Best options platform jeep wrangler

Explore the Best and Worst Features of Jeep Wranglers. The Jeep Wrangler is definitely not for everyone. Whether or not you should own one depends largely on your personality (and your sense of adventure). A sports car enthusiast will not like the Wrangler. Those who prefer the luxury of a smooth ride or leather seats will be highly disappointed. Families with children will prefer the safety and security that other SUVs provide. Some think of a Wrangler basically as a crude form of SUV. But the Wrangler is more about attitude than most other SUVs on the market. With removable doors, a fold-down windshield, removable top, replacement half-doors, holes in the floorboards for hosing out the interior when it's dirty, it's both practical and utilitarian. Pros: Why People Love Their Wranglers. A Jeep Wrangler gives you the freedom to drive (almost) anywhere you want to go. Buying a Jeep also admits you into an extremely active and public fraternity. Whether you're young in age or young at heart, it's the youthful sense of adventure that make a Wrangler a great vehicle to own. And to top it all off, Wranglers hold their value quite well, so you'll get excellent resell value when you're ready to move on. A Jeep Wrangler Can Be a Lifestyle Changer. 4x4 capabilities allow you to drive places you've never been before (off-road, for example!) On beautiful days you can take the top and doors off and feel the wind through your hair.

You may find yourself the object of envy—or at least attention—from other drivers eying You can make your Jeep your own—there are many accessories, options and aftermarket items to enable customization. Owning a Jeep give you a special bond with fellow Wrangler owners you may find instant shared camaraderie with folks you meet around town or even at Jeep events across the U. S., or on Jeep message boards, chat rooms, and listservs. You may find yourself becoming a do-it-yourself mechanic, as repairs are quite simple. You can enjoy driving during all weather conditions and in all four seasons. The Best Things About Owning A Jeep. Classic design unique look Unique styling serves as both an SUV and a convertible Height advantage over most cars—great visibility Good heating system A simply constructed vehicle that's easy to repair Short wheelbase, powerful drivetrain, body size and tight turning ratios are all great for off-roading Small size and light weight, make it a cinch to swing into tight spots Rugged and durable Jeeps last for many years and many miles Handles well on pavement, mud, sand, snow, water, and more Wide appeal Durable interior made for weathering the elements Fun to drive—turns every drive into an adventure Relatively low price good value Excellent resale value Parts are plentiful and cheap for repairs. Cons: Why A Wrangler Might Not Work for You. A Wrangler is definitely a "no frills" vehicle. It comes with few extras—even some of the most basic things (carpet, steel doors, rear seat) are considered options. If comfort, security, and safety are tops on your list of vehicle requirements, you should probably think twice about buying a Jeep Wrangler. Don't be mistaken, a Wrangler not a comfortable "city car" by any means. For many, it's a better choice as a second or third vehicle than as a primary vehicle. And it's more practical for single people than for families with children.

Consider These Things Before Purchasing. If you don't like the outdoors, you won't like a Wrangler. If you're overly concerned about luxury, safety or security, you won't like a Wrangler. If you really need a passenger vehicle, a Wrangler probably won't work for you. If you need space for hauling things (luggage, groceries, etc.), the Wrangler won't do it for you, nor does it have a trunk compartment that locks. If you have a long commute, you won't enjoy the noisy ride. If you want a fuel efficient vehicle, the gas-guzzling Wrangle is a poor choice. If you have a large family, you won't be able to comfortably seat everyone in a Wrangler. If you (or your passengers) are concerned about how you'll look when you get to your destination, then you might not appreciate the "glow" (aka sweat) or "windblown hair" you get from riding in a Jeep convertible. The Worst Things About Owning A Jeep.

Weak acceleration, especially on interstates It's awkward to get into and out of the rear seats, and the front seat requires high step in Lack of cargo space for luggage, groceries, etc. Noisy—road, wind, engine, and tire noise Firm suspension results in a stiff, bumpy ride Rear visibility can be a challenge with the top on Slow steering Tall, boxy profile is not aerodynamic, meaning greater wind resistance and wind noise Uncomfortable front seat positions for taller drivers Outdated appearance of gages and switchgear Even in the summer, the air is cooler than you'd think - must always bring a jacket Small, flimsy doors Rear-view mirror is in the line of vision for taller drivers Windshield wipers remain in the upright position when "off" Base sound system is less than adequate If you're riding without the topsides, you must always be prepared for rain—plastic bags are a lifesaver for your gear Cramped rear seating Lack of side mirrors when you take off the doors Short wheelbase makes highway driving rougher than in larger vehicles Uninsulated roof No lockable trunkcargo area Less practical in colder climates It only seats four Poor fuel economy (typical of SUVs) Making the Final Decision. Whatever you do, don't get a Wrangler as an impulse buy! Instead, do your homework thoroughly. Research it. Test drive it. Test drive other vehicles. Talk to other Wrangler owners and (especially) ex-owners. Make a list of every vehicular need you have and highlight any that the Wrangler cannot provide. Then test drive it again. 10 Best Jeep of All Time. Normally when I put together one of these staff-compilation stories I do so with the iron fist of an evil dictator. I enforc my will upon the contributions of Cappa and Trasborg, tossing their opinions to the wayside when they don't jive with mine and substituting my own reality when applicable. But for this story I took a decidedly more democratic slant, allowing each staffer his say. In the end, the top ten winners were the Jeeps that garnered the most votes staff-wide-not just in Hazel's little world where the sky is green, the stars are marshmallow, and it rains Dr. Pepper every Saturday afternoon.

And remember, we're judging them in stock, as-delivered trim, so don't tell us about how your favorite model is better than what we picked if you only swap in a this or modify a that. So here they are in no particular order-your 10 best Jeeps of all time. It's the last of the real Jeeps that didn't come polluted with an automatic transmission option and miles of needless smog equipment. Some staffers don't really like the CJ-5 body lines, but these years have other good qualities. With a wheelbase stretched to 84- or 104-inches (CJ-5 or CJ-6) to accommodate the longer AMC six-cylinder, all CJ models came with the 232 as the base engine. Optional upgrades were the torquey 258 inline six or a 150hp 304 V-8. Durable T-14A or T-15 three-speed or T-18 four-speed manual truck transmissions and Dana 20 T-cases were better fare than previous years. All of them had admirable open-knuckle Dana 30 (front) and flanged (and centered) Dana 44 (rear) axles. Add to the mix larger 11-inch drum brakes with a power brake option, a much-improved steering system, and stronger frames and they're a natural for this list. They got heavy-duty fullsize truck drivetrain stuffed between the framerails of a midsized truck. They came with a 360 or way-bad 401 V-8, a T-18 or TH400 transmission, and Dana 44 axles (front and rear) from the factory. This is the kind of stuff people spend a lot of time and money swapping into other vehicles. They also have easily-modified suspension that works pretty good on - and off-road.

