2007 Jeep Wrangler Review

Specifications

Most Popular Off-Roader Just Got Better

Ready for Jeeps all-new Wrangler? Certainly its more refined, expected of any redesigned vehicle when compared to its predecessor, but while smoothing out some of the old models rough edges the iconic off-roader is still every bit as capable in 2007 JK form when pavement turns to rocks, sand and/or mud; or, as with its North American International Auto Show debut in Detroit, escaping from an onstage cage, driving through auto show aisles, breaking through one of Cobo Halls “plate glass” windows and then climbing down a flight of stairs before marching up Washington Avenue and then charging up the side of “Jeep Mountain” just outside of Detroits Pontchartrain Hotel.

“Jeep is the go anywhere, do anything brand, and the all-new 2007 Jeep Wrangler demonstrated that right out of the gate today,” commented Jeff Bell, Vice President - Jeep, Chrysler Group. “Simply put, it is the best Jeep Wrangler ever. No vehicle in the world offers more off-road capability. Our all-new Jeep Wrangler offers more on-road refinement, space, comfort, open-air options, power, torque, safety and convenience.”

Im sure that the good folks I met during Jeep Jamboree last year, who teased me relentlessly as I took to the mountain in an independently-front-sprung Liberty, will have collectively exhaled sighs of relief when news came that the neo-classic 4×4 will not only offer such long-anticipated upgrades in its renewed state, but that it will also once again be sold with solid axles at both ends. For those wanting the Jeep image tailored for the street, yes the lightweights that regularly complain that the Wranglers ride is too rough for daily use, go buy a Compass or Patriot and leave the “real” Jeeps to rough-and-ready, hairy-chested men - and women.

Actually, I was surprised at the diversity of Jeeps fan base, or at least those attending the Jamboree. While more parts male than female, the women I met were at least as devoted, with CJs, YJs and TJs similarly optioned-out to the guys machines. I also witnessed a refreshing socio-economic mix at the event, with obvious variances in income level, even more obvious style and taste differences, plus dynamic cultural backgrounds. In other words, Jeep owners cover almost every demographic and are brought together by one common element, their love for all things Jeep.

It makes sense then, that Jeep experiences a similar customer profile on the dealership showroom floor, pulling in new Wrangler buyers that range from urban trendsetters to burly adventurers, and all should be pleased with the 2007 models updates. Most noticeable is the redesigned grille and front fascia, still sporting twin circular headlamps up top and six vertical slats separating seven slots in between, the entire façade is now canted rearward at a “wind-cheating” angle while the turn signals have been pulled inward, off of the front fenders and onto to the grille panel, just as they were in days of yore. Those fenders are now more suited to roughing it, not only because most of the electrics are inboard to minimize repair costs (only a tiny side marker remains) if hit by a wayward tree, but also because their matte black finish is less expensive to fix or replace once torn off.

The front bumper is finished in matte black too, and more streamlined compared to the rudimentary chunk of steal and plastic that used to hang under the grille. The NAIAS show vehicle boasted a set of fog lamps integrated at center, a nice touch stylistically as well as handy when off the beaten path.

Moving towards the back, purists will delight that the Wranglers new flush-mounted windshield can still be folded forward and strapped onto the hood; held up with little rubber stoppers to protect the glass when bushwhacking. Overall, the Wranglers profile looks much the same as its predecessor, other than the lack of a creased shoulder line that previously ran frontward through the door panel, larger exposed forged hinges, the aforementioned new fender flares (still trapezoid in shape mind you), full-length matte black rocker covers, redesigned “sport bar” roll cage, and new door pulls ahead of Liberty-like hemispherical hand indents. OK, its changed quite a bit, but its updates are even more noticeable in the rear.

The tail lamps are still external units, true to Jeep tradition and easy to replace if smashed or knocked off (although easier to smash or knock off due to being external and protruding out from their rear corners), but now theyre vertical in design; tall rectangles instead of simple squares. Its amazing how such a minor change can appear so significant, but when combined with a new rear door handle that is nothing more than a side door pull and button placed vertically on the tailgate, boldly designed rear door hinges it looks totally revamped. And if capped off with a hardtop the Wrangler gets a much more rectangular overall shape, for an even more radical departure.

The modifications inside are even more obvious, starting with a completely revised dash and center stack. The old Wranglers user interface had already improved dramatically when compared to those in YJ and CJ interiors, but Jeep has stepped up style, functionality and quality for 2007. A sportier four-spoke steering wheel frames a more organically shaped instrument binnacle; the previous unit was rectangular. The only rectangular object in the new Wrangler is its new audio head unit, being that circular HVAC knobs and vents plus a rounded dash continue the shapely theme forward; that dash capped off with two equally round smart fortwo-like stereo speakers that protrude out from the dash-top like a set of scale model mountain-top observatories.

