2005 Jeep TJ Review

Specifications

The Wrangler Gets Practical

Chrysler Group opened up its Chelsea, Michigan Proving Grounds to journalists again this year, showing off all 2005 models and letting us test the various cars, trucks and sport utilities in a myriad of road conditions.

My priority was to test all the vehicles that I hadnt had the opportunity to drive up until that point, which meant I had to leave such tempting models as Dodges Viper SRT-10 to the end if at all. One of my top priorities was to test out the new Wrangler Unlimited, the extended wheelbase version of the legendary 4×4 that put Jeep on the map.

I remember how odd the 93.5-inch “long-wheelbase” CJ-7 looked when it debuted back in 1975 as a 76 model. It looked so long next to the “perfectly proportioned CJ-5, or so I thought. Up to that point only the CJ-5 had been offered, which was extremely crude in comparison to the 7, despite being sensational off-road. The new 7 offered the first-time option of an automatic transmission, all-metal doors with roll-down windows and vinyl door panels, an optional one-piece injection molded hardtop, plus a new steel liftgate offering easier access to its larger cargo area.

Being a “purist,” whatever that means, I was a CJ-5 fan, and had the most obnoxious example on the planet. It didnt even have a softtop or doors, plus it featured massive aftermarket audio speakers hanging from the roll bar connected to a powerful Alpine AM/FM/cassette deck, Renegade decals on the hood and Jeeps overkill 304 cubic-inch V8 underneath. It made more than a rumble at start up thanks to headers and dual short side pipes that poked out from under the front fenders, just behind the front wheels.

Back in those days I didnt mind attracting unsolicited attention, and I got a lot of it; mostly sneering adults balking at the menacing sound of the growling V8 waking up the neighborhood and audio system blaring Talking Heads Burning Down the House or Psycho Killer.

While it might be possible to fix up a new Wrangler Unlimited similarly to the way the old CJ-5 was done up back in my heyday, I sure wouldnt want to. The new Wrangler, whether in base or extended wheelbase guise, is so much more refined that its difficult to compare the two, at least from the inside. From the outside, the Wrangler has purposely remained a throwback to the CJ, which itself was a throwback to the Willys, which is still appreciated to this day by veterans the world over for so admirably fulfilling its duty in the Second World War.

The army sure couldve used the added versatility of the new Wrangler Unlimited for carrying troops back then, not to mention the benefits of a smoother ride and better high-speed stability, each directly resulting from the lengthened wheelbase, up 10 inches to 103 inches from the regular Wrangler. I really noticed both attributes while circling the ring road that runs adjacent to the high-speed oval amid Chrysler Groups Chelsea, Michigan Proving Grounds. The roadway is purposely bad, with downtown Detroit-like worn stretches of pavement mixed with cement, featuring gut-wrenching ruts, potholes and ridges, and uneven concrete-slab surfaces. The old CJ-5 would have had to negotiate some of its bumps and grinds at a crawl not to bounce end over front, but the Wrangler Unlimited was hardly unruffled. Sure, the Liberty and Grand Cherokee handled the circuit better, which should be expected due to the comparatively luxurious bias of both vehicles, but the Wrangler Unlimited held its own, delivering a relatively compliant ride and stable lane changes.

And this is important, as even Jeep Wrangler buyers dont spend as much time battling the unknown wilderness as they do the concrete jungle. This is one of the reasons Jeep has steadily improved the Wrangler, much better than the old rectangular-headlight YJ that delivered a spine-jarring ride.

I took the long-wheelbase Wrangler out for a spin on the racetrack too, as it was there and I figured, why not? Not the high-speed oval, as that wasnt available for our use and would have been a dreadful bore in anything less than the Viper as it was, but a twisting, turning little road course that winds its way through the treed grounds. OK, the stretched Wrangler didnt stimulate the go-fast senses like some of the other Chrysler Group products offered for testing, but just the same it handled the course with greater poise than any Jeep would have previously, proving that the model is quite well suited to daily driving. Its 4-wheel disc brakes also were up to the task, stopping the heavier Unlimited quickly and without commotion. Still, no antilock braking system (ABS) is available, which means stopping on wet pavement could prove less stable than in other SUVs which offer the popular safety feature.

Its even better suited for the daily grind, however, if you happen to work outside of city limits. The domestic automakers Proving Grounds would hardly be complete without a reasonably challenging off-road course, and such was provided. Of course, being that not all journalists were weaned on backcountry paths (my Dad taught me to drive on unpopulated dirt roads when I was, well, not exactly driving age), the trails were not overly taxing. Serious off-roading can be overwhelming enough for seasoned wilderness buffs let alone first-timers after all. Still, the chosen trail posed enough of a challenge. Steep muddy hills, rocky crags and long swampy puddles provided the opportunity to test the Wrangler Unlimiteds mettle, and as expected the “Trail Rated” Jeep, complete with standard Command-Trac part-time 4WD, walked through all that was thrown in its way as if it was a park to be strolled through.

