Technical
The only engine offered is the inline 6-cylinder engine displacing 4.0 litres. This engine used to power all of the Jeeps at one time. The 4 cylinder was abandoned for the 2004 model year. The old 6, now offered only in the TJ, puts out 190 hp at 4 600 rpm and 235 lb/ft of torque at 3 200 rpm. 4 wheel disc brakes are standard for the Unlimited and the Rubicon, optional on the base Sport model. An unusual feature for this category is that a 6-speed manual transmission is standard. The optional gearbox is a 4 speed automatic. The very capable Command-Trac transfer case is standard and the even more competent Rock-Trac case is included with the Rubicon model.
On the road
Stump pulling low-end torque is massive from the 4.0L inline 6 but it runs out of steam quickly around 4 500 rpm. Generally speaking, performance is unexpectedly good for an old design. The brakes work surprisingly well. The idle is rough and bounces between 700 and 800 rpm at a stoplight. Initial bite from the four callipers is quick but the Jeep tends to pull to one side under hard braking. The 4 speed automatic transmission does fine work shifting through the gears; downshifts could be a little quicker though.
As I have not had the opportunity to drive a regular TJ (closest Jeep was a 1976 CJ), I cannot comment on the vast improvements, as stated by a colleague, in ride and handling that the long wheelbase has brought. According to him, braking is also ameliorated over the regular wheelbase. Steering, as expected for this type of vehicle, lacks precision from the recirculating ball setup. I found that when I am coming up to a curve in the road, so that I may properly engage it, it is necessary to turn in a little early to compensate for the slow response from the steering wheel inputs. Large off-road tires offer little in terms of grip and a very stiff suspension, accompanied by lots of body roll, do not make this vehicle very enjoyable to drive with any conviction on pavement.
Off-roading capabilities are beyond reproach unless rock
climbing is your thing. The long wheelbase seems to change nothing. There is almost an eagerness that the Jeep displays when heading for the rough stuff. The most off-roading experience I have ever had was behind the wheel of a 1988 Suzuki Samurai and a few other late model SUVs (or so-called "trucks"). The TJ just swallowed up everything I could drive it through. Inclines, declines, mud, small rocks and gravel were no match. Other SUVs could barely trek through the mud, let alone the ascents up small hills.
At speeds between 120 and 130 km/h, the soft canvas top begins to flap around. At one point, I had the impression that I was driving a tent. Add to this the wind and tire noise, and the decibel level in the truck rises considerably.
Safety
The TJ has standard dual front air bags, optional ABS brakes on the Sport model only and front height adjustable 3-point seatbelts. There is no electronic wizardry available for the TJ. The NHTSA (National Highway Traffic Safety Administration) awarded the car 4 out of 5 stars (a good result) for a frontal impact. Lateral impacts have not been evaluated. The IIHS rated the Jeep "Average" in frontal impacts within its category.
The only engine offered is the inline 6-cylinder engine displacing 4.0 litres. This engine used to power all of the Jeeps at one time. The 4 cylinder was abandoned for the 2004 model year. The old 6, now offered only in the TJ, puts out 190 hp at 4 600 rpm and 235 lb/ft of torque at 3 200 rpm. 4 wheel disc brakes are standard for the Unlimited and the Rubicon, optional on the base Sport model. An unusual feature for this category is that a 6-speed manual transmission is standard. The optional gearbox is a 4 speed automatic. The very capable Command-Trac transfer case is standard and the even more competent Rock-Trac case is included with the Rubicon model.
On the road
Stump pulling low-end torque is massive from the 4.0L inline 6 but it runs out of steam quickly around 4 500 rpm. Generally speaking, performance is unexpectedly good for an old design. The brakes work surprisingly well. The idle is rough and bounces between 700 and 800 rpm at a stoplight. Initial bite from the four callipers is quick but the Jeep tends to pull to one side under hard braking. The 4 speed automatic transmission does fine work shifting through the gears; downshifts could be a little quicker though.
As I have not had the opportunity to drive a regular TJ (closest Jeep was a 1976 CJ), I cannot comment on the vast improvements, as stated by a colleague, in ride and handling that the long wheelbase has brought. According to him, braking is also ameliorated over the regular wheelbase. Steering, as expected for this type of vehicle, lacks precision from the recirculating ball setup. I found that when I am coming up to a curve in the road, so that I may properly engage it, it is necessary to turn in a little early to compensate for the slow response from the steering wheel inputs. Large off-road tires offer little in terms of grip and a very stiff suspension, accompanied by lots of body roll, do not make this vehicle very enjoyable to drive with any conviction on pavement.
Off-roading capabilities are beyond reproach unless rock
climbing is your thing. The long wheelbase seems to change nothing. There is almost an eagerness that the Jeep displays when heading for the rough stuff. The most off-roading experience I have ever had was behind the wheel of a 1988 Suzuki Samurai and a few other late model SUVs (or so-called "trucks"). The TJ just swallowed up everything I could drive it through. Inclines, declines, mud, small rocks and gravel were no match. Other SUVs could barely trek through the mud, let alone the ascents up small hills. At speeds between 120 and 130 km/h, the soft canvas top begins to flap around. At one point, I had the impression that I was driving a tent. Add to this the wind and tire noise, and the decibel level in the truck rises considerably.
Safety
The TJ has standard dual front air bags, optional ABS brakes on the Sport model only and front height adjustable 3-point seatbelts. There is no electronic wizardry available for the TJ. The NHTSA (National Highway Traffic Safety Administration) awarded the car 4 out of 5 stars (a good result) for a frontal impact. Lateral impacts have not been evaluated. The IIHS rated the Jeep "Average" in frontal impacts within its category.