Make it a short bed model and you'll be able to haul all your camping and recovery gear while still being able to turn and maneuver through some fairly tight and twisty trails. By this point, Jeep had its CJ model all figured out. The run of AMC car-based Model 20 rear ends had dried up, so a 30-spline Dana 44 with an optional Trac-Lok diff brings up the rear of the swan song CJ-7. Sure, the V-8 option of earlier CJs was gone, but the 258 inline six was durable and somewhat-reliable. Add a wide-track, open knuckle Dana 30 front with disc brakes for some more mechanical niceties and the option of a hard top and AC and you've got a very nice mix of vintage Jeep looks, old-world performance, and modern-age comfort and convenience. Come on, the 420hp 6.1L Hemi V-8 makes it the most powerful Jeep ever produced. It cranks quarter mile times in the low 13s, burns a faster 0-60 than a $100,000 Porsche Cayenne Turbo, romps and stops 0-100-0 in the low 19-second range, and is a skid pad (cornering) equivalent of the $130,000 Porsche 911 Turbo. And you get all this for less than $50,000. We can't afford one, but if we could, this is the 5,000-pound SUV we would smoke most sports cars with while hauling three other people and some beach toys. It's also a good way to land in jail or dead at the bottom of a cliff-but what a trip it'll be getting there. Chrysler originally planned on killing off the XJ for the '02 model year, but then pushed the plunger a year earlier than what dealerships were telling us. The impromptu lethal injection sent a ton of people scrambling to buy the last-ever XJ. Drivability, off-roadability, power, room, comfort, capability, you name it, the XJ has it. All the bugs were worked out of an already-reliable platform, with coil-on-plug ignition, a durable drivetrain backing the 4.0L, and very good Chrysler 8.25 rear and Dana 30 front axles. Sure, the factory ran out of the high-pinion XJ axles mid-way through '01 and started using low-pinion TJ axles to fill the build orders, but in stock trim, it's hard to beat one of these little off-road sport machines.

Trasborg's girlfriend owns one, but we don't think that's the only reason he voted for it. Many times a TJ is just too small for two people to take camping for a weekend-unless of course you want to haul your crap outside the Jeep in a rack. But if you want a useful-sized interior and a longer wheelbase for stable climbing, the LJ is your goat. Enjoying much of the standard TJ's replacement part and aftermarket support and laden with top-flight drivetrain components, off-road-friendly lockers, and armor where it counts, the Rubicon Unlimited TJ is an off-road warrior you can live with on a daily basis. Okay, hold that thought, 'cause it's gotta be the Sport model with a 4.0L, NV3550 five-speed manual, and the optional Dana 44 rear axle. The drivetrain is as reliable as an anvil in stock form. It's civilized enough to drive everyday and capable enough to hit fairly tough trails. And don't forget they're kinda the VW Beetle of the Jeep kingdom, meaning that replacement parts can be found in most dark corners of the globe and the aftermarket makes everything and more for 'em. During a hair-raising test drive in the passenger seat, Cappa's then-boss called it an all-wheel-drive Corvette. It had just rained and they were towing an empty 18-foot car hauler while drifting corners like an import racer through an intersection. That made for a pretty fun Jeep. It could go off-road, tow a trail rig, and was civilized and comfortable enough to drive cross-country or take on a date.

Not that the latter ever happens much. Keep in mind the H. O. 5.9L engine put out a fairly underrated 245hp and 345lb-ft of torque to an upgraded 46RE four-speed automatic, and you can see why the four-wheel disc brakes, four-corner-coil suspension, and full-time T-case got a workout whether carving corners through Malibu or playing prerunner in Borrego Springs. Why the CJ-3A over the other flatfender models? Well, we love the grille and military accessories on the MBGPW, but not enough to accept the weak T-84 tranny, Spicer 18 with a 34-inch intermediate shaft, and the smallish and obscure Dana 23 floater rear axle. The early CJ-2As have kinda spindly front frame horns and we hate the factory boxy CJ-2A windshield. The Dana 41 rear axle in many CJ-2As is also a bummer. We'd never own a CJ-3B, the hood and grille are just plain ugly. So for these reasons the CJ-3A is the best of all the flatties ever built. We like the CJ-3A windshield frame, it's easy to swap on an MBGPW grille, it has a tailgate, a T-90 tranny, a good Spicer 18 transfer case with a 118-inch intermediate shaft, an okay Dana 25 front axle, and a decent Dana 44 rear axle. On top of all that the frames aren't too bad if you can find a clean one. We only wish it had tool indents in the side of the body. The two-doors are easier to snake through super-tight trails and the four-doors make most climbs and ledge-filled trails look like child's play. Point is, no matter what your JK proclivity, you can't really go wrong as long as you bypass the 2WD models. There haven't been any significant changes since '07. The Rubicons add a Dana 44 front, a 4:1 T-case and a few other rockcrawl-friendly options, but even the most pedestrian 4WD base model will take you places most vintage Jeeps never could.