These are the wackiest elements in what is more or less a fairly utilitarian cabin, although the new front seats appear much more upscale than those in the outgoing model. New YES Essentials woven fabric (according to DCX an “an easy-care, soil-repellant and anti-microbial textile that protects seats from stains, odors and discoloration”) is stylish and looks durable, while their side bolstering seems capable of holding the torso in place during jarring side-to-side transitions, complemented by a drivers seat height adjuster that should allow for optimal visibility and comfort. Splitting the front seats is a stylish center console with an integrated armrest cum storage bin, the ovoid design mimicking that on the seat recline levers as well as the very trendy new door panels.

What appear to be the worlds largest interior door grab handles are really only optical illusions, made right when seen from just above. The thick door pulls, just above, are oval as well, but the real style statements are at the base of each door, where an industrial-chic crisscross pattern gives the SUV a distinctively tough appearance.

The rear seat, which incidentally appears more comfortable than back benches used in models past, includes a seatback that folds forward before the entire mechanism tumbles up against the front seatbacks, creating a great deal more loading space than before. Actually, Jeep says that its additional 2.0 inches of cargo floor depth nearly doubles what was there previously, not saying a lot for the outgoing models load carrying potential with all seats in place. Adding to the new Wranglers versatility is a handy lockable under-floor storage compartment, allowing greater security for small items when the top is down.

But that increased cargo area isnt only because of the convenient rear seats, its also thanks to a 5.5 inch increase in total vehicle width - a benefit that adds 4.6 inches of additional hip room, 5.1 inches more shoulder room, plus incremental improvements in legroom and the aforementioned added space behind the rear seat. Between the side door panels is a front-seat area that totals 54.6 cubic feet of space; an increase of 4.8 cubic feet.

As noted, 5.5 inches of growth in any direction is monumental, showing that this new Wrangler isnt merely a new skin over an old frame. The new body and frame combination, the former of which is 50 percent stiffer and the latter 100 percent more rigid than the old Wrangler, joins a new five-link coil suspension connected to a 2.0-inch longer wheelbase and 3.5-inch wider track, while its spring rates are lower and shocks tuned to increase jounce and rebound travel for better on-pavement refinement. Complementing these upgrades is a new recirculating-ball steering system and enhanced suspension geometry, that are said to make a big difference in ride and handling plus, when factoring in new sound-deadening techniques, reportedly reduce cabin noise by more than 20 percent.

“The all-new 2007 Jeep Wrangler reaches new levels of on-road ride, handling and refinement - an achievement realized while also boosting its off-road capability,” said Mike Donoughe, Vice President - Body-on-frame Product Team. “The new suspension enables the Wrangler to corner flatter with less lateral motion, provide better on-center steering feel, and even more effectively absorb on-road bumps and cracks.”

Off-road, the Wranglers higher ground clearance, larger wheels and tires, improved Dana front and rear axles, new electric axle lockers, electronic disconnecting front sway bar (just like the one in the 4×4-tuned Dodge Ram Power Wagon pickup), and optional Command-Trac and Rock-Trac transfer cases give it even greater tenacity on slippery surfaces.

“Re-engineered and redesigned from the ground up, the all-new 2007 Jeep Wrangler is the most capable Wrangler in its 65-year history,” added Donoughe. “With more ground clearance, better wheel articulation and advanced off-road hardware, Jeep Wrangler is designed to tackle the toughest off-road obstacles.”

That electronic-disconnecting front stabilizer bar just mentioned, dubbed Active Sway Bar System (ASBS), allows for greater wheel travel when traversing the tough stuff. Off-road techies should get excited about the new Wranglers 652 Ramp Travel Index (RTI - a measurement of a vehicles suspension articulation) when the front stabilizer bar is engaged, but should be floored with its 832 RTI when the front stabilizer bar is disconnected, equal to a 28 percent increase. Remember Jamboree friends, this is a stock vehicle… just think what you can do after a little lift!

Getting back to the transfer cases, the Wrangler X and Sahara models, two of three trim levels offered, feature Jeeps second-generation Command-Trac NV241, part-time, two-speed transfer case, boasting a 2.72:1 low-range gear ratio. Combined with Jeeps Trac-Lok limited-slip rear differential (LSD) extra torque and grip is provided when riding over low-traction surfaces, such as sand, gravel, snow or ice.

The third and top-line trim level is once again named Rubicon, celebrating the brands dominance over the Rubicon Trail, one of the toughest 4×4 adventures anywhere. The Rubicon edition Wrangler gets an Off-Road Rock-Trac NV241 two-speed transfer case with a 4.0:1 low-range gear ratio, plus electric front- and rear-axle lockers and 32-inch B.F. Goodrich Off-Road tires. Whats more, the Rubicon ups its front and rear axles to heavy-duty Dana 44s, before adding many additional off-road-ready enhancements.

