seats, satellite radio and a touchscreen audio interface (dubbed ) that includes a USB port and media player interface. The Sahara adds the Power Convenience Group items, 18-inch alloy wheels, automatic headlamps, additional painted exterior body panels and trim, hood insulation for reduced noise, air-conditioning, a leather-wrapped steering wheel and satellite radio. The Unlimited differs only with tubular side steps and rear passenger grab handles.
The Rubicon derives its top-of-the-line status from its robust off-road equipment rather than its extra interior niceties. It starts with the basic Sport equipment and adds 17-inch alloy wheels, 32-inch tires, a heavy-duty Dana 44 front axle (matching the standard-spec Dana 44 rear axle), a shorter 4.10 rear-axle ratio (standard with the manual transmission, optional with the automatic), an upgraded transfer case with a lower crawl ratio, electronic front and rear locking differentials, an electronically disconnecting front sway bar, rock rails, automatic headlamps and the under-hood insulation. Inside, you get standard air-conditioning plus the leather-wrapped steering wheel and shift knob, coat hooks, a 115-volt outlet and satellite radio. The above-mentioned Power Convenience Group is an optional extra on the two-door Rubicon, but it's standard on the Rubicon Unlimited. Note that although the 4.10 gearing is a Rubicon exclusive, the Sport and Sahara are eligible for an upgrade to a 3.73 ratio, which gets you much of the way there. The standard ratio is a modest 3.21.
Also optional on Sport and Sahara is a limited-slip rear differential, while the Sport and Rubicon can be equipped with half doors that include plastic side windows and manual locks. The Sahara and Rubicon are available with automatic climate control and leather upholstery bundled with heated front seats. Optional on every Wrangler is a nine-speaker Alpine sound system and the Connectivity Group, which adds a tire-pressure monitor display, Bluetooth phone connectivity, a trip computer and an upgraded version of the Uconnect 430 touchscreen (available separately) that includes a USB port, media player interface, 28GB of digital music storage and navigation. All trims are also available with a higher-quality soft top as well as a black or body-colored hardtop. Then there are the special-edition packages. The is based on the Sport and includes a limited-slip rear differential, gloss-black 17-inch alloy wheels and exterior trim, special badging, mud terrain tires, rock rails, the 3.73 ratio, the Connectivity Group and satellite radio.
The Sport-based has special 'Granite Crystal' 17-inch alloy wheels and exterior trim, black rear sidesteps, all-weather floor mats and special badging (plus a donation is made to the USO). The Black Bear Edition has the Granite Crystal exterior trim, rock rails, a special hood decal, special cloth seats and both the Connectivity and Power Convenience groups. There's also the Sahara-based Backcountry and 75th Anniversary. The Backcountry comes with special bumpers, rock rails, Rubicon wheels and tires, leather seating, heated front seats, Alpine sound and the Connectivity and Power Convenience groups, while the 75th Anniversary has special exterior paint and trim, 17-inch wheels, winch-ready steel bumpers and a 'Power Dome' hood.
Finally, the is based on the Rubicon and has black 17-inch wheels and exterior trim, winch-ready steel bumpers, a 'Power Dome' hood, red tow hooks, upgraded rock rails, black leather upholstery, heated seats, the Alpine sound system and special badging. Have it any way you want it: The Wrangler can be ordered with a hard or soft top, two or four doors and in a variety of trim levels. Every 2016 Jeep Wrangler is powered by a 3.6-liter V6 engine good for 285 horsepower and 260 pound-feet of torque. Four-wheel drive is standard and includes high- and low-range gearing. The Rubicon features uniquely short gearing and an upgraded transfer case with an extra-low crawl ratio. A six-speed manual transmission with hill start assist is standard, while a five-speed automatic with both hill start assist and hill descent control is optional.
