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As content is published, we'll send it right to you. Podcast On iTunes Archives. Jeep Wrangler JK's exit interview: LA Jeep Wrangler Rubicon: The engineers at Fiat Chrysler Automobiles, Jeep's current steward and there have been manyhave to be sweating bullets as they ready the forthcoming, long-overdue replacement for the Wrangler. It's the brand's icon, its most recognizable vehicle, and the reason Jeep enjoys such success today.

Most brands use their flagships to lure shoppers who will then take home a more practical, pedestrian model. Think about the relationship between Corvettes and Malibus in the Chevy showroom. For Jeep, however, the Wrangler is a business unto itself: Nearly one in four Jeeps sold new last year was a Wrangler. That's a lot of pressure as Jeep gears up to replace the current model, codenamed JK, which has been on the road since I took a Wrangler into the woods to ponder it all.

At the upper end of the spectrum sits the Rubicon Hard Rock, which builds on the already capable Rubicon's locking differentials and electronic front sway bar disconnect with a host of styling goodies. Wranglers have gotten more comfortable and capable over the years, but driving one is still an exercise in compromises. Luxury here means durable leather upholstery and a lot of bass from the stereo.

The driving experience is of the "well, it's better than it used to be" variety on pavement. The rational buy in this segment is the Toyota 4Runner Trail, which goes off-road almost as well as the Jeep and does everything else way better. But nobody takes home a Wrangler because it makes sense. It's a middle finger extended in the direction of conformity while fording the river of beige Corollas between home and office.

You don't need a Wrangler, but you probably want one. That's why Jeep sold more than twice as many Wranglers as Toyota did 4Runners last year — and the 4Runner sells well.

Wrangler sales aren't slipping, but increasingly stringent emissions and safety standards are signs of the inevitable forward march of progress — and so Wrangler must change with the times. Simple ways to improve the Wrangler are obvious: An updated interior with a modern infotainment system, user-selectable traction control modes tailored to specific terrain conditions, an eight-speed automatic, better aerodynamics, and a lot of weight-saving aluminum are inevitable.

A turbocharged four-cylinder engine seems like a safe bet to replace the thirsty V6 in order to make the EPA happy, and we've heard about a hybrid. Still, they'll be incremental changes But does that mean the current Wrangler is a lame duck as Jeep gears up for a new model?

As a point-and-go off-roader to take directly from the showroom up the side of a mountain, the Wrangler is better than ever. Setting out on a quiet weekday afternoon when other Wranglers in Denver lurked in the concrete jungle, I ventured into the heart of Colorado's mining country, where a gold rush kicked off in and was rekindled by desperate southerners after the Civil War. Jackson discovered enough gold to set off a stampede of able-bodied, work-starved men from points East and West.

They arrived to carve trails into hillsides and find their fortunes, despite attacks by roving tribes of Native Americans granted the land by the federal government.

The horse and wagon trails remain today, and many cannot be explored without a high-clearance 4x4. En route, the Wrangler reminds me that it isn't an interstate cruiser. The V6 chugs along at higher rpm, demanding frequent downshifting from the now-outdated five-speed automatic to overcome elevation changes.

It wants to be in the mountains, and with this in mind, I point it toward the line between Clear Creek and Gilpin Counties, anticipating rocks, mud, and rapidly changing weather along the way. A trustier companion is hard to imagine. When you cling to the side of a mountain in a Wrangler, you forget about its cheap plastic door panels and wayward highway directional stability.

Instead, you focus on its remarkable ease of use. Tug the transfer case lever into 4-high and all four wheels claw into the earth. When the going gets tougher, activating the differential lock allows each rear wheel to take advantage of its available grip, avoiding the spin you get on a traction-less wheel with an open diff.

Another press does the same for the front wheels. That's all there is to it — for now, there is no whizz-bang, multi-mode traction control system with pictographs of mountains or cacti. Virginia Canyon to the north of Idaho Springs is quintessential mining country.

Remnants of extensive sluice mining pockmark the landscape and, years after the rush, you still see amateur fortune panners. Mining isn't on my mind when I venture down an offshoot of the main trail that inexplicably ends in a boulder-strewn landscape. Fearing a long walk back to town, I tap the rear differential lock button. The loose rear wheel spins before the locker engages, sending power to both sides to extricate the Jeep.

