When we received the invite to join Jeep on the Rubicon Trail for the unveiling of the new JK we jumped at the chance and immediately returned our RSVP. We know there has been allot of trepidation from the hard core Jeep fans as they worry that the new Wrangler will become just another pavement pounder. Well we wanted to find our for ourselves and the Rubicon Trail would be the perfect place.

This is the 2 DR Jeep Wrangler Rubicon that we would drive up Cadillac Hill.

As it came closer to the event we found that our experience would be limited to only a short piece of the Rubicon Trail. We would take a helicopter into Rubicon Springs then drive the new Jeep JK up Cadillac Hill and out to Lake Tahoe. It wouldn't be the same as tackling the complete trail but we knew there was still a few challenging obstacles on this portion of the trail.

Design

After arriving at Rubicon Springs and being treated to a steak that could have fed 6 people we were able to talk to the designers and engineers who worked on the new Wrangler. Some key points they made numerous times is that a primary objective was to retain the Wrangler's off-road capabilities while refining the on-road ride. Along these lines we found out that the Dana 44 in the front of the JK is a high pinion version and note ably stronger than the 44 in previous generation Wranglers. The Dana 44 units are not just wider, they are stronger. You will find larger pinion shafts, larger pinion bearings, larger axle gears, and larger ring gears.

Suspension

The suspension is a 5 link setup similar to the previous generation but with longer control arms and lower spring rates. No, current lift kits will not fit. You will also find that the control arms are mounted outside the frame rails to allow for the fuel tank to be mounted centrally inside the frame. The shocks are angled inward to allow more consistent damping when loaded or unloaded. The biggest first for the JK is a new electronic disconnect for the sway bar similar to what is on the Dodge Power Wagon. With the sway bar disconnected the JK will score an 832 on a 20 degree RTI ramp. Heck, I have seen a number of unsuccessfully modified trail rigs that fail to hit that number.

Also underneath the JK is an upgraded Rock Trac NV241. We understand the Rock-Trac case has been beefed up considerably over previous models. Just remember that you need to order a Rubicon model to get the Rock-Trac with 4.0:1 low range. The hard core crowd will be glad to hear that both ends of the case are mounted to drive shafts with CV joints rather than sliding yokes which can be a real headache out on the trail.

Electronics

New for the JK is what Jeep calls Brake Lock differentials (BLD's). If you have spent any time on the trail you have probably learned the technique of applying brakes when you have one tire completely in the air and uselessly spinning. Well the JK will do this for you automatically as it is part of the new ESP program. And it will use different calibrations when in 4WD low vs on-road operation. If you have a Rubicon with a Tru-Lock you will probably not gain as much from this feature as the Wrangler X or Sahara owner will.

The new JK now features drive-by-wire technology which Jeep calls Electronic Throttle Control (ETC). No more cable linking your foot up to the power plant. The benefit for you on the trail is that Jeep has programmed in different throttle calibrations for 4low. This allows you to modulate the throttle much easier when tackling tough trail obstacles.

Body

We really like the new two piece fender design.

The body is all new and features a slight crown but who cares about that out on the trail. What I believe you will appreciate is the new two piece fender design. The flares are flexible and can be removed separately and customized to fit your tastes. To protect that body the Jeep Rubicon comes standard with Rock Rails. And die hard's will be glad to hear that even though the new windshield has a slight curve to decrease wind noise it will still fold down flat onto the hood for open air driving.

Engine

The new 3.8L power plant. works admirably well on the trail.

Gone is the old 4.0L which has been basically the same since 1998. New is a 3.8L V6. New to the Wrangler I should say. This V6 has actually been used in the Chrysler MiniVans for several years. HP and torque numbers are higher than the old 4.0L but at a higher RPM. The big gain is that it is lighter and gets better fuel mileage. 4WD models are rated for 19 MPG highway.

Impressions

Ok, I have to admit I am hooked on the new JK. I was throughly impressed with how well the Wrangler worked on the trail. I was driving a two door Rubicon with the 6 speed manual. Simply put her in 4 low 1st and let it crawl down the trail. Keep your foot off the clutch and the new Wrangler will pretty much do it all for you. The low range gearing and 3.8L worked perfectly together. It was very difficult to even force the JK to stall. Starting on a hill or in the middle of an obstacle was no problem. Again, don't touch the clutch, just simply start it in gear and your on your way again. Need a little more traction for an obstacle? Then simply press the Trac-Loc button to engage the rear locker. Need more traction? Then hit the button one more time and lock the front up. We found it rare that we had to use the front locker when climbing Cadillac hill. It did take us a little to adjust to the placement of the actuator button. It was difficult to hit the button and keep our eyes on the trail at the same time.

The Mark Smith Jeep Jamboree folks were along with us on the trail and I found it interesting to watch the Trail Guides in the TJ's tackle the same obstacles as the new JK's. In every situation the JK's went through the obstacles easier than the TJ's did.

A couple things I noticed. The bumpers have to go. Yes they are full of new safety features but if you plan on spending allot of time on the trail they need to go away. Some good high clearance aftermarket units will work nicely. Next is that the exhaust tip needs re-routed. The current placement was required to meet regulations and make sure to keep fumes out of the vehicle but as is the tip on our TJ was quickly bent up and closed on one of the first obstacles. with new bumpers you should be able to route this for more clearance.

Your dedicated Off-Road.com staff at the top of Cadillac with the new 2007 Wrangler JK

On The Road

The new hardtop allows just about any roof configuration that you can think of.

After conquering the Rubicon Trail in the JK we then switched to a Sahara model and took a drive around Lake Tahoe. We would have liked to driven the Rubicon so we could see how the new BFG Mud Terrains worked on the road but we had fun in the Sahara. It drove nice, steered nice, and was very quiet even with the top completely down. On the street we sure would like to have a Hemi. The 3.8L gets the job done but it is less than exciting when on the road. Jeep engineers say it would be a tough fit for the 4.7L Hemi but you might be able to fit a 5.7 unit.

Order Yours

We don't think the hard core Jeep fan or the new comer to the Jeep family could go wrong with the new Wrangler or Wrangler Unlimited. Especially with the new pricing starting at $18,765 for a Wrangler X to $28,895 for a Wrangler Unlimited Rubicon. Were trying to figure out how we can make one of the 2 door Wrangler Rubicon's a permanent resident of our driveway.

Comments? Questions? Submit them below.

Enjoy!