Towing is rather meager at a maximum of 2,000 pounds for the Wrangler and 3,500 pounds for the Unlimited. In Edmunds performance testing, a two-door Wrangler with a manual went from zero to 60 mph in a quick 6.9 seconds, which is pretty astonishing given the languid acceleration of past Wranglers. The heavier Wrangler Unlimited with the automatic needed 8.8 seconds, which is fairly slow compared to other off-road-ready four-doors. Is the same for the two-door Wrangler regardless of transmission, at 18 mpg combined (17 city/21 highway). The Unlimited also gets 18 mpg combined, but its city/highway numbers are slightly different at 16/21 with the manual and 16/20 with the automatic. Every 2016 Wrangler comes standard with antilock brakes, traction and stability control and front airbags. Front side airbags are optional.
A rearview camera isn't available, nor are other parking or safety aids. The Wrangler has some of the worst crash scores of any vehicle presently on sale. The Insurance Institute for Highway Safety (IIHS) awarded the two-door Wrangler its highest possible rating of 'Good' in the moderate-overlap frontal-offset impact test but a 'Marginal' (second-worst) score in the small-overlap frontal-offset test.
Without the optional side airbags, the tested vehicle was judged 'Poor' (worst) in the side-impact test. Its seat and head restraint design was rated 'Marginal' for whiplash protection in rear impacts. The IIHS also tested a Wrangler Unlimited, rating it 'Good' in the moderate-overlap and small-overlap frontal-offset tests and 'Marginal' for both side-impact and whiplash protection. Interestingly, the tested vehicle also lacked side airbags despite its slightly better side-impact rating, so there's no data available on Wrangler crashworthiness with side airbags installed. There are no government crash tests of the Wrangler. If you want to dominate the off-road trails in your area, you've come to the right review.
We specifically recommend either the Sport, Willys Wheeler or the Rubicon for this purpose. Because the Sport is cheap, leaving plenty of room in the budget for custom modifications via either or the thriving aftermarket scene. The Willys comes with added off-road hardware, including beefier tires and a limited-slip rear differential, while the Rubicon goes even farther in that direction and is perfect for shoppers in search of a complete trail rig right off the shelf. Pictured: This Wrangler Rubicon would be much happier driving around about 20 feet to its left.
2009 chrysler aspen limited 4wd owners manual. Once inside, you will find that the cabin of the 4Runner interior is both functional and inviting. For transporting your gear, it can hold an impressive 88.8 cubic feet of cargo when the rear seats are down.
As for the Sahara, you do get an upgraded suspension with it, but you're paying for the amenities and admittedly attractive body-colored paint treatment (optional on Rubicon) as much as the performance. Nonetheless, any Wrangler is a beast in the wild, with abilities that put other SUVs to shame. The Unlimited four-door may not be as nimble in tight spots as the two-door, but we're picking nits.
Just avoid the standard 3.21 gearing if you can, especially if you plan to put on bigger tires; you're going to want the extra tire-spinning torque multiplication (and better crawl ratio) that the available 3.73 or Rubicon-only 4.10 gearing provides. On pavement, however, driving a Wrangler can elicit laughs and irritation, or depending on your outlook, a perpetual sense of adventure. Simply turning left at an intersection will highlight the slow, vague steering and abundant body roll that's truly unlike any other SUV on sale today. Higher-speed maneuvers are spooky. The ride quality is also rough, and even with the hardtop, interior noise is profuse. Better news comes from the engine compartment.
The V6 engine is a thoroughly modern power plant that gets manual-equipped two-door models up to speed in a manner that can legitimately be described as swift. The five-speed automatic transmission is fine, albeit behind the times in terms of gear count. If you are OK shifting your own gears, the manual's long-throw, long-stick shifter and easily modulated clutch adds to the fun and novelty of what is already a fun and novel vehicle. The 2016 Wrangler's interior actually has a modicum of style, particularly when the metal-look 'bright interior accents' are specified. But at the end of the day, function triumphs over form. Although the upright dashboard provides clear gauges and sensibly laid-out controls, there's a distinct throwback feel when you're driving a Wrangler, evoking a bygone era when car interiors didn't resemble fighter-plane cockpits.