Build it up or leave it stock, drive it daily or turn it into a trail rig. It's the most versatile Jeep ever built. Wrangling - Buy The Best Jeep Ever. When the YJ Wrangler first hit dealer showrooms in 1986, it was the Jeep that many CJ owners loved to hate. Ourselves included. But once we got over ourselves, the square headlights, and the lack of “CJ” in the model name, we found a fairly capable Jeep underneath. More than 25 years later, Jeep is still making Wranglers, and we’ve lived the whole thing. Now if you are new to Jeeps, or just looking to buy your first, it is hard to go wrong with a Wrangler. But with over two decades of them to choose from, the pros and cons of each could take you forever to figure out. And asking a car salesman is akin to talking to a politician: they are just going to tell you what they think you want to hear…

and ultimately, what best suits them, not you. Unlike our school years, we actually paid attention to the years of Wranglers and have amassed a lot of information about them. Not only that, but we’ve owned a whole passel of them as well. So who better to help you unravel the mysteries of the Wranglers than us? Read on, intrepid shopper. The YJ Wrangler was the first of the bunch and despite some really good upgrades from the CJs it replaced, it was off to a rough start thanks to some really horrible parts. We’d like to blame Chrysler for this, but the reality of it is that the first Wrangler was actually brought out under the AMC badge. Chrysler bought Jeep that first year and so is often mistakenly blamed for a lot of the issues the early Wranglers had. But the fact of the matter is that we didn’t see Chrysler’s influence until the ’90s, when it began fixing many of the AMC-design shortcomings. We split the YJ up into sections because between the early YJ (1987-1990) and the late YJ (1991-1995), there are quite a few differences. The easiest way to tell the early YJ from the late YJ is the rollbar, but the rollbar doesn’t tell the whole story since it didn’t go from a triangular to a squared-off style until 1992—so you will have to keep your eyes peeled. Generally, the early YJ Wrangler came with a 258ci inline-six with a Carter 2bbl computer-controlled carburetor, your choice of three-speed automatic or five-speed manual transmissions, an NP231 T-case, and front high-pinion Dana 30 with Center Axle Disconnect (CAD) and rear Dana 35 axles without C-clips.

The four-cylinder was a throttle-body-injected unit and made more power reliably than the same AMC four-cylinder it replaced with a different induction system. The ’87 model year was a rough year for the Wrangler. The T-case started out with a less-than-desirable NP207 and the manual transmission choice for the six-cylinder was the craptastic Peugeot BA105 which can be identified by its clamshell-like case. That is, there is a left and right case half and they are bolted together at the top and bottom. Many of these have been swapped out, but keep an eye out for the clams and either avoid them, or bargain the price downward if the Jeep has one. The four-cylinder engine was backed by an AX5. A four-speed AX4 is said to have been the base transmission, but we’ve never actually even seen one. The three-speed auto was a TF904 behind the four-cylinder or a TF999 behind the six. Also unique for 1987 was the fact that the side mirrors mounted to the windshield for the half-door models, and the half doors were available without a lock or key. By 1988 the NP231 was the T-case of choice, but the Peugeot BA105 was still plaguing the six-cylinder. Half-door-equipped Jeeps came with door locks and both full - and half-hard door mirrors were moved to the doors. The Islander package also debuted this year, which featured stripes and stylized suns on the sides and hood of the Jeep. Functional benefits of the package included an up-rated alternator and battery and a larger 20-gallon fuel tank.

The ’89 model year started off with the Peugeot transmission, but by the end of the model year, the manual transmission was a much-improved AX15. All the other drivetrain components carried over unchanged from the previous year. The last year you could get the venerable torque-monster 258ci inline-six in a Jeep turned out to be the ’90 model year. We have heard of people saying they had a 4.0L in their ’90 Jeep, but we’ve never seen it. Sure, maybe the Jeep was made in 1990, but the ’90 model year actually included Jeeps built from about August 1989 through July 1990. If it was built later, it was most likely sold as a ’91 model year Jeep. Drivetrain stayed the same as the late ’89s. The later YJ or ’91-’95 Wrangler (there was no ’96 model year) became more standardized, and there were fewer major changes to the drivetrain. The 4.0L HO six-cylinder was multi-port-injected and backed by either an AX15 or the TF999 while the four-cylinder also got multi-port injection and was backed by an AX5 or TF909 automatic. The NP231, front Dana 30, and rear Dana 35 all soldiered on, but the Dana 35 rear was now equipped with C-clips to retain the rear axleshafts. There was no ’96 model year YJ because by federal law for ’96, all vehicles had to adhere to the OBD2 engine-control protocol and it made no sense for Jeep to rework the YJ with the TJ so close on the horizon.

The ’91 model year can be easily identified by the triangular shape of the rear of the rollbar and the 4.0L High Output sticker on the rear of the tub. It was the only Jeep to leave the factory with this combination of parts. For 1991, Jeep also went from a cable-driven speedometer to an electronic speedometer, and it was the only year that the sending unit used only two wires. The addition of the HO engine was celebrated by bringing back the venerable “Renegade” edition Jeep. However, the celebration must have included some heavy-duty drugs because the fiberglass front and rear bumpers as well as fender coverings and flares just don’t lend themselves well to actual wheeling. The heater blower motor also got an increase in both size and power, resulting in better heat from the factory. A few changes showed up for the ’92 model year, with the most notable being the rollbar. Gone was the triangular-shaped rear downtubes that all Jeeps before had, replaced by a square shape. This was done so that rear seat passengers could have three-point shoulder harnesses. This is also the only year that the square rollbar showed up without a high-mount third brake light. The speedometer sending unit used three wires, and gone was the dash-mounted factory clock. Instead the fifth gauge location in the center of the dash ended up with a big 4WD indicator light. The ’93 model year picked right up where the ’92 year left off drivetrain-wise, with the only addition being a standard high-mount third brake light, which was standard on Wranglers going forward. Many of these have hit the scrap pile by now, but if you are trying to ID that square-caged YJ, check to see if the factory spare tire mount has holes drilled in the top.

Antilock brakes showed up as an option, but they are horrible off-road, so either avoid a YJ with ABS, or plan on removing the system. The ’94 model year saw no major changes in the drivetrain. One minor change which makes life a lot nicer is that the pesky hydraulic clutch throwout bearing was thrown out in favor of a more-reliable masterslave cylinder configuration with the slave cylinder being mounted on the outside of the bellhousing on the driver’s side. The full steel door Jeeps went from tiny unusable mirrors to the same mirrors that Jeep had been installing on the half steel doors since ’88 models. By the 1995 model year, Jeep had basically figured it out and changed nothing. You can tell some later ’95 YJs apart by their hoods, however. Most YJs had two upside-down U-shaped rests for the windshield to rest on when folded down. These were accompanied by a metal footman loop. Some late ’95s ended up with hardware we associate as TJ parts—that is, the upside-down U’s were replaced by rubber bumpers, and some of the metal footman loops were replaced by larger plastic-covered units. It might sound weird, but the TJ Wrangler was the first Jeep that Chrysler designed. Weird, because it didn’t come out until 10 years after Chrysler had bought Jeep. The overall dimensions were basically the same as the YJ and CJ-7 that came before it, but the TJ Wrangler caught a ton of heat for its plastic car-like dashboard.