I can appreciate manual control, but I can also speculate whether a "loose rock" setting might have pulled the Jeep through in the first place. Dale Finch, city director of licensing and inspection, said the property has two working elevators and a fire command center in the building. The plan included the construction of a smaller adult-oriented indoor water park fronting the Boardwalk.

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We hope that you enjoy our free content. Please purchase a subscription to continue reading. Edit Article Add New Article. Jobs Autos Real Estate. Close 1 of 5. Facebook Twitter Email Print Save. But inside the building, the heat is on. The water works, as do the sprinklers. Fireworks by Grucci this summer at Tropicana. Never miss breaking news as it happens! Sign up now to receive alerts delivered to your inbox. Nicholas Huba Started working in newsrooms when I was 17 years old. Your notification has been saved.

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Since , Wrangler has been the genuine source for comfortable jeans and western apparel. Google has many special features to help you find exactly what you're looking for. Com No Mans Land: Search , new used cars for sale or sell your used car! The front is supposed to accommodate a Warn winch. The outgoing JK Wrangler was the benchmark for approach, departure and breakover angles, which dictate how steep of an obstacle the vehicle can scamper up or over.

The new JL actually improves on those specs. The JK stood with a Jeep claims that the JL has a degree approach, a degree departure and a Push-button start will be standard, and hopefully waterproof, along with a 7-inch touchscreen.

The windshield is still removable, and better than that, supposed to be a lot easier to lower than it was on the outgoing JK. The new Wrangler is loaded with pre-threaded off-road toys, but I was especially intrigued by reports of pre-threaded mounting points near the windshield and improvements to the roof.

I will say that both, when bolted to that ZF-based eight-speed, accelerated the Still Rather Heavy Jeep the two-door weighs at least 3, lbs and the four-door weighs more than 4, lbs!

For on-road use, the 2. The ride, on the other hand, leans a bit more towards liquid. After driving the Sport model—which looks different than the other trims thanks to a closeout panel between the front bumper and the fender a late aero add and unique taillights—on the highway, I realized right away that I was still driving a Wrangler. The suspension is soft, meaning brake dive and body roll are still there—a byproduct of the off-road oriented solid axle-based suspension.

What is cushy but not too much so though, is the interior. Particularly for the rear passengers, whose seat back is no longer essentially vertical, and who no longer have to freeze their butts off thanks to the new rear HVAC duct. The best thing about the interior—and indeed, the single thing that I like best about the new Jeep over the outgoing JK—is the visibility. I know it seems like a small point, but it transforms the inside of the Jeep and makes it feel airier than any SUV from this decade has any right to feel.

The lower spare tire, the bigger glass panes, the wiper arm mounted at the bottom of the rear glass instead of the top, and the rear headrests that fold all contribute to excellent visibility that is even augmented with a solid backup camera.

Both on road and off, the improved visibility is a godsend. As far as ever more expensive new cars go, the Wrangler starts out affordable. If you want the lockers and 4: I myself—as someone who would probably buy a base stripper model—could go either way.

After driving the JL, which launches with the V6 in the first quarter of and with the turbo-four in the second quarter, all of my worries disappeared.

The interior is fantastic, the tops are so much better than the outgoing ones, t he windshield folds down in a cinch, the doors come off more easily , and the visibility is phenomenal. And again, will likely see some sort of bypass from the aftermarket. Never before have I driven something whose incremental improvements over its predecessor made such a dramatic difference. The JK was already great; but based on my short time behind the wheel, the JL feels like a masterpiece.

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That's a lot of pressure as Jeep gears up to replace the current model, codenamed JK, which has been on the road since I took a Wrangler into the woods to ponder it all. At the upper end of the spectrum sits the Rubicon Hard Rock, which builds on the already capable Rubicon's locking differentials and electronic front sway bar disconnect with a host of styling goodies. Wranglers have gotten more comfortable and capable over the years, but driving one is still an exercise in compromises.

Luxury here means durable leather upholstery and a lot of bass from the stereo. The driving experience is of the "well, it's better than it used to be" variety on pavement.