Sure, you can have touchscreen navigation if you want it - albeit Chrysler's old, frustrating 6.5-inch unit - but otherwise, the Wrangler's about as basic as it gets. Honestly, anything more would seem a bit out of place. If you want the latest luxuries, another Jeep is probably more your speed. For better or worse, the Wrangler's interior is decidedly old-school. Rear passengers will face some challenges in the two-door Wrangler. There's room for only two back there, first of all, and the low bench with limited knee and foot room can make longer trips unpleasant, especially for adults. Access is also awkward unless the top's off, in which case nimble riders can just clamber over the sides.
The Unlimited's backseat offers room for three and conventional access via its extra set of doors, though it's still not particularly comfortable or spacious. There's not much cargo room behind the two-door Wrangler's rear seatbacks (just a carlike 12.8 cubic feet), but the four-door Unlimited offers a useful 31.5 cubic feet, as well as a generous 70.6 cubic feet with those seatbacks folded versus 55.8 cubes in the two-door. Putting the soft top up or down on any Jeep Wrangler takes patience, which makes the separate foldable sunroof panel an appealing option when the top's up and you're short on time. Security can also be an issue with the soft top. The optional hardtop, which features removable T-top-style panels over the front seats, is a smart solution for those who don't intend to go completely roofless on a routine basis. Bear in mind, though, that the hardtop is heavy, so you'll need a friend to help whenever you want to remove it. Edmunds expert review process This review was written by a member of Edmunds' editorial team of expert car reviewers.
Our team drives every car you can buy. We put the vehicles through rigorous testing, evaluating how they drive and comparing them in detail to their competitors. We're also regular people like you, so we pay attention to all the different ways people use their cars every day. We want to know if there's enough room for our families and our weekend gear and whether or not our favorite drink fits in the cupholder. Our editors want to help you make the best decision on a car that fits your life.
There's really nothing quite like a Jeep Wrangler. That's not an exaggerated claim, either; it's the only body-on-frame SUV on the market with two live axles and doors that not only come off, they're easily removable. We're about to see an all-new Wrangler introduced for 2018, so we figured one last hurrah in the outgoing model was warranted.
We drove the top-of-the-line 2016 Wrangler Unlimited Rubicon Hard Rock. Loaded with every conceivable piece of off-road equipment on the options list, it is utterly unlike anything on the market. But while its off-road abilities are well-established, what is it like to live with every day? Lots of people buy a Wrangler for its looks and image alone, but does it make a decent daily driver? Exterior & Styling The Jeep Wrangler looks as the Jeep Wrangler has for decades. Take a look at an original 1941 Willys and you can immediately see the lineage. It's a shape and design philosophy as old and revered as the Porsche 911, Volkswagen Beetle or Ford Mustang.
While it has varied some over the years (including a brief stint with square headlights in the 1980s), the chunky, blocky, purposeful styling has stayed much the same. So has the body's functionality. All four doors are completely removable via just two bolts and a fabric door-check strap. The hardtop comes off with a few more bolts and a friend to help you lift it. If you want only a little bit of sun, the Freedom Top front panels can be removed sep. Show full review.
There's really nothing quite like a Jeep Wrangler. That's not an exaggerated claim, either; it's the only body-on-frame SUV on the market with two live axles and doors that not only come off, they're easily removable. We're about to see an all-new Wrangler introduced for 2018, so we figured one last hurrah in the outgoing model was warranted.
We drove the top-of-the-line 2016 Wrangler Unlimited Rubicon Hard Rock. Loaded with every conceivable piece of off-road equipment on the options list, it is utterly unlike anything on the market.
