Better, But the Same

A fallen tree trunk on the rocky floor of California's Rubicon Trail portends an inviting challenge for the new '07 Jeep Wrangler.

Aided by a best-in-class approach angle of 44.3 degrees, the redesigned SUV jumps its passenger-side wheels on top of the obstacle. Too much throttle or too much steering input could spell disgrace or disaster, or both.

Such is the tightrope Jeep walks when it redesigns the brand icon.

But the new Wrangler runs the length of the log with inspiring sure-footedness, easing itself back to earth one rugged B.F. Goodrich mudder at a time.

Only later, while navigating the blacktop that skirts nearby Lake Tahoe, is it apparent Jeep has accomplished its mission. The '07 Wrangler and its ground-breaking 4-door platform-mate, the Wrangler Unlimited, are better but not unfamiliar.

In keeping with brand character, styling is intuitively bold. The parking brake lever has the heft and girth of a truncheon, while the the large, push-button door handles afford the pleasing knuckle room of a circular-saw grip.

(The door handles appear to have so impressed other Chrysler divisions that they are duplicated on the all-new '07 Dodge Nitro midsize SUV, due in dealerships by October.)

With two new roof systems, Jeep owners are more apt than ever to let the sun shine in.

By virtue of the '07 Wrangler's expanded dimensions, soft-top buyers can expect to see more zippers than a urinal at halftime on Super Bowl Sunday.

But the new, 3-panel removable hardtop supplied by Meridian Automotive Inc. is a brilliant design that closes the casket lid on the creaky, molded mullet that capped previous Wranglers. Turn a wing nut or two, release a few clips, and the open-top configurations are almost too numerous to count.

The 4-door Wrangler sports a whopping 116-in. (295-cm) wheelbase versus the 95.4-in. (242-cm) wheelbase for the 2-door model.

The new frame's torsional rigidity is 50% greater than its predecessor, while being 100% more resistant to bending.

The new Wrangler is significantly quieter — by 10 decibels at 80 mph (129 km/h) — but it doesn't approach the level of refinement to which Chrysler lays claim.

The somewhat urbane Sahara edition betrays more pedal buzz than a nest of yellow-jackets. But a certain amount of harshness is expected — even desired — from Jeep.

Off-road, however, it excels thanks largely to outrageous wheel travel made possible by Chrysler's Active Sway Bar System (ASBS).

The 3.8L OHV V-6, while generating a tad more torque than the truly old 4L pushrod inline 6-cyl. it replaces, is rendered smooth and easily managed by electronic throttle control.

And while steering feedback is marginal, the Wrangler remains remarkably forgiving — so much so that even in this most hostile setting, many obstacles can be overcome with the differential left open.

But if you're in a hurry, the front and rear axles can be locked and unlocked, separately or together, by toggling a single button.

Lock up everything, trigger the electronic ASBS and the Wrangler knows just one direction: forward. No matter how many wheels are on the ground.