Fortunately, round headlights came back and the suspension was the best yet in a Jeep. It out-handled and out-performed every open-top Jeep that came before it, and for the first time, 30-inch tires were available from the factory. The TJ was also the first short-wheelbase Jeep that the windshield wipers weren’t in direct line of site when parked. Instead, they rest on the bottom edge of the windshield. The soft top is much easier to put down than any Jeep before and while the hardtop lost a few pounds, making it easier to remove, the full steel doors gained a few pounds for an overall wash when topless weather rolls around. It is also the last Jeep with a steel grille. The introductory year saw several running changes, many of them having to do with the wiring which can sometimes make tuner compatibility a problem. The four-cylinder was backed by the AX5 manual or 30RH three-speed auto and the six-cylinder backed by an AX15 manual or a 32RH three-speed auto. Like the YJ before, the automatics aren’t bad transmissions. The new transmissions had a lock-up torque converter to help drop engine rpms, but with no real Overdrive gear the engine revs higher on the freeway than the manual transmission models. From there, power went out through an NV231 to a low-pinion, non-CAD Dana 30 front axle and a Dana 35 rear axle.

A Dana 44 was available on the order sheet, but due to manufacturer’s availability issues you won’t see a lot of ’97s with rear Dana 44s. This was also the only year that the cowl had three sets of vents for the heater intake. Inside, heater controls were two sliders and a twist knob for blower motor speed and many steering wheels got one-piece airbag covers. Under the hood and body there wasn’t much of a mechanical change for the ’98 and ’99 model years. Outside, the cowl vent stamping was reduced to one vent opening because owners of ’97s were having issues with water coming into the cab. While identification can be made on the cowl panel, don’t bet your last dollar on it because unlike all other Jeeps, this piece of sheetmetal is removable and can be swapped from year to year. The only notable difference inside the Jeep came for the ’99 model year, where the heater controls went from two sliders and a knob to three twist knobs. Only minor mechanical changes were made for the ’00 through ’02 models, with the easiest to see being the deletion of the distributor in the inline-six cylinder-equipped Jeeps. Instead, there was a sensor and a coil pack rail. It was intended to provide more accurate spark firing, but the early ones are known for sporadically throwing misfire codes. As a bonus, no distributor cap to get wet meant the engine could run in deeper water crossings than ever before.

A change that isn’t so noticeable until you drive it, is that the AX15 was gone in favor of an NV3550 which featured a lower first gear and was supposed to be a stronger transmission overall. In practice, however, we’ve found the AX15 to be a quieter and more reliable transmission. Automatic transmission options and four-cylinder drivetrains were the same as previous years. Wiring for these years is greatly simplified compared to the ’97-’99 models and much cleaner under the dash and hood. In 2002 the HVAC heater box was changed, and the blower motor no longer poked through the firewall. Instead, like older CJs, the blower motor was in the passenger compartment by the passenger’s feet. For ’03 models, a 2.4L inline four-cylinder replaced the 2.5L that dated back to the AMC days and gone were the three-speed automatic transmissions, replaced with a four-speed 42RLE. The 42RLE solved the high RPMs on the highway but the torque converter is too loose for low-range crawling which means that once again we prefer the manual transmission, which was still the NV3550 behind the six-cylinder, but behind the four-cylinder you will find a new five-speed NV1500. The factory transmission skidplate also grew to accommodate the larger transmission and optional larger T-case. Read: now drags on more stuff. Inside the center dash pod changed to accommodate four switches and the rectangular stereo opening was rounded out as compared to previous years. The optional rear sound bar of previous years became sound pods.

Front seats were redesigned and resulted in a 1-to-2-inch lower seating position, more plastic was added around the windshield frame, the rollbar padding got thicker, and the rear fold-and-tumble rear seat was the easiest yet to fold-and-tumble. However, that easy folding and tumbling came with a weight penalty, and the newer seat is a pain to get out of the Jeep. The fastest way to differentiate an ’03-’06 Wrangler from a ’97-’02 TJ is by way of the door mirrors. Early TJs used the hand-me-down cast metal YJ mirrors, while later TJs featured plastic mirrors. We normally hate plastic replacing metal, but the newer mirrors stay aimed much better. But the big news for 2003 was the Rubicon Package. Checking that box on the order form got you a six-cylinder engine and your choice of transmission. But downstream of the transmission all the drivetrain changed. An NV241OR with a bigger chain, stronger case, factory slip-yoke eliminator, and 4:1 low-range was included in the package. The bigger T-case handed power off to front and rear Dana 44 axles with 4.10 gears and air-actuated lockers controlled by in-dash switches. Aluminum rocker guards, wider fender flares, 31-inch Goodyear MTR tires on 16-inch wheels, and Rubicon badging rounded out the package.

Used Rubicons tend to fall into one of two categories: either beat to hell, or owned by a soccer mom and never wheeled. Try to find the latter one. There wasn’t much of a change in the drivetrain, body, or interior for 2004. Oh, wait, except for the introduction of an Unlimited model. The Unlimited quickly became a newer generation CJ-8 in terms of used prices which are stupidly high. The wheelbase was extended 10 inches and the body grew 15 inches leaving a nicer on-road ride and way more interior space. The Unlimited was dubbed LJ by the press at the time, but the actual internal model designation is TJ-L. Checking the Unlimited box meant you got a six-cylinder (no four-cylinder Unlimiteds), and a rear Dana 44 with disc brakes and a limited slip differential. Otherwise, the T-case and front axle, as well as the lockers with the Rubicon package, were the same as the shorter TJs. The LJ actually showed up early in 2003, making it a mid-model-year introduction but most just say it was an ’04 introduction. While there was a manual transmission on the books (NV3550) available behind the six-cylinder, in practice they were hard to find on dealer lots and might be rarer today in the used market. The four-cylinder still had the NV1500 behind it. The biggest functional change for the ’05 and ’06 model years was the introduction of a six-speed manual transmission. The new NSG370 could be found behind both the four - and six-cylinder engines. T-case and axle options were the same as earlier years. However, the engine management system changed with additional O2 sensors and an additional air intake sensor.