But while its off-road abilities are well-established, what is it like to live with every day? Lots of people buy a Wrangler for its looks and image alone, but does it make a decent daily driver? Exterior & Styling The Jeep Wrangler looks as the Jeep Wrangler has for decades. Take a look at an original 1941 Willys and you can immediately see the lineage. It's a shape and design philosophy as old and revered as the Porsche 911, Volkswagen Beetle or Ford Mustang. While it has varied some over the years (including a brief stint with square headlights in the 1980s), the chunky, blocky, purposeful styling has stayed much the same. So has the body's functionality.
All four doors are completely removable via just two bolts and a fabric door-check strap. The hardtop comes off with a few more bolts and a friend to help you lift it. If you want only a little bit of sun, the Freedom Top front panels can be removed separately, or you can opt for the finicky manual soft-top for alfresco motoring whenever the mood strikes.
It's not the easiest soft-top to put up and down, requiring the removal of side panels and the rear window, but owners put up with such hassles in exchange for an open-air sensation like no other. The Hard Rock package adds some visual flair, too, with a custom leather interior and special hood, bumpers, wheels, badges and some top content as well, like an Alpine premium audio system and heated front seats. Perhaps the best aspect of the Jeep Wrangler's styling: If you don't like it, you can change it. Myriad aftermarket companies offer everything from fenders to bumpers to auxiliary lights. All it takes is money. How It Drives Judging how the Jeep Wrangler Unlimited drives depends entirely on where you're driving it.
Take it to your local off-road park, through the California desert, over towering coastal sand dunes or through a forest full of mud holes and two-track ravines, and it's brilliant. The list of parts that help the Jeep Wrangler go anywhere unpaved is long: There's part-time four-wheel drive with a 4:1 creeper gear; a 4.10 final drive ratio; electronically lockable front and rear differentials on heavy-duty Dana 44 solid axles; beefy off-road shocks and springs; skid plates protecting various underbody components; electronically disconnecting front sway bar links; super-chunky BFGoodrich M/T Mud-Terrain tires; and 10.5 inches of ground clearance. It soldiers along broken, boulder-strewn, rutted dirt hard-pack trails like a champ, soaking up terrain that would set your teeth rattling and kidneys bruising in just about any other vehicle. It's made to be off-road, and that's where it excels like no other.
Get back on the street, however, and you'll be singing an altogether different tune. The engine — a 285-horsepower, 3.6-liter V-6 — is the only one offered, mated to either a standard six-speed manual transmission or an optional 5-speed automatic. Many enthusiasts get excited when they see that a manual is still available, but they shouldn't be; it's awful, with a rubbery feel and a shift lever so long you'll feel like you're shifting an oar. The automatic works much better for everyday driving on- or off-road, but you'd never call the Wrangler quick. It's geared for off-road torque, not brisk acceleration or highway cruising comfort. On the street it's poky and ponderous, and the Rubicon suspension that was so amazing in the rough is soft and marshmallowy on tarmac.
Accelerate, and the truck squats on the back wheels thanks to the soft off-road shocks. Hit the brakes, and the nose dips noticeably.
Crosswinds are a nightmare on the highway (or even around town) because of the Wrangler's slab sides and tall off-road tires. The soft brakes don't work with any sense of immediacy, either. Simply put, the Wrangler makes an awful daily driver, family vehicle or first-time ride for a teenage driver. The Wrangler's one true saving grace, however, is enough for hundreds of thousands of buyers every year to overlook all that: You can take the top and doors completely off, immediately turning your car into an open-air beach buggy that provides a sense of freedom unlike anything short of a motorcycle. Fuel economy is terrible, but that's not unexpected given the Jeep Wrangler has all the aerodynamic efficiency of a single-family bungalow.
The automatic-equipped Wrangler is EPA- 16/20/18 mpg city/highway/combined. That figure gets 1 mpg better on the highway in the manual version thanks to its extra gear. My 260 miles of mixed driving netted 18.9 mpg combined, so I'd say the ratings are pretty much spot-on. Of course, if you take the top and doors off, what little aerodynamic efficiency the Wrangler has goes right out the window and you might see your mileage drop — but then, the Jeep will be lighter, so maybe it's a wash. Interior It's a climb up into the Jeep Wrangler Unlimited Rubicon's cabin thanks to its 10.5-inch ground clearance and big tires. Once you're there, it's throwback time.
