Jeep Wrangler reviews

2002 Jeep Wrangler Driving Impressions

The Wrangler X is a good choice for those who want more power and a more comfortable interior at a compelling price.

We drove a Wrangler 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, 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. 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.

On the road, the Wrangler isn't the penalty box it used to be. It offers a reasonably smooth ride. Corners are handled with 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.

Jeep engineers achieved this balance with a rigid chassis and a coil-spring suspension. (Older Wranglers, pre-1997 models, used a leaf-spring suspension that dated back some 50 years.) Coil springs mean less friction and more freedom to fine-tune suspension geometry; the rigidity of the chassis permitted this fine tuning. Coil springs offer 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 it around tight corners is not a good plan.

I drove a base Wrangler SE on a short off-road course at DaimlerChrysler's Chelsea, Michigan, proving grounds. It offered 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. And the SE's slender tires work well in heavy rain, snow and mud.

The inline-6 used on the Wrangler X and other models offers much more power and is the best choice for most buyers.

Regardless of model, buyers who contemplate a lot of off-road driving can benefit from optional gas shock absorbers, a locking rear differential, tow hooks and a 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. A lot of people like 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 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 sometimes desirable in the dirt because a skidding tire builds up a little dam in front of it that scrubs speed off more