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You Want Fun? Jeep Wrangler! Convertible for the Summer, 4x4 for the Winter!

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You Want Fun?
CONVERTIBLE FOR THE SUMMER,
4X4 FOR THE WINTER !

  Lots of space, capable on road as well as off.
 Smooth easy to drive, good economy in a rugged sporty package.
  Young or old, you deserve the freedom of the NEW Jeep Wrangler!



These are fun videos of Jeep Enthusiasts in Moab, Utah, they come under the classification of "don't try this", and "some vehicle modifications may not be legal for street use"... but they are entertaining to watch ! JEEP Wranglers in Moab, Utah

JEEP Wranglers
 in Moab, Utah


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V6 Pentastar...


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From the original Willy MB to the  Grand Cherokee the Jeep brand has been the leader in 4x4 innovation and off-road capability for 70 years now. The proof is in the "Trail Rated" standard.

Jeep 4x4's are tested on the toughest off-road conditions imaginable in the workd to prove one thing.
They are designed capable.
The "Trail Rated" badge means your Jeep has been designed to perform
in five Categories of off-road conditions of;

  • Traction
     
  • Ground Clearance
     
  • Maneuverability
     
  • Suspension Articulltion

  • Water Fording.

    ...as tested by an independent third party company.

    What it Means When a Jeep is TRAIL RATED !
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How 4x4 Systems Work

Rock-Trac®

  • The Rock-Trac transfer case is the heart of Wrangler Rubicon's extreme rock crawling ability. Because of the 4:1 low-gear ratio, Rock-Trac's low crawl speed makes it easy to ascend or descend sharp inclines and to crawl over obstacles. Standard on: Wrangler Rubicon and Wrangler Unlimited Rubicon.

Command-Trac ™

  • This legendary part-time system has served Jeep® owners well through the years. Command-Trac is a proven shift-on-the-fly system with 2.72:1 Low-Range and Neutral. Standard on: Wrangler Sport, Wrangler Sahara, Wrangler Unlimited Sport and Wrangler Unlimited Sahara.

Command-Trac II™

  • Command-Trac II supports a two-speed, part-time four-wheel-drive transfer case. 2WD is the usual driving mode, with the front driveline disengaged from the transfer case and power directed to the rear wheels.
  • Selecting 4WD Lock via the electronic, console-mounted switch, locks the front and rear driveshafts together; the two then rotate at the same speed and provide a 50 front/50 rear torque split, providing better traction on slippery surfaces. This transfer case allows for 2WD, 4WD high-range and low-range as well as neutral. Standard on all Liberty models.

Selec-Trac II™

  • Selec-Trac II™ supports a two-speed, full-time active "on-demand" four-wheel-drive transfer case. When driving in 4WD Auto mode, the transfer case clutch pack can detect wheel slippage and instantly apply increased or decreased torque between the front and rear axles based on real-time driving conditions, thus optimizing traction.
  • Under the right conditions, the vehicle can be driven by just one wheel. For added capability when traversing steep grades, rough terrain, or extremely poor traction surfaces, the transfer case includes a 4WD Low mode. Electronic shifting between 4WD Auto and 4WD Low is accomplished via a console-mounted switch. A 2WD mode is also provided. Optional on all Liberty models.

Quadra-Drive II™

  • Quadra-Drive II's active full-time 4WD system is the ultimate for virtually any driving situation. This system uses the Quadra-Trac II transfer case and Electronic Limited Slip Differentials in both axles, offering excellent tractive performance. Quadra-Drive II also features 2.72 LOW-RANGE and NEUTRAL. Optional on Grand Cherokee North Edition/Limited, Commander Sport/Limited.

Quadra-Trac I™

  • The brilliance of this 4WD system is its simplicity. Quadra-Trac I operates in a high-range, all-time mode delivering optimum traction in virtually any driving situation with no driver input required.
  • NOTE: The Grand Cherokee SRT8 uses an on-demand system that drives the rear driveshaft and engages the front driveshaft when needed, either when slip is sensed, or with throttle anticipation, which engages the front prior to slip when throttle is applied. Standard on: Grand Cherokee North Edition/Limited and Commander Sport.

Quadra-Trac II™

  • This active full-time system functions in all-wheel drive until additional traction is needed, then reacts by electronically engaging the clutch pack to transfer up to 100% of the torque to either axle. This system also features 2.72:1 LOW-RANGE and NEUTRAL. Standard on: Commander Limited. Optional on: Grand Cherokee North Edition, Limited and Commander Sport.