The last time the Wrangler got an interior update was in 2011, when it received a curvier, more carlike dashboard, as opposed to the blockier, cheaper one that preceded it. Nothing has changed in the intervening six years, with the switches, controls and materials still reminiscent of Chrysler's freshly post-bankruptcy days. The front seats are decently comfortable but not terribly big or very adjustable by modern standards. The backseat can fit three people in a pinch, but it's low to the floor, putting passengers in a knees-up position and not giving them much in the way of legroom. The beauty of this interior is its customizability.
Don't like the silver trim color? You can replace it with a Mopar colored trim kit, paint the removable bits yourself or go to any number of aftermarket parts sites for all kinds of embellishments. There are seat covers in just about any color you can imagine and varieties of fabrics — there's even colored leather replacement upholstery.
There are dozens of aftermarket tops, replacement tube doors and custom holders for all kinds of accessories, from fire extinguishers to flashlights to coolers. The resources available to make a Wrangler your own are immense, limited only by your imagination and wallet.
The only real problem is that the inexpensive standard interior in my test car came in a vehicle costing nearly $50,000. For that much money, it should be decidedly better than it is. Ergonomics & Electronics The Wrangler's gauges are small, but they're easy to read and don't overload the driver with all kinds of information. In many ways, the Jeep Wrangler's vintage nature carries through to its electronics — there isn't much in the way of fancy technology in here, as you wouldn't really want much in an interior that's meant to get wet. The Wrangler's controls are simple and easy to use, with switches that are easy to find, including those that activate the locking axles and sway-bar disconnect. The multimedia system itself is positively ancient by Chrysler's own standards — now that the old minivans have been retired in favor of the new Pacifica, the Jeep Wrangler remains the only vehicle in the Fiat Chrysler Automobiles stable that features this style multimedia system, which dates back to the previous decade.
Yet while it isn't the latest Uconnect system, there's something to be said for its dead-nuts simple operation and design. It's not flashy, but for audio and multimedia files, it works quite well. The optional Alpine premium audio system is a must-have. It's designed specifically for the Jeep Wrangler's horrible acoustics and speaker placement, and its more robust speakers, dedicated amp and floor-mounted rear subwoofer make a huge difference. If you opt for the regular stereo, you won't be able to hear it if you remove the top and doors. The Alpine system knows when you've got the top down and adjusts output accordingly. Cargo & Storage The Jeep Wrangler Unlimited features 31.5 cubic feet of cargo room behind the rear seats, which fold flat to open up a cavernous 70.6 cubic feet of total cargo room.
If you opt for a two-door Wrangler you don't get nearly as much space. That model features a two-passenger bench in the back that folds forward but not much out of the way. It is removable, however, allowing for 55 cubic feet of total cargo room, but then you'll have reduced your Jeep Wrangler to a two-seater.
Safety The 2016 Wrangler Unlimited has not been rated by the National Highway Traffic Safety Administration in any crash test except a rollover, making it one of the last few passenger vehicles on the market rated below four stars. Test results from the are decidedly mixed: The Jeep Wrangler four-door scored good (out of a possible good, acceptable, fair and poor) for small and moderate overlap front tests, but only marginal for side-impact and head restraint tests. There are no crash avoidance technologies available on the Jeep Wrangler — like forward collision warning or autonomous braking — or even parking sensors, blind spot monitors or a backup camera. To top it all off, the Jeep Wrangler's headlights are abysmal.