The rational buy in this segment is the Toyota 4Runner Trail, which goes off-road almost as well as the Jeep and does everything else way better. But nobody takes home a Wrangler because it makes sense. It's a middle finger extended The Atlantic Club Casino Jeep Wrangler the direction of conformity while fording the river of beige Corollas between home and office.

You don't need a Wrangler, but you probably want one. That's why Jeep sold more than twice as many Wranglers as Toyota did 4Runners last year — and the 4Runner sells well. Wrangler sales aren't slipping, but increasingly stringent emissions and safety standards are signs of the inevitable forward march of progress — and so Wrangler must change with the times. Simple ways to improve the Wrangler are obvious: An updated interior with a modern infotainment system, user-selectable traction control modes tailored to specific terrain conditions, an eight-speed automatic, better aerodynamics, and a lot of weight-saving aluminum are inevitable.

A turbocharged four-cylinder engine seems like a safe bet to replace the thirsty V6 in order to make the EPA happy, and we've heard about a hybrid. Still, they'll be incremental changes But does that mean the current Wrangler is a lame duck as Jeep gears up for a new model?

As a point-and-go off-roader to take directly from the showroom up the side of a mountain, the Wrangler is better than ever. Setting out on a quiet weekday afternoon when other Wranglers in Denver lurked in the concrete jungle, I ventured into the heart of Colorado's mining country, where a gold rush kicked off in and was rekindled by desperate southerners after the Civil War.

Jackson discovered enough gold to set off a stampede of able-bodied, work-starved men from points East and West. They arrived to carve trails into hillsides and find their fortunes, despite attacks by roving tribes of Native Americans granted the land by the federal government. The horse and wagon trails remain today, and many cannot be explored without a high-clearance 4x4. En route, the Wrangler reminds me that it isn't an interstate cruiser.

The V6 chugs along at higher rpm, demanding frequent downshifting from the now-outdated five-speed automatic to overcome elevation changes. It wants to be in the mountains, and with this in mind, I point it toward the line between Clear Creek and Gilpin Counties, anticipating rocks, mud, and rapidly changing weather along the way.

A trustier companion is hard to imagine. When you cling to the side of a mountain in a Wrangler, you forget about its cheap plastic door panels and wayward highway directional stability. Instead, you focus on its remarkable ease of use. Tug the transfer case lever into 4-high and all four wheels claw into the earth. When the going gets tougher, activating the differential lock allows each rear wheel to take advantage of its available grip, avoiding the spin you get on a traction-less wheel with an open diff.

Another press does the same for the front wheels. That's all there is to it — for now, there is no whizz-bang, multi-mode traction control system with pictographs of mountains or cacti.

Virginia Canyon to the north of Idaho Springs is quintessential mining country. Remnants of extensive sluice mining pockmark the landscape The Atlantic Club Casino Jeep Wrangler, years after the rush, you still see amateur fortune panners.

Mining isn't on my mind when I venture down an offshoot of the main trail that inexplicably ends in a boulder-strewn landscape. I encounter a steep incline on the way back up to the road and promptly dig the Wrangler's BFGoodrich Mud-Terrains into the soft soil. Fearing a long walk back to town, I tap the rear differential lock button. The loose rear wheel spins before the locker engages, sending power to both sides to extricate the Jeep.

I can appreciate manual control, but I can also speculate whether a "loose rock" setting might have pulled the Jeep through in the first place. A billboard hawks a Wrangler giveaway at a tacky casino. May the odds be in your favor, gambler. It prompted a distinct thought: No matter how much more comfortable, refined, capable, or fuel-efficient the Wrangler becomes, it must counterbalance those added niceties with the ability to go wherever independence-seekers want to tread.

Beloved but a compromise between capability and comfort, the JK is a sign of how steady evolution can keep demand for a niche product on the boil. The next Wrangler will use less gas, but what we don't know is just how much that will affect its on-road drivability or its off-road capability — or more important, its appeal.

For now, the current Wrangler remains a hugely compelling buy — and Jeep, which has said it will build the JK alongside its replacement for six monthsis happy to keep riding that wave. Help us improve our comments. It's a Jeep Thing! The Revolutionary Jeep Wagoneer! The History of America's Greatest Vehicle. Jeep Cj Rebuilder's Manual, Select one or more topics to subscribe to: This phone number will be used for all of your alerts.

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