It’s Here! (Well, Almost…)—2007 Jeep® Wrangler
In the automotive world, there’s something a bit unusual that’s unique to long-lived vehicles.
“New” models seem to last a long, long time.
Take the civvy Jeeps, for example. When you’re talking about a 60-year, continuous production history, the “new” classification becomes somewhat relative. The current TJ hit the scene in 1996 as a 1997 model. For enthusiasts who’ve held a driver’s license since at least the mid-1980s, the TJ is still thought of as the “new” Jeep. Can’t be helped.
Well, this year the TJ can finally move from freshman to sophomore status, because its replacement is on the way. Code named “TK,” the 2007 Wrangler has been completely redesigned—inside out, front to back, top to bottom—yet it hasn’t exactly strayed off the reservation.
In a nutshell, the ‘07 Wrangler is designed to accomplish two primary objectives: improve on- and off-highway ride and handling (characteristics which are usually at odds with each other, but it sounds as if the DC engineers may have gotten the job done), and significantly enhance interior space and passenger comfort. Were these goals met? On paper it sure seems as if that is the case. We’ll have to wait until a comprehensive road and trail evaluation is completed later in the year to make the final assessment.
Foundations
As expected, the Wrangler continues the traditional ladder-frame/steel body configuration. Torsional stiffness of the frame has increased 100 percent, and there’s a 50 percent stiffness increase in the body. Both on- and off-highway, this increased stiffness is a plus. Reduced flex here allows the suspension components to better do their job. On-road, that means road irregularities are more localized to the suspension system rather than being absorbed by the frame and transferred to the body. In short, it’s a big step toward smoothing out the ride.
Additionally, the frame has been configured to provide an extra two inches of wheelbase and a 3.5-inch wider track width, bringing the wheelbase to 95.4 inches and the track width to 61.9 inches. The benefits here will certainly be felt on the highway, particularly in the corners. On-center steering should be one benefit, as well as reduced yaw and pitch for flatter cornering at speed, and a slight reduction in brake dive.
As for the suspension system, there are no big surprises. Front and rear live axles continue, of course, as do leading arms (front), trailing arms (rear), and front and rear track bars, coil springs and stabilizer bars all around. This is all familiar turf, which should make for quick aftermarket integration.
The TK will come in three trim levels—X, Sahara and Rubicon. Standard on the X are 16x7-inch wheels and P255/75R16 Goodyear Wrangler STs. The Sahara comes with 17x7.5-inch wheels and P245/75R17 Wrangler SRAs as standard. For the Rubicon, standard fare is also 17x7.5-inch rims wrapped in LT255/75R17 BFGoodrich Mud Terrains. Interestingly, the Sahara can be optioned with large 18x7.5-inch wheels sporting P255/70R18 Bridgestone Dueler 693s.
While these wheel/tire packages are noteworthy for obvious reasons, they also differentiate the shock packages. Since the X model will be the trim that the none- or occasional-off-road buyers will likely purchase, low-pressure gas-charged shocks come standard. They’re supposed to provide a finely tuned balance between jounce and rebound for better on-road suspension response and a more predictable ride. The 17- and 18-inch wheels available on the X and Sahara, however, come with robust high-pressure monotube shocks with Low Speed Tunable valving for better off-road performance. Across the board, the TK’s lower spring rates should also contribute to a more pleasing on-road experience.
As for steering, the Wrangler still doesn’t get rack-and-pinion, but the recirculating-ball system is engineered with a stiff cross-car steering linkage for precision feel.
Here’s a new one—an optional electronic-disconnecting front stabilizer bar. Jeep calls it the Active Sway Bar System, and it’s designed to deliver a 28-percent increase in suspension articulation. With the front bar connected, the new Wrangler’s Ramp Travel Index (RTI) is 652. Electronically disconnecting the sway bar bumps the RTI to 832. We’ll have to wait and see how well this works, but here’s another example of Jeep cutting into the aftermarket action.
Now, for the performance data all you rock-hoppers are wondering about. When equipped with the 17x7.5-inch wheel/tire package, the Wrangler delivers as follows: 44.3 degrees approach angle, 25.4 degrees breakover angle and 40.4 degrees departure angle. Front and rear axle-to-ground distance is 10.5 and 10.2 inches, respectively. You can check out all of these specs in detail by scrolling to the bottom of the specifications page.
Back for another round are the Dana 30 front and Dana 35 rear axles as standard equipment for the X and Sahara models. The Rubicon, of course, still gets Dana 44s front and rear, along with electronic-activated front and rear lockers.
One final note in the suspension/handling category: All Wranglers will come standard with the Electronic Stability Program (ESP). ESP taps into the ABS system to maintain directional stability. Three different settings allow the driver to customize the ESP response depending on the road and driving conditions. And speaking of brakes, four-wheel discs replace the former front disc/rear drum setup. For off-roading, the ABS enables sustained wheel lock-up. Next »