Freedom-Drive I™

  • Jeep Compass 4x4 models with a five-speed manual transmission or Continuously Variable Transmission feature standard Freedom-Drive I. This state-of-the-art electronic system anticipates the need for added traction and responds to wheel slippage or accelerator pedal position by transferring power to the rear wheels, while modulating rear wheels to contribute to vehicle stability in cornering situations.
  • The system also saves fuel by operating only on demand when on-road, thereby minimizing power-robbing friction and inertia. A 4WD LOCK mode, providing a locked 50/50 torque split between front and rear at low speeds for severe road or trail conditions is activated by pulling up on the chrome T-handle switch labelled 4WD LOCK in the centre console. Standard on Compass and Patriot 4x4.

Freedom-Drive II™

  • An electronically controlled coupling, forward of the rear differential, is the heart of the Freedom-Drive I and II systems. The electronic control module processes signals from the wheel speed sensors and the accelerator pedal to determine how much torque to transfer to the rear wheels, then sends an electrical current to the ECC that is proportional to the amount of torque required.
  • A 4WD LOCK mode, providing a locked 50/50 torque split between front and rear (at low speeds) for severe road or trail conditions is activated with a T-handle switch labelled 4WD LOCK in the centre console. Recommended for true off-road situations including steep grades, wheel lift and rock or log climbing, the Freedom-Drive II Off-Road Package includes a second-generation Continuously Variable Transmission (CVT2L) with a 19:1 crawl ratio that engages when the off-road mode is activated. Optional, with the Trail Rated Off-Road Group on Patriot 4x4.
Off-Road Driving Guide

Be Prepared

  • Always check your vehicle before going off-road. Make sure your battery is fastened, all hoses are in good condition and oil and fluids are topped off, including fuel. Also be sure that all four tires are in good condition and have the proper tire pressure. Avoid travelling alone, especially into unfamiliar territory. Even with a caravan of two, there's always a tow vehicle.

Be on the Lookout

  • Once off-road, put your vehicle in 4WD whenever you anticipate a situation that will demand the additional traction. It's difficult to engage 4WD after you get stuck. You'll also want to get into the habit of looking over your hood, scanning left to right so you can clearly see what you're approaching on the trail. If you're just watching the left tire, there's a good chance you'll get the right tire in trouble. Avoid putting your head outside the vehicle to see what's coming (that's what Wrangler's folding windshield is for!).
  • Also, many trail masters recommend keeping your thumbs up and out of the way of the steering wheel spokes in rough terrain. For example, if your tire suddenly falls off a rock, your steering wheel could quickly rotate and catch your thumb with a spoke - ouch! Generally, vehicles with power steering, like all Jeep® vehicles, lessen the chance of sudden steering wheel rotation.

Take It easy

  • Speed and power are not required in rough off-road driving. In low-range 4WD, the low gearing and low speed of Jeep® vehicles at idle will generally pull you over obstacles. In many cases, with manual transmissions, letting the clutch out slowly and allowing the vehicle to crawl over obstacles in the lowest gear is the best scenario. As a matter of fact, on the Rubicon Trail, the average speed is a mere 5 to 8 km/h (3-5 miles per hour).

Snow and Mud

  • Generally, when snow or mud is present on the driving surface, it is the right time to engage your on-demand or part-time 4WD system. If you have an all-time system like Quadra-Trac I™, there is no input required from you. In heavy snow, when pulling a load, or for additional control at slower speeds, shift the transmission to a low gear and shift the transfer case to 4-LO if necessary (Quadra-Trac I does not offer a low range).
  • Don't shift to a lower gear than necessary to maintain momentum. Over-revving the engine can spin the wheels and traction will be lost. If you begin to lose traction in snow or mud, turn your steering wheel back and forth rapidly. This will generally help the wheels bite into fresh terrain and pull you through. If traction is lost and the vehicle stops do not spin your wheels, it will just dig you in deeper. The key is to maintain forward momentum.

Sand

  • For better traction in sand, drop air pressure 10-12 pounds below normal pressure on conventional tires. (Return to normal pressure after use in these conditions). Try high-range 4WD to maintain forward momentum. Depending on the condition of the sand, low-range 4WD and alternative gear selections may be necessary. Also try to make wider turns if at all possible. Tight turning slows the vehicle abruptly and can get you stuck. Again, maintaining forward momentum is key.

Hills

  • When climbing hills ALWAYS go straight up or down. It's also smart to know what's on the other side before going up. At the base of the hill you should apply more power. Ease up on the power as you approach the top and before going over the crest. If you stall on the ascent, back straight down the hill in reverse. For downhill travel, always use the lowest gear with a manual transmission.
  • When descending a hill in low-range, do not disengage the clutch and allow the vehicle to coast. