2007-2008 Jeep Wrangler: Road Test

Acceleration is not a Wrangler high point: Lackadaisical off the line, Wranglers need generous throttle application to build speed. There's no abundance of passing power, either. Little difference is noticeable between manual and automatic transmissions, or in 300-pound heavier Unlimited versions. The throttle automatically adjusts for off-road use, smoothing progress in severe conditions. Towing capacity is 3500 pounds for the Unlimited, 2000 otherwise. Fuel economy is nothing to boast about, either. Test 2WD Wranglers with manual transmissions averaged 17.5 to 19.5 mpg in city/highway driving, but 21.3 mpg with more highway use. Test Unlimited Rubicon averaged 16.1 mpg in mostly highway driving. Wranglers use regular-grade fuel. Bumpy pavement can trigger a bouncy feel and wayward body motions, but Wranglers are surprisingly cushioned on sharp ruts and ridges. The Unlimited's longer wheelbase quells some of the unwanted motions. Little ride-quality difference is evident between available tire sizes; even the Rubicon's off-road treads and suspension tuning feel reasonably absorbent on broken pavement. Some body lean and noseplow are noticeable in even moderate-speed cornering. Wranglers deliver good straight-line stability, but steering is light and slow in directional changes. Brake-pedal feel is slightly mushy. Off-road testing shows the Wrangler in its best light: Suspension design plus an array of traction-assisting technology, subduing most every obstacle in its path. Despite gruff sounds while accelerating, the Wrangler engine is quiet while cruising. With the soft top, wind, road, and traffic noises intrude. A hardtop calms the commotion, but not by all that much, and its hard-surface headliner leaves the cabin vulnerable to empty-drum echoing. Gauges are unobstructed, but some testers have found them slightly undersized. Climate, audio, and navigation controls are easy to reach and use, though switches for locking differentials and other off-road aids sit too low for easy operation. Sunlight and dust obscure the navigation screen (if installed). Stalks for wipers, turn signals, and headlamps are a bit far from the steering wheel. Power-window buttons are relegated to the central dashboard/rear of center console. Cabins are devoid of padded surfaces-even on the console and door armrests-but the weight and texture of most panels imparts a rugged, sporty ambiance. Front riders get abundant headroom and good cabin width. Seats are firm and generally comfortable, though they need more lumbar support. The two-door's driver's seat may not slide far enough back to suit the long-legged. Step-in is high, but doors open 90 degrees. The Wrangler's soft top is a chore to raise and lower. The hardtop has clever removable panels for true open-air enjoyment. Visibility is obstructed by rear headrests and the spare tire, and on hardtops by center roof pillars and the rear wiper motor. Uncomfortably upright, the backseat is hard and short on thigh support. Foot space is stingy in both body styles. Knee space is tight in two-doors. Unlimited models have 1.6 inches more rear legroom, but it's still not generous. Entry/exit is tough in two-doors, and the Unlimited's small doorways disappoint. Cargo space is minimal behind the two-door's rear seat, but wagon-like behind the Unlimited's. On both, the rear seat tumbles forward for more space and removes for generous volume, but it's heavy. Load floors are flat, but high off the ground. The swing-out tailgate's hinges lack detents to keep it open on slanted surfaces. A large glovebox is handy, but cabin storage is otherwise meager.

Value for the Money
The 2007 redesign was the first in a decade for this SUV icon. While it improved Wrangler in many important ways, this Jeep remains a limited-purpose machine that's definitely not for everyone. Off-road, it's a finely honed tool. On-road, this is best considered a fun-in-the-sun runabout. Of course, that's just what some prospective buyers want.