The current-generation Wrangler, despite being much more civilized in many ways, remains the real deal – it’s as off-road-capable as ever.
I thought I'd driven my last passenger vehicle with a live front axle - a large, and largely outdated, lump of solid ironmongery that rigidly connects the front wheels - but chance recently put me behind the wheel of Jeep's Wrangler, a model I'd also never really expected to renew acquaintances with.
Like the live axle, which has been superseded by independent suspensions in even those remaining SUVs that retain serious off-road capability, I'd felt the Wrangler simply wasn't a very relevant part of today's automotive landscape. But it does remain the iconic reminder of where the Jeep brand came from, and still boasts a loyal fan base that helps keep the legend alive.
And after spending a week with it I remember why, although it took a while. The 2009 Wrangler X was a last-minute substitute for another test vehicle and my initial reaction on driving away in it was - yep, same old primitive clunker it's always been. Which is true in some ways, but not in others.
To understand the Wrangler's appeal, you have to delve into the past, back to the early days of the Second World War, when Willys-Overland, American Bantam and Ford created light-truck prototypes for a U.S. military competition. Willy's won, and along with Ford, produced some 600,000 of the vehicles that would be affectionately called the Jeep and become an enduring legend by war's end.
Willys introduced a "Civilian Jeep" in 1945 and that CJ series went on to be produced by Kaiser-Frazer, then Kaiser-Jeep, American Motors Corp. and finally by Chrysler in 1987. That year was also the first for the redesigned Wrangler (known here as YJ), which was built in Brampton until 1992. The YJ was replaced by the TJ for 1997 and the completely redesigned JK Wrangler (and its four-door variant the Wrangler Unlimited) for 2007.
For almost seven decades, the CJ and its YJ derivatives have remained the favourite of serious off-roaders and those who wanted a vehicle that was just different and delivered summer sun and wind-in-your-hair fun.
The Jeep brand meanwhile was expanded to produce larger and ever more civilized SUVs, such as the Grand Cherokee and Commander, which are still usable off-road, and more recently smaller and characterless models such as the Compass, Patriot and Liberty, that are happier on-road than off.
The current-generation Wrangler, despite being much more civilized in many ways, remains the real deal with its live axles, rugged separate frame and low-range gearing, allowing it to go places that - unless you've experienced its capabilities first-hand (and I have) - you likely couldn't imagine. This latest version is as off-road-capable as ever.
On road, it's what it's always been, big and clunky, bouncing around on its suspension, hammering your kidneys over bigger bumps, stuttering over mid-corner small ones, noisy at highway speeds, thirsty and not very inviting inside. And yet somehow still exuding a character - you'd hesitate to use the word charm with anything this rugged and macho - that somehow remains as appealing as it is unique.
The test truck was a base Wrangler X, which lists at $19,995. It came with a $3,700 package adding 17-inch wheels with P255/75R17 OWL on-off-road tires, tow hooks, cloth seating, tinted windscreen, fog lamps, floor mats, centre console, leather-wrapped wheel, temperature display and compass. Plus a locking rear differential, Sirius satellite radio and a versatile Freedom three-piece modular hardtop. That brought the price, including destination charges, to $26,785.
The styling still evokes the past, with traditional-look grille, round headlamps and bumpers up front and large flared and angular fenders.
It's still a high and awkward step up and into the cabin, and once inside you're greeted by hard plastic shapes - you can't prop an elbow anywhere without hurting yourself.
Instruments are basic, the steering wheel feels okay in your hands, the seats offer decent support, the heating, ventilation, A/C system works well, the audio system sounds fine although you have to crank it up to hear it at speed.
Entry to the rear seat area is a challenge, and not somewhere you'd want to spend any time anyway, even though there's more room back there thanks to an overall increase in width of 140 mm.
With the rear seatback upright, there's 487 litres of cargo space and with it folded, 1,600 litres, accessed through a swing-open tailgate and lift-up window. Despite its trucky heft, it can tow only 907 kg.
Safety equipment includes ABS brakes, electronic stability control and rollover mitigation, traction control and front airbags.
The Wrangler X rides on a 51-mm longer wheelbase, has an 87-mm wider track, the frame is 100 per cent stronger and the body 50 per cent stiffer. And while retaining those live axles, it has a much more sophisticated suspension with softer springs, revised dampers, anti-roll bars, bushings, etc. Ride and overall handling and stability are actually much improved over the previous generation, and with greater ground clearance it's even more capable off-road.
The Wrangler also gained a new engine, a 3.8-litre, overhead-valve V-6 that makes 202 hp at 5,000 rpm and 237 lb-ft of torque at 4,000 rpm. A six-speed manual gearbox gets this to all four wheels through a two-speed transfer case.
This combination delivers strong acceleration in the lower three gears, but it's less than lively in the top three. Fuel economy is rated at 14.1 litres/100 km city and 10.8 highway. And yes, it's thirstier than those numbers would indicate.
Basically, the Wrangler proved as impractical as ever - and just as much fun as ever. And I hope it stays that way. It's as hard to imagine the Jeep brand without it in the lineup, as it is Chevrolet without the Corvette.
***** ***** *****
2009 JEEP WRANGLER X
Type: Compact SUV
Base Price: $19,995; as tested, $26,785
Engine: 3.8-litre, OHV, V-6
Horsepower/torque: 202 hp/237 lb-ft
Transmission: Six-speed manual
Drive: All-wheel-drive
Fuel economy (litres/100 km): 14.1 city/10.8 highway; regular gas
Alternatives: Well, not really, but: Mitsubishi Outlander, Nissan Rogue, Toyota RAV4, Honda CR-V, Hyundai Tucson, Chevrolet Equinox, Kia Sportage, Jeep Liberty, Toyota Highlander, Subaru Forester, Suzuki XL7, Pontiac Torrent
*****
Like
- The high heritage factor
- Great character
- The last of the "real" Jeeps
- Remarkable off-road capability
Don't like
- It's awkward to get in and out of
- Highway noise levels are high
- Fuel economy is poor
globeauto@globeandmail.com