The incandescent bulbs cast a tragically weak beam and are rated poor by IIHS. Optional LED headlights are available for 2017, but the standard headlights are truly terrible (and one of the first things most new owners swap out for aftermarket units upon purchase). Value in Its Class The Jeep Wrangler is an expensive vehicle, especially considering the level of technology and refinement you get. Even base models cost more than you might expect, but they do have one benefit: They hold their resale value better than nearly any other vehicle on the market. Still, a basic 2016 Jeep Wrangler Unlimited Sport starts at $28,690 including destination fee, and it goes up from there. There are often special editions each year and always a unique color or two. The price for my tester, a top-trim Rubicon with the Hard Rock package, began at $37,990 but ended up at an eye-watering $48,120 — and there were still options to be had.
All competitors have fallen by the wayside over the years as safety regulations and fuel economy requirements have taken all the true off-roaders, well, off the road in the U.S. The Ford Bronco, Nissan Xterra, Toyota FJ Cruiser, Hummer H3, Suzuki Samurai and even the Land Rover Defender have all come to an end while the Jeep Wrangler soldiers on. There are still a few competitors that might be comparable, one of which comes from Jeep itself. The Grand Cherokee Trailhawk has many of the same abilities as the Wrangler but is wrapped in a much more civilized package. That package is also heavier, lacks a removable top and doors, and isn't as happy off-road as the Wrangler, relying on electronic systems instead of mechanical force to get the job done. You could also head over to a Toyota dealer to grab one of the last old-style SUVs around, the Toyota 4Runner, which is available in a very capable TRD Pro trim that has a good deal of off-road equipment. Like the Grand Cherokee, the 4Runner offers those abilities in a much more civilized SUV wrapper than you'll find in the Wrangler.
Finally, the least expensive model from the only other all-SUV brand offers some off-road abilities in a much more compact model: The Land Rover Range Rover Evoque goes off-road in the same way the Grand Cherokee Trailhawk does, through electronic traction manipulation. Compare all four. In the end, the Jeep Wrangler Unlimited Rubicon offers buyers a singularly unique experience.
It does only two things well, but it does those things supremely well: go off-road through extremely rough terrain and look incredibly cool just about anywhere it pulls up. Many owners love it despite the driving experience, not because of it.
It's sloppy, loud, uncomfortable, slow, ponderous, wallowy, inefficient, cheap-feeling, questionably safe and not particularly reliable — and on top of all that, it's expensive. But nothing else out there delivers the playful feeling a Jeep Wrangler does, nor the instant community you join when you buy one. Never has there been a vehicle where the phrase, 'either you get it or you don't' applies more. Hide full review.
Insurance Institute for Highway Safety (IIHS) is a nonprofit research and communications organization funded by auto insurers. Hide full safety review Manufacturer Warranty. Bumper-to-Bumper 36 months / 36,000 miles.
Roadside Assistance 60 months / 100,000 miles CPO Program & Warranty Certified Pre-Owned by Program Benefits 24-hour roadside assistance, Carfax vehicle history report, rental car and 24-hour towing, and first day rental. Limited Warranty 7 years / 100,000 miles 7 years/100,000 mile warranty on all certified vehicles. Eligibility Under 5 years / 75,000 miles Vehicles receive a 125 point inspection and reconditioning. What is a Bumper-to-Bumper warranty? Often called a basic warranty or new-vehicle warranty, a bumper-to-bumper policy covers components like air conditioning, audio systems, vehicle sensors, fuel systems and major electrical components.
2016 Jeep Rubicon Hard Rock Edition
Most policies exclude regular maintenance like fluid top offs and oil changes, but a few brands have separate free-maintenance provisions, and those that do offer them is slowly rising. Bumper-to-bumper warranties typically expire faster than powertrain warranties. What is a Powertrain warranty?
2018 Jeep Rubicon Manual Transmission In Indy
Don't be misled a 10-year or 100,000-mile powertrain warranty doesn't promise a decade of free repairs for your car. It typically covers just the engine and transmission, along with any other moving parts that lead to the wheels, like the driveshaft and constant velocity joints. Some automakers also bundle seat belts and airbags into their powertrain warranties.
With a few exceptions, powertrain warranties don't cover regular maintenance like engine tuneups and tire rotations.