As good as the Rubicon is at taking on the rough stuff, its not like regularly equipped Wranglers are particularly lacking when compared to their competitors. All 2007 models come standard with three underbelly skid plates, for instance, shielding the fuel tank, transfer case and automatic transmission oil pan from untoward rocks or stumps. Also standard, an approach angle of 44.3 degrees and breakover angle of 25.4 degrees, plus its 40.4 degree departure angle allow the new Jeep to climb boulders with even greater ease than any previous Jeep, helping to make sure that only the tires connect with the ground.

Assisting the Wranglers grip are all-new electronic driver aids such as Electronic Stability Program (ESP), although this antiskid feature, along with electronic roll mitigation and ABS-equipped disc brakes all-round (the old one had rear drums as standard) is designed more for safety than off-road prowess. ESP features three modes - “full on,” “full off” and “partial on,” according to the Wrangler press release. And if it happens to turtle (flip on its back), seat-mounted side airbags will deploy, along with dual stage frontal airbags if needed, all kept in check by DaimlerChryslers Occupant Classification System (OCS).

Knowledge that the new Wrangler will be more capable of keeping its tires planted to the ground is good news, especially after hearing that the old 4.0-liter inline-six has been tossed, finally, for an all-new more powerful 3.8-liter V6. The V6 is lighter, can be positioned further back in the engine housing to improve weight distribution, and is more efficient than the outgoing mill, with a 15 horsepower and 5 lb-ft advantage despite a 200 cc drop in displacement. The new 205 horsepower engine sports 240 lb-ft of torque, which should be ample to push the 3,785 to 4,129 pound 4×4 (depending on trim level) along at a reasonable clip. Mated to the new engine is a standard six-speed manual gearbox, while a four-speed automatic is optional. Yes, no five- or six-speed automatic makes the Wrangler autobox seem rather antiquated, although the four-speed unit is robust and reliable, for the most part, which stands for a lot when youre fifty miles into the bush with no repair shop within a days drive.

And thats the way I like my Wranglers; out in the backcountry, hubs deep in mud, windshield dropped forward, doors removed and top off. Ive 4×4ed for most of my life, and while my Dad and I had to “settle” for a Toyota Land Cruiser FJ40, we always admired the little Jeeps for going just about anywhere “vehicularly” possible. Although Toyota has conceptually reinvented the classic FJ40, now dubbed FJ Cruiser, its front suspension is independent, windshield cant be dropped, doors must be left attached and roof remains fixed in place at all times.

The Wrangler, on the other hand, is offered up with a myriad of top and door designs. As mentioned previously, full-, half- and soft vinyl-doors are available, while a number of tops include a full vinyl enclosure, plus the innovative Sunrider soft top that features an integrated soft-sunroof larger than any sunroof currently available, and a three-piece modular hardtop with cool T-top-like removable sections over the driver and front passenger. No doubt the aftermarket will join DaimlerChryslers Mopar accessories division in selling “bras”, which would be more appropriately called “thongs”, etc, although even in stock and OEM accessory trim the Wrangler boasts “dozens of different door, top and windshield combinations.”

Other optional features include power windows and door locks, a full-screen navigation system, and a 368-watt Alpine audio system with MP3 capability and SIRIUS Satellite Radio. In total, nine different exterior color options are available, plus 16-, 17- and 18-inch wheels and tires.

And with those larger wheels and tires, Jeep hopes its all-new Wrangler will roll out of dealerships all the more easily. Jeep sold over 400,000 new Wranglers, Libertys, Grand Cherokees and Commanders last year, an improvement from 2004 of more than 10 percent, and with the new Wrangler, plus the new four-door Wrangler Unlimited, light-duty, entry-level Compass, which will be Jeeps least expensive model at $15,985 for a front-wheel drive version and $17,585 with four-wheel drive, substantially less than the Wranglers starting point, and slightly more robust Patriot arriving soon after, it should result in another banner year for the 65 year-old brand.

Yes, DaimlerChrysler wouldnt let us forget about Jeeps long tour of duty in the military, starting when U.S. forces entered WWII literally at the wheel of thousands of Willys MBs; one was on-hand for the 2007 models introduction. Like the old Willys, many of which were left behind in Europe after the war, the new Wrangler will continue to be available internationally. Other markets will get a diesel variant, something diehard 4×4 fans in North America have been requesting since it first became available to the public, and to further service a global audience both left- and right-hand drive models will be built at its recently upgraded Toledo, Ohio production facility.

Cant wait to get your hands on one? Unfortunately youll have to, but only until it arrives in dealerships this coming fall. Expect pricing to be similar to the current model, ranging from $18,500 to about $33,000, although the new one could climb a little higher due to more available features.