That means that some tuners, headers, and air intakes are specific to these model years. It isn’t uncommon for these Jeeps to kick codes for upstream or downstream O2 sensor issues unless they are babied all the time. When the JK was introduced, it was the first universal Jeep offered from the factory with four doors in addition to the regular two-door model. The only available engine in the U. S. was a 202 hp 3.8L V-6 with your choice of a six-speed NSG370 manual or four-speed 42RLE automatic. The standard T-case again was an NV231 with the NV241OR as an option in the Rubicon. Both ’cases are bigger and stronger than what came previously. The Rubicon package found its way back with the same 4:1 ratio in the T-case and 4.10 gears in the front and rear Dana 44 axles. The Rubicon models were tweaked with lockers that are now electronically actuated and front sway bars that have an electronic disconnect feature. For the first time the speedometer doesn’t take a signal from the T-case, but rather from speed sensors at the wheels. Also, many of the vital systems are computer-controlled for your safety. ESP (Electronic Stability Program) and TPM (Tire Pressure Monitor) both make modifications more difficult. No longer is there a throttle cable, but rather the throttle body butterfly is opened by an electronic stepper motor and the gas pedal is attached only to a wire. While this eliminates surging when off-road on uneven terrain it also leads to a feel of a delay between pressing the gas and the Jeep moving. The first year of the JK Wrangler had some teething issues.

Some owners report electronic malfunctions. We’ve heard of everything from the ESP freaking out and stopping the vehicle from running to wheel sensors misreporting speed. There were actually several TSBs for the ’07 Wranglers and if you are looking at one, run the VIN past your local dealer to see if it needs work done. The Dana 35 was put in the JK but didn’t last too long with most of them ending up with a Dana 44 in the rear. Also, the Dana 44 itself changed towards the end of the year which means early ’07 parts might not work in later Dana 44s. We’ve had quite a few shops tell us horror stories about oiling issues in the early 3.8L engines and having to rebuild relatively low-mileage engines because of it. There were some issues early on with hardtops leaking and with mirrors denting the cowl. Between the functional and cosmetic issues, we’d advise you to stay away from the ’07 Wrangler in the used market. Our ’07 hasn’t had a lot of electronic spaz-outs, and the mirrors don’t hit the cowl, but our engine is hurting and might be in need of a rebuild. The next couple of years of the JK mellowed out a bit with less problems overall. The drivetrain was the same as originally offered, and the interior and exterior didn’t change aside from some color and sticker options.

The ’09 models had HSA (Hill Start Assist) and TSC (Trailer Sway Control) available as options. For this model year, the drivetrain soldiered on pretty much unmolested as did the body and interior. Again, some color options changed. The soft top was redesigned to be easier to fold down and the sunvisors were different than previous years. We think of this year as a prep year. The drivetrain stayed the same as previous years, but the interior and some exterior items were redesigned. A new steering wheel, seats, center stack, windshield, and dash and seat fabrics and plastics made the ’11 Wrangler much more refined than anything that came before. The fit and finish seemed better, and these Jeeps just seemed better put together overall. We think of it as a prep year because while it is a better Jeep than before, it didn’t solve our one gripe with the platform. We think Jeep was just prepping for what was to come. The big news here is the engine and automatic transmission. Gone is the 3.8L, replaced by a 3.6L Pentastar V-6, which was rated at 285hp and 260 lb-ft, blowing all previous six-cylinders out of the water.

The six-speed NSG370 manual transmission returned, but the bigger story in our book was the five-speed automatic (W5A580). It shifts well without big gaps between gears, doesn’t do the Jeep-hunt on the freeway, and is decent off-road in low-range. The Jeep-hunt is something any Jeep owner with an overdrive automatic is probably used to. That is, the transmission constantly shifting in and out of overdrive on the highway as though hunting for the right gear. Besides the engine and new transmission, T-case and axle options were the same as previous years. As we go to press, one significant change in the option packages is the Moab edition for 2013. Sure, you aren’t likely to find it used anytime soon after you read this, but a rear locker with an NV231 T-case is worth mentioning. Which Platform Will the Jeep Wrangler Pickup Use? We know it’s coming. Jeep CEO Mike Manley, while speaking at the North American International Auto Show, definitively stated the next-generation Wrangler will spawn a pickup. However, nobody has said anything about what the soup base for this new Wrangler stew is going to use. When Jeep showcased the Gladiator pickup concept way back in the DaimlerChrysler era, it was built using Ram 1500 framework.

It was a truck converted into a Wrangler essentially, instead of a Wrangler modified into the pickup format. While it’s been a decade since that concept saw the light of day, its recipe might still be the one uses for a modern-day incarnation. There’s evidence to support that claim, but — be warned — there is also speculation ahead. Initially, the pickup was intended to coincide with the release of the updated JL Wrangler. Then Manley told The Detroit News that the JT pickup — which hasn’t yet given an official name — wouldn’t begin production until the end of 2019. This will follow ’s conversion of its Toledo North Assembly Plant from unibody to body-on-frame production. During retooling, current JK Wranglers will continue assembly at the complex’s South Assembly Plant. However, Automotive News’ Fiat Chrysler expert Larry Vellequette says he has inside information that the Southern Plant is shutting down in April 2018 specifically because the JT pickup is too long for the paint shop at the Ohio factory. That doesn’t exactly convince me that will use 1500 architecture. After all, who wouldn’t have thought the Wrangler pickup was going to be a longer vehicle? Early spy shots show it looking several inches longer than the JK, and that could just be down to the addition of the bed and some overhang. It isn’t quite an a-ha moment, but Vellequette also reminded readers that CEO Sergio Marchionne has mentioned the possibility of Mexican Ram production returning back to the United States — especially if Donald Trump begins throwing around those import tariffs he’s been talking about.

may even already be making plans to repatriate its trucks. If so, platform sharing the JT with the 1500 would make good financial sense. The bottom line: we still don’t know if Jeep’s pickup will use the next-generation JL Wrangler frame, the older JK chassis, or make use of Ram 1500 framework. While this news does make the latter option possible, it’s by no means an assurance. In the end, it might not even matter. Wrangler loyalists are exactly that — loyal. Provided it looks and feels like their beloved 4ࡪ, it should sell regardless of what underpins it. (Although, I’m curious which platform off-road enthusiasts prefer to see.) Recommended. 29 Comments on “Which Platform Will the Jeep Wrangler Pickup Use. ” need a midsize pick up in the US market. Using the Wrangler will distribute costs and manufacturing across a larger number of vehicle model variations.

