The Wrangler remains a familiar face even though almost every body panel
has been redesigned. No vehicle is more instantly recognizable, and the
folks at Jeep weren't about to change that.
The open fenders, flip-down windshield, big grille, plastic side curtains
and exposed hinges and fasteners are still there to give the Wrangler that
rugged, utilitarian, no-nonsense look that has appealed to us for over
five decades.
But the edges have been softened ever so slightly. The old Wrangler
had the aerodynamic efficiency of a brick. The new one has the aerodynamics
of a brick with rounded edges.
The Wrangler comes with a choice of tops, both of which have been redesigned
to simplify removal and provide better sealing. Purists prefer the soft
top, a high-quality piece of equipment that can be configured according
to the weather. Folding the top down takes only a third of the time it
took before, and if a screwdriver is handy, the windshield can be flipped
down for breezy, low-speed touring in the back country.
The side curtains, however, are a hassle in everyday use. And the soft
top still generates a lot of racket at highway speeds. We think the $755
optional hard top is the better choice for real world driving, providing
more security for expensive gear and better protection from weather. It
comes with full-height doors and wind-up windows. Rearward visibility is
aided by the rear-window defroster, wiper and washer. Wind noise is reduced.
Some 15 pounds lighter than its predecessor, the new hard top can be
removed and stored when not in use. It can also be installed over the soft
top.
The Wrangler is available in three models. The bare bones SE is attractively
priced at $13,995. That figure rises rapidly, however, when carpeting,
nicer seat fabric, a rear seat, a stereo, power steering and other options
are added. The SE's four-cylinder engine is at its best teamed with the
standard five-speed gearbox.
We recommend those who opt for the three-speed automatic transmission
seriously consider the Sport and Sahara models, which come with the much
more powerful 4.0-liter six-cylinder engine.
The $17,665 Wrangler Sport--our test subject--is a good choice for those
who want more power and a higher level of standard equipment. The six-cylinder
engine reduces fuel economy by two mpg around town, but it matches the
four-cylinder engine's 21 mpg on the highway.
The Sahara comes with more standard equipment, more style and adds $2070
to the bottom line.
Regardless of model, buyers who contemplate off-road use should opt
for the gas shock absorbers, locking rear differential, front tow hooks
and heavy-duty battery and alternator. Three different tire sizes are available
including our tester's huge 30x9.5x15 Goodyears, conceived for hard use
in desert conditions. For all around use, especially snow and slush, skinnier
tires are a better bet.
The new interior is a huge improvement. A modular instrument panel replaces
gauges that were scattered across the front dash. A modern heating and
ventilation system replaces the antiquated tacked-on system. New high-back
front seats provide improved comfort and lateral support. And the driver
looks through a taller--by three inches--windshield, where the wipers no
longer rest at half-mast.
This is a small sport-utility. And it's more sport than utility. There's
room for either four people or two people and their gear, but not both.
For weekend excursions, the best bet is to leave the back-seat passengers
behind, flip the rear seat forward or remove it, and head for the hills.
There's enough space behind the rear seat for a fly fishing vest, waders,
wading boots. Flip the rear seat down and there's plenty of room for a
tent, a cooler, camping gear and way too much fishing equipment. It doesn't
get much better than this.
Need to haul still more stuff? The Wrangler's modest towing capacity
is sufficient for those who need to pull a personal watercraft or snowmobile.
The new Wrangler isn't a luxury car, but it's not the penalty box it
used to be. Paved roads seem much smoother. Corners are handled with more
dignity. The interstate feels stable at 80 mph. And wet pavement is not
to be feared. At the same time, the Wrangler's off-road capability is superior
to that of even the legendary Jeep CJ. It's an impressive balancing act.
The Wrangler engineers achieved this balance by designing a coil-spring
suspension to replace the Jeep's 50-year-old leaf-spring suspension. And
they mounted it onto a rigid new chassis that provides a stable platform
for the suspension to do its job. Coil springs provide better handling
on and off road and enormous suspension travel.
Greater approach and departure angles mean the new Wrangler can cross
trenches and clamber over rocks and fallen trees that would trap the old
one. Few vehicles can match the Jeep's rock-climbing ability. At the same
time, the new Wrangler feels less like a utility truck when winding down
a curvy road.
A cautionary note here. The Wrangler is certainly sporty, but it's not
a sports car, a distinction that eludes some drivers--to their frequent
dismay. Its handling is competent, but the basic design is essentially
truck, with a high center of gravity. Hurrying this or any sport-utility
vehicle around tight corners is courting disaster.