Jeep Wrangler reviews

2000 Jeep Wrangler Driving Impressions

The Wrangler Sport is a good choice for those who want more power and a higher level of standard equipment. The 6-cylinder engine loses some fuel economy around town, but gets 19 mpg on the highway.

We drove a Wrangler Sport through the Arizona mountains north of Phoenix. Spring runoff had carved deep gullies in the muddy trail as we slogged past Buckhorn Canyon toward Fort Misery. The primitive road wasn't even on our map of Arizona, and for good reason. A car simply would not have made it up the muddy, rutted hill climbs. A big four-wheel drive sport-utility might have gotten through, but not as easily as the Wrangler.

When we turned off the trail and onto Interstate 17, heading south toward Phoenix, we were grateful for the Wrangler's smooth, comfortable ride quality. That's the essence of the newest generation Wrangler. It provides the ultimate in off-road capability without punishing its occupants on the long road back to civilization. It's the right choice for perilous off-road treks like California's Rubicon Trail. But it's also fun for cruising around the neighborhood. And it makes a statement about your lifestyle--or at least what you'd like your lifestyle to be.

The new Wrangler isn't a luxury car, but it isn't the penalty box it used to be. Paved roads seem much smoother. Corners are handled with more dignity. It feels stable at 80 mph. And wet pavement is not to be feared. At the same time, the Wrangler's off-road capability is superior to that of even the legendary Jeep CJ. It's an impressive balancing act.

Wrangler's engineers achieved this balance by replacing Jeep's 50-year-old leaf-spring suspension with a coil-spring suspension. They mounted it onto a rigid new chassis that provides a stable platform for the suspension to do its job. Coil springs provide better handling on and off road and enormous suspension travel. Wrangler's Quadra-Coil suspension boasts an additional seven inches of articulation over the old leaf spring suspension.

Greater approach and departure angles mean the Wrangler can cross trenches and clamber over rocks and fallen trees that would trap the old Jeep. Few vehicles can match the Wrangler's rock-climbing ability. At the same time, it does not feel like a utility truck when winding down a curvy road.

Still, the Wrangler is no sports car. It offers competent handling, but the basic design is essentially that of a truck, with a high center of gravity. Hurrying this or any sport-utility vehicle around tight corners is not a good plan.

We drove a base Wrangler SE model in July 1999 at DaimlerChrysler's Chelsea, Michigan, proving grounds. The short off-road course offers some challenging dirt trails and rocky climbing sections. Where an Explorer would have struggled, it was barely a test for the Wrangler. The 2.5-liter four-cylinder engine does a good job in this element. This engine is entirely competent for getting around town and is an excellent choice if your Wrangler will not be your primary car. Its slender tires work well in heavy rain, snow and mud.

Regardless of model, buyers who contemplate a lot of off-road driving can benefit from optional gas shock absorbers, locking rear differential, front tow hooks and heavy-duty battery and generator. Three different tire sizes are available, including huge 30x9.5x15 Goodyears designed for desert conditions. For all around use, especially snow and slush and rain, skinnier tires are a better bet. We think the best compromise are the optional P225/75R15 Goodyear Wranglers.

Anti-lock brakes are a $600 option. ABS is a great idea if you drive your Wrangler mostly on pavement as it will allow you to maintain steering control of the car under full braking. We recommend it for most folks as it can help you stay away from opposing traffic in a panic stop and maybe save your life. However, highly skilled drivers find that ABS lengthens braking distances on gravel roads as it will not let you lock the brakes, which is somet