Using the Wrangler will allow for lower production numbers to remain profitable. A stretched Wrangler would be the most economical answer. Plus if Ram decided to offer a compact FWD unibody trucklet (I have no idea how likely that is), they wouldn’t be stepping on Jeep’s toes and vice versa. Drzhivago138 – as long as fuel prices stay low and Import tariffs stay high, we won’t see a Ram trucklet. The Ram 700Strada would not sell in significant numbers to warrant setting up shop in the USA. It would be viable in Mexico under NAFTA with sales to North, Central and South America but the current administration’s views means that isn’t even an option. The Wrangler chassis could be used by Ram. Just add IFS. Let me be the first to say that tapping Ram for its Wrangler pickup platform is absurd, on so many levels. Here is one – The point of a Wrangler PU is to extend the nameplate and capitalize on its exploding popularity. A Ram-based Wrangler pickup would alienate far too many buyers. will not put the Jeep brand and Wrangler nameplate in such peril. As long as it has a solid front axle and the same 4WD expected of the regular Wrangler why does it matter what frame it uses?

Unless I’m misreading this. It would be much cheaper to use a Ram chassis adapted to using a solid front axle than it would be to stretch a Wrangler Unlimited frame. If they were to use the current Wrangler unlimited and keep the frame length, the box would be next to useless. A reg cab Unlimited would have okay box length but that would be a sales flop since most people want a crewcab. Ram frame is too wide and is meant for ifs. Extend the JL frame and all the forward cab bits and engine bay packaging don’t change. Only things that change are drive shaft length and rear body panels. It will be longer than the JL unlimited thus allowing a crew cab with appropriate bed. That’s why it’s cheaper to piggy back off the Wrangler. I’m not in the auto mfg biz, but if the truck is a ‘Wrangler’ truck, that is contrary to logic. If does anything other than add some length and beefing up the back half of an Unlimited frame I’ll be shocked. The goal of a JT is to capitalize on the Wrangler’s popularity and squeeze more money out of the platform. Starting with a Ram 1500 frame doesn’t accomplish that.

Now, if they wanted to make a 1500 into a full size Jeep Gladiator, I wouldn’t complain. A 1500 with Power Wagon like drive train would be close to a Jeep but the whole truck would be a pretty large vehicle on Jeep trails. What they need is a Dakota frame with Wrangler underpinnings. I think what they will do is add a section to the frame of the Wrangler and put a bed on it. I guess they could do a unibody(ish) like the old Scrambler but I don’t see that happening. Chassis are not interchangeable. Adopting a Ram frame would necessitate the redesign of the entire vehicle, making a Ram-based Wrangler pickup very expensive and a Wrangler in name only. The all new Wrangler has been designed from the outset with a pickup in the lineup. Seth Parks – I was assuming that did not have a Wrangler truck pre-planned with the next Wrangler chassis. If they already have that engineering in place then a Wrangler chassis makes sense. IIRC the Titan and Frontier globally share chassis design. So it wouldn’t be that far fetched. The chassis design between the Titan and Frontier are differnt. The Alpha platform is a platform of differing chassis design to use the same production line.

Nissan and Mitsubishi are using one line in Thailand to produce the Navara and Triton. Two different chassis designs. The Frontier and Titan obviously don’t share a “frame”. A platform is more about location of the engine, driveline, fuel tank, brake lines, and other major components. When they have the same location and the same build sequence is followed, those vehicles are said to be built on the same “platform”. They can run down the same assembly line. It’s possible to run a front solid-axle and an IFS on the same “platform”, with just swapping frame, just as a manual trans and automatic take slightly different frames due to differing mounting brackets, etc. Meaning Wrangler buyers wouldn’t realize it shared a Ram 1500 platform. Are you sure the Titan and Frontier didn’t share a frame (I assume the new Titan doesn’t). People would bolt the suspension stuff from Titans on the Frontier when building off-road stuff to get a wider track. Figure Titan and Frontier frames aren’t interchangeable, like a manual trans Frontier frame won’t accept an auto trans. You can swap-in Titan A-arms on a Frontier, but the leaf-spring mounts are very different, Titan to Frontier.

There’s also different cab mounts, shockstrut mounts. The Raptor uses wider frame than the regular F-150 line, but clearly the same platform. The all-new (current) Titan is still an Alpha platform. Has it bee confirmed that the Jeep pickup will actually have Wrangler in its name? I hope the Wrangler name is kept for the pickup. The Wrangler name can only benefit marketing. “from unibody to body-on-frame production” Score one for BOF! :) I do believe (hope) realise the Wrangler to remain successful needs a full chassis. This makes for cheaper product variation. The only other flexible option is using a chassis similar to the XJ. This allowed for the Commanche. Ram is too big.

I think Wrangler owners want the flexibility of the pickup but without the size. A midsizer makes sense here. You don’t massive towing capacity either, some dirt bikes or SeaDoos on a small trailer fits the mold. Yes. Add size to the gaggle of reasons will not graft a Wrangler pickup to a Ram frame. Do you guys realize that MOPAR already makes a kit to convert a 4 door Wrangler into a 2 door pickup? Looks pretty good, and doesn’t even take much time to install. I worked for a year on the Wrangler pickup truck at before someone from outside the company pointed this out to me. No one else on the program knew about it either. I don’t think actually makes the kit. It’s the AEV kit that Mopar now resell. I hope they stick with a size that is close to the current Wrangler Unlimited, however I would like to see a drastic improvement in the towing capacity. I would gladly exchange some rock crawling ability to tow 5,000 – 6,000 lbs. Most important feature to remain needs to be the removable top!

