Jeep Wrangler rides the range as toughest off-road warrior
Bob Plunkett
Date Posted: 5/10/2005
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CHELSEA, Mich. -- At the vast vehicle research facility of DaimlerChrysler in Chelsea, Mich., fiendish automotive test engineers have devised off-road courses which incorporate virtually every type of natural obstacle one might encounter when steering a sport-utility vehicle away from pavement.
There are big rocks and deep ruts to overcome, barricades of tree trunks to climb and steep inclines to scale, sandy dunes to plow and creek beds to wade, along with acres of tire-sucking mud to traverse. One long stretch of granite boulders even duplicates the tortuous crossing of California's Sierras on the Rubicon Trail, most treacherous of all four-wheel-drive routes.
Run through these tracks and you can quickly determine how a vehicle set for off-road travel handles any challenge.
Run them in a Wrangler by Jeep, the DaimlerChrysler brand devoted exclusively to four-wheel-drive vehicles, and this sturdy dirt-dog will quickly dispel all daunting trail fears and build driver confidence with a demonstration of its amazing off-road prowess.
Recently, we spent a day at Chelsea running the trails in all current versions of Wrangler, which include three trim variations for 2000 models and two engine options.
Wrangler's base iron-block 2.5-liter four-in-line engine continues at 120 hp for 2000, but the optional mega-torque 181 hp 4.0-liter in-line-six has been modified with new cylinder heads and a distributor-less ignition, plus new exhaust manifolds to lower emissions. Also new is a five-speed manual transmission with synchronized reverse gear.
Wrangler traces in concept and heritage to the original off-road Jeep vehicle of World War II fame. A modern interpretation appeared in 1987 to replace the CJ series, but in 1997 a fresh design brought a progressive suspension system and strong ladder-frame chassis with superior ground clearance and generous angles of approach and departure, all necessary for moving into off-road recesses where conventional vehicles dare not tread.
That initial Jeep, the Willys MB, may have helped win the big war, but it was anything but comfortable. Our ride across Omaha Beach on the French coast of Normandy in a restored edition used for the D-Day invasion of 1944 proved the point by rattling bones and jarring teeth.
More bones banged while bumping the previous Wrangler over the Rubicon Trail. While that Jeep could perform automotive tricks mere cars could never conceive -- like ripping up stair-step walls of granite or slipping down steep chutes too treacherous to walk -- it, like the original Willys MB, would also jar you senseless due to a suspension system comprised of leaf springs akin to the kind once used on a horse-drawn buggy.
By contrast, Wrangler today contains car-like coil springs in a suspension design which enables a front wheel to travel up to 27 inches vertically before tipping the other wheel off the ground. As a result, it can take giant steps to crawl over trail obstacles like tree trunks or rocky rip-rap yet still deliver an uncommon smoothness in ride quality during rough runs, with no trace of bone-crunching vibrations carried over from predecessors.
With all mechanical components geared for romping on dirt rather than pavement, Wrangler has unmatched capabilities for moving through the outback world.
The current versions also provide surprising amenities in a cabin which has more room inside and more insulation added for quietness than the former edition.
Two comfortable front bucket seats stand in front facing a deep dashboard panel with dual air bags in place. Analog instruments in black-on-white display resemble gauges on the original WWII Willys, and there are easy-to-use controls in the center stack of heating and cooling gear and audio kit.
A flip seat option for the rear gained eight inches in width with Wrangler's 1997 remake due to revisions for the rear wheelwell design, so two riders fit easily now.
Trim labels of Wrangler SE, Sport and Sahara extend, with the base model cast as a bare-bones off-road warrior that's affordable for about $15,000.
Other trims add the larger engine and pile on comforts but load the bottom line -- by $4000 for the Sport and $6,000 for a deluxe Sahara.
Wrangler also has a long list of optional equipment that includes an automatic three-speed transmission.
A removable hardtop shell can be combined with the standard folding soft top but requires tools and assembly. Also, the windshield folds flat for running over dusty trails.
&&& Despite its comforts, don't confuse Wrangler with the typical SUV in the current treatment fit for carpooling kids and hauling garden supplies, because it's not one.
It's more rugged and raw than these wagons, with everything geared to off-road work. We like it best in basic form and think a Jeep is not a Jeep without a clutch and shifter stick.
The base 120-hp four-cylinder Jeep engine is adequate off-road with the manual transmission, and it exerts a dose of torque -- 140 lb-ft at 3500 rpm.
However, the in-line-six for Wrangler Sport and Sahara boosts the power considerably while also bringing strong torque (222 lb-ft at 3600 rpm), which turns a trail climb into so much effortless play.
Mark Smith, Jeep's pioneering off-road leader, coaches Wrangler drivers to keep both feet planted on the floor -- off the clutch and brake or accelerator -- when navigating up or down steep terrain. Wrangler's strength in engine torque holds it securely on a slope, and you can even crank up the engine without depressing the clutch to maintain that grip in dicy situations.
On severe pitches at the Chelsea test trails, Wrangler literally walked itself over obstacles -- and all we had to do was steer. No other vehicle can match that.
All Wranglers carry skid plates to protect sensitive undercarriage components from harm but those who plan to use this Jeep extensively off-road should consider adding special off-road equipment, such as a locking rear differential, tow hooks up front, heavy-duty battery and generator, and gas-charged shocks in the suspension.
Also, special tires are available for different traction conditions like desert sand or winter snow.
Standard brakes put discs in front and drums in back with power controls.
An anti-lock device is also offered for $600, but this safety tool works best on pavement rather than loose gravel or dirt, so its application should be tempered by the intended use.
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| 2000 JEEP WRANGLER VEHICLE SPECIFICATIONS |
| Description: |
2-door sport-utility
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| Model Options: |
2-door sport-utility
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| Wheelbase: |
93.4 inches
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| Overall Length: |
150.1 inches
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| Engine Size: |
OHV 2.5-L I4
OHV 4.0-L I6
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| Transmission: |
Manual/5, Auto/3
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| Drive: |
4WD
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| Braking: |
Power disc/drum/ABS opt.
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| Airbags: |
2
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| Gas Mileage: |
I4: 18/20 mpg
I6: 16/19 mpg
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| MSRP Price: |
$ 15,000 to $ 23,000 |
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