Is the Wrangler Unlimited as capable off-road as the base Wrangler? While it would have been easier to tell if Jeep had made a regular wheelbase Wrangler available to test back-to-back on the same course, its pretty safe to speculate that its lower ground clearance, at 8.3 inches compared to 8.8 inches, lesser approach and departure angle at 41.3 and 27.7 degrees respectively compared to the regular Wranglers 41.8/31.3 degree rating, slightly lower breakover angle of 21.4 degrees compared to 22.3 degrees, and longer span between the two axles, will make the Unlimited easier to hang up when cresting ridges or traversing rocky, stump strewn roads. That was the complaint off-roaders gave when Jeep came out with the CJ-7, and that just based on the extended wheelbase. Also, its slightly larger turning diameter of 36 feet over the regular Wranglers 33.5 foot radius, could make maneuvering extremely narrow roadways a little tougher, but not by much. Truly, if youre going to be tackling the Rubicon Trail on a regular basis, which all Jeeps are designed to literally pass through with flying colors, then you may want to opt for the regular wheelbase version. Still, the new Unlimited manages the 20 degree breakover angle threshold, a minimum guideline for serious off-road driving, which should suffice for all but the most ardent off-roaders.

For me, choosing the much more versatile Unlimited would be easy. The extra 15 inches of length which translates into 13 inches of added cargo space would be reason enough. Then factor in that the remaining 2 inches has been used to lengthen legroom in the back, and its a no-brainer - my single days are well over. I also like the way the front seats pop up and out of the way to make getting in and out of the rear seats easy.

How much extra room does the new Unlimited offer over the regular Wrangler? From behind the rear seat, available space has grown from 11.9 cubic feet to 29.5 cubic feet, which is well over twice as much. Fold and tumble the rear seat and the cargo area increases from 25.4 cubic feet to 43.0 cubic feet, and with the rear seat removed a total of 64.0 cubic feet is available, which is a total of 16.9 cubic feet more storage space than when configuring the base Wrangler the same way. That, incidentally, is about the size of a midsize to large sedans trunk.

While I personally almost never tow, those that do would appreciate how the longer wheelbase increases towing capacity, endowing the Wrangler Unlimited with a best-in-class rating of 3,500 pounds, 1,500 pounds more towing capability than the standard Wrangler.

The Wranglers 4.0-liter inline 6-cylinder workhorse soldiers on, being the last vehicle in the lineup to carry it over. Its an extremely smooth engine, an attribute inherent to inline sixes, and in 2005 tuning makes 190 horsepower at 4,600 rpm and 235 lb-ft of torque at 3,200 rpm. I think its great that Jeep has made the 42RLE 4-speed automatic gearbox standard, but find it difficult to understand why no manual will be offered. Whether a manual or automatic is better or worse for off-road duty is a personal thing, but it just seems strange not to make available something that shouldnt take a lot of engineering to integrate. Of course, Im not an engineer nor have I seen the market research results that may have shown a manual-equipped Wrangler Unlimited wouldnt sell well. Its hard to say.

It does feature a standard Dana 30 front and heavy-duty Dana 44 rear axle, as well as 30-inch tall R15 Goodyear Wrangler GSA tires on 15-inch Ravine aluminum rims, mind you. Also included are high-pressure gas-charged shock absorbers and a 3.73 axle ratio, plus tow hooks and fog lamps.

Unlike my CJ-5, full steel doors with deep tinted windows are part of the standard package, as is the padded Sport Bar - what used to be called a roll bar. Air conditioning, an AM/FM/CA audio system, fold and tumble rear seat, front and rear floor mats, next generation front driver and passenger airbags and power steering add standard refinement to the rough and tough image.

Just like every CJ, YJ and Wrangler before it, the hardtop, which also adds glass side windows, plus a glass rear window with defroster and wiper/washer, is an extra-cost option, but the Unlimited does comes standard with a fully-enclosed retractable and removable soft-top, essentially a longer version of the base Wranglers collapsible roof. For a little more fun Jeep can accessorize the new sport utility with its Sunrider drop-top, which integrates an innovative 45 by 23 inch sunroof over the driver and front passenger. Its a great idea, featuring a sunroof within a retractable soft-top, offering fresh air motoring without the need to lower the top completely. The Sunrider option also features larger, deep-tinted side windows for better visibility for rear passengers.

If you still want more goodies, the Wrangler Unlimited can be had with body-side side steps, an electrochromic mirror with compass and temperature, engine block heater, locking fuel cap, Sentry Key, a 7-speaker audio package, leather-wrapped steering wheel and speed control.

Personally, I like the on- and off-road tradeoff that the Unlimited offers. This vehicle is made to overcome tougher trails than Im likely to attempt during the few off-road excursions I take each year, and will get everyone to the chosen destination feeling less beat up than the regular Wrangler would. During everyday driving around town, the Wrangler Unlimited delivers a much better ride and improved handling, plus more amenable interior accommodations. To me, it makes a lot more sense than the regular Wrangler.