Saarnin I think that would be as simple as retuning the suspension somewhat, less emphasis on articulation, more on load-bearing. The JKU has got a decently long wheelbase, minimal rear overhang, and a decent powerplant to do light-medium towing with. We have heard this before. Seeing a picture and reading an article about a Jeep truck is not the same as seeing one in the wild. Back to TopLeave a Reply. You must be logged in to post a comment. Find Car Reviews By Make. Receive updates on the best of TheTruthAboutCars. com. Best options platform jeep wrangler Please support our sponsors and let them know you heard about them on WranglerForum.

com. 2015 JKUR Hard Rock - Anvil. 2000 TJ 2.5l, 2" OME Lift, Winch, Adjustable Control Arms, Rokmen Gas Tank Skid, Warn Sliders, CCFabs 3" Hood-lines, Engine Skid, Rock Crawler Bumper Front & Rear. $1500 extra he'd have to pay if he doesn't get the Rubi. For sway bars, that's. $150 (non-push button) for a non-Rubi. Rock rails will cost. $350. If he wants lockers too, that's another. $1500 for two or $750 for just the front. $3000.00, so it doesn't make a ton of sense to add lockers to a Sahara. OTOH, if he wants few comfort upgrades, the sport is. $6000 less than the Rubi and he could add almost everything (minus the transfer case) and still come out a few grand ahead.

Sold:2014 Anvil JKU Mutt. $1500 extra he'd have to pay if he doesn't get the Rubi. For sway bars, that's. $150 (non-push button) for a non-Rubi. Rock rails will cost. $350. If he wants lockers too, that's another. $1500 for two or $750 for just the front. $3000.00, so it doesn't make a ton of sense to add lockers to a Sahara. OTOH, if he wants few comfort upgrades, the sport is. $6000 less than the Rubi and he could add almost everything (minus the transfer case) and still come out a few grand ahead. 2015 JKUR Hard Rock - Anvil. 2012 jk 6sp, 35" Hankook MT's, 2.5" Rock Krawler max travel, Rancho 9000's, bushwacker flatties, F&R Rubi Dana 44's w RCV's, chromoly shafts, 5.13 gears, AEV snorkel, Spod, Ace sliders & rear bumper, skid plates, Fab fours diff covers, RR front bumper, Q9000s winch ***SOLD. 2013 Wrangler Sport S - JKUR Shocks & Springs | AEV 2.0 Lift | 6 Speed | Rear LSD | 3.73 Gears | 31570R17 Duratracs.

2015 JKUR Hard Rock - Anvil. Copyright ©2000 - 2017, vBulletin Solutions, Inc. Search Engine Optimization by vBSEO 3.6.1. vBulletin Security provided by vBSecurity v2.2.2 (Pro) - vBulletin Mods & Addons Copyright © 2017 DragonByte Technologies Ltd. Best options platform jeep wrangler Choosing the best Jeep 4x4 is a daunting task, but hey. someone has to do it. right? Subjective. Heck Yeah! How did I go about the decision making process? In a nutshell I incorporated a decision making matrix with a cognitive theory base. followed by a selective reasoning analytical method of critical thinking processes. ARE YOU KIDDING? I just picked the Jeeps I liked the best. So let's get on with it. I chose the following 5 Jeep 4x4 rigs based on my experience and the experience of other trusted Jeepers.

so don't throw rocks at me if your favorite Jeep is not selected. (Write in your own choice(s) for Best Jeep Ever . Just Click Here To See How) In no particular order of preference my Top 5 Jeep 4x4 winners are (drum roll please): 1) The Military Willys MB (1941-1945) Reasons: I love anything to do with military history and the proud Jeep heritage from it's birth to it's contribution to the WWII victory. Great simplicity of design and function. 2) Willys Pickup Truck (1947-1965) Reasons: Tough. classic Jeep lines and downright cute for a pickup! Seeing these trucks restored is a real treat. 1962 Willys Pickup. 3) Jeep CJ7 (1976-1986) Reasons: Vast improvements over the highly successful CJ5 much of which centered around more comfort, more room and better handling characteristics (longer and wider). 4) Jeep Cherokee XJ (1984-2001) and Jeep Comanche MJ Pickup (1986-1992) Note: Both the Cherokee and Comanche were chosen together due to the similar platforms shared by both vehicles. Reasons: The XJ Cherokee has great functionality in a relatively compact size, with good utility and economy and all the pieces to make a terrific off road rig to boot. The Comanche MJ shares most of the XJ's attributes, but in a Pickup truck configuration. 1989 Jeep Cherokee XJ. 5) Jeep Wrangler TJ (1997-2006) Reasons: The Jeep TJ was the beginning of a new era for the "universal" style Jeep with more civilized on-road handling combined with much off road improvements as well.

I like the TJ and much of what followed. 1999 Jeep Wrangler TJ. So there you have it! Larry's Top 5 Jeep 4x4 Winners. The Best of the Best! Okay. I laid my Jeep 4x4 preferences on the line. Read What Others Say InTheir Best Jeep Stories. Click on the links below to see some great stories about the Best Jeep(s) ever . They were all written by other visitors to this page. Not much to say. I just love my Jeep.

It's all original except this baby is driven by a 1UZ FE VVT-I 4.0 V8 290 hp Lexus engine and a 5 speed auto &hellip Shattered my lower back in 2007 and have had 3 fusions since. Now, I've always loved Jeeps, CJYJTJM. A.S. HWrangler style. And I've always loved motorcycles, &hellip It obvious and very well documented that the Willys Overland (WO) and Jeep brand of vehicles are some of the very best, most original utility vehicles &hellip This story is about my father's beloved 1959 Willys CJ5. This Jeep has some history and a fantastic story behind it. It all started when it got imported &hellip Learned to drive the M151M151A1 on the same course used for Armored Personnel Carriers M113. Seemed the course would always have a mud bath to &hellip My '79 Jeep Cherokee Chief (I bought new) is my all time favorite of every cartruck I've ever owned. Great 360 engine, turbo 400 tranny, great seats, &hellip I have a Wrangler Sahara 1997 with the 4.0L six and 5-speed manual transmission. It is fully loaded. Other than the typical rust these Wranglers &hellip Tougher Jeeps are the full size Jeeps from the late 60's up to the early 80's. Coolest ones are the older '41-'50 style Jeeps. My number one pick &hellip Well it goes like this. I met a girl and she was all crazy about 4x4ing and camping. I hit the jackpot and I thought to my self, I need to start my &hellip My first favorite Jeeps are the "Follow Me" Jeeps, used during WWII to guide aircraft on the tarmac.

My next favorite Jeep is the CJ, then third &hellip The Jeep Cherokee XJ was born in 1983 first introduced and built as a downsized Wagoneer (that bore no relation to previous models) by the American &hellip My favorite Jeeps to start off with are the Jeep J-10 and the CJ8 Scrambler. The J-10 is one of the first full-sized pickup trucks made by Jeep, &hellip My pick is the 1985 CJ! Larry's Comment: Paul. as you may have noticed, the CJ7 was also my pick as one of the "Top 5 Best Jeeps Ever". &hellip I have a Jeep Comanche MJ and a Wrangler TJ. I bought the MJ in Florida. I was looking for a 4-wheeler. I went to a lot and they only had 3 4WD's &hellip This Willys 1964 model Jeep was bought by my grandfather when my father got married. My grandfather was in the British Army and after his retirement he &hellip A number of years ago, we decided to forsake the winter freekin' wonderland of Northwestern Montana for the desolate broiler of Southeastern Arizona. &hellip Are you really not going to consider other brands? Jeep is great, but come on let's be serious. Is there any, and I mean any logic to this thinking? &hellip I have always loved the CJ 5. My father used to own one and it was so much fun to drive around and even go offroading in. I like the CJ 5's more &hellip First off the YJ Wrangler is the black sheep in the family with square headlights, and it is viewed as the stepping stone in between the CJ dynasty &hellip I know there are stacks of nice shiny "superb handling" 4x4's out there, and that's all great & good. So why is it my '96 XJ worth approx. Ј500$300 &hellip The best Jeeps were the first Willys. The starter and battery were mounted up high in the engine compartment.

Great for deep water. Very simple to &hellip Worked for Jeep for nearly 21 years and have owned over 50 of these great vehicles. Currently have a 1944 MB, 1982 Scrambler, 1989 Wrangler Islander, &hellip Raising Cattle in Northern Minnesota is not an easy task. Winter comes and cattle and horses must have feed brought to them. Not having a Tractor &hellip First, I agree. They are very good Jeeps. I love everything about Jeep, but Fiat will probably kill that. Whatya expect from imports. Anyway, Here &hellip As far as I'm concerned, the top 5 Jeeps were the CJ-5, CJ-6, CJ-3B, CJ-3A and the CJ-2A. I also like the M-38, don't care for the MB or GP. The &hellip The Indian Mahindra CJ500D 4X4 (even the 2 WD) with the International diesel (MD 2350) was the crudest jeeps of all. When in the 1990's I changed over &hellip I had a 1980 CJ-7 Laredo.

Got a job and drove from Connecticut to Illinois pulling a tandem axle U-haul with everything I owned and a few choice &hellip My first experience in a Jeep was my friend's, father's 1963 Willys pickup truck. That truck plowed the streets of our town, (a very hilly town) &hellip I have a 59 CJ5, and I call my Willys "Willy". It's mostly stock and I added Saginaw steering. The body is rough, but it kicks butt off road. &hellip This is the pic of my 2002 Jeep..it is very fast on the highway..be careful minimize ur gas..7080..mph is enough for u. but I go 90mph some &hellip Got the Jeep for 2000 dollars and started to work on it. Over the past 6 years lot of money and effort put into it, and made it a handsome street &hellip The best and most universal on roadoff road Jeep ever is the TJ for sure. I drove thousands of miles in my TJ through off roads and went back thousands &hellip I've owned 6 CJ5's a Wrangler and now a Cherokee and loved them all! I'd kill for a 2006 Rubicon! Larry's Comment: Might be better to save &hellip Larry's Comment: Mike sent his "5 Best Jeeps Ever" choices listed below..and a few more: 1) The Bantam "Old No. 1" Pilot Jeep 2) CJ2A-1947 &hellip It has a V8, Dana 44, and a Ford 9 inch.

Larry's Comment: Although this page is about the "Best 4x4 JEEP" I thought that Chad's 1972 Ford Bronco &hellip It was 1973 when a very good friend of mine bought his first CJ5 - I was 19 and he 20. When we went anywhere, we took that jeep and in February of 1974, &hellip Mahindra MM550XD - Invincible Indian Army Jeep is based on the CJ series from USA. This vehicle has a Dana Transfer Case and a Peugeot 2.5 Liter Engine &hellip It had a huge cargo capacity wedged onto the original (albeit slightly stretched) frame. What more can you ask for? Seating for 5? It has it, and &hellip My 1996 Jeep Cherokee is the greatest vehicle I have ever owned. It runs smooth and has never let me down. This jeep has gotten my family safely through &hellip My favorite Jeep of all time is the unattainable one - the Jeep Hurricane. This beast of a Jeep is powered by not one but a PAIR of v8 5.7 liter OHV &hellip In my opinion the 2005 Jeep Liberty has to be the best Jeep 4x4 i have ever driven. The interior is comfortable, and classy, and the ride is consistently &hellip The Jeep Liberty 4x4 is the best Jeep 4x4 of all time. I especially like the high roof because it makes it easy to get my daughter in and out of her &hellip The best Jeep 4x4 ever produced is the CJ model. This model is the most adaptive and most easily modified body. The new wrangler models have a great &hellip Purists will always argue the best was the first and the Willis jeep ( willys-mb. co. ukimagesworld-war-2-jeep-s. jpg) is not only a classic &hellip The Best Jeep 4x4 Ever: The Grand Wagoneer In my opinion, the best Jeep 4x4 ever built was a vehicle which is no longer produced and which largely faded &hellip Doing a site search is the easiest way to find specific info on my site. Show and Tell Us About Your Jeep.. New, Old, Restored, Project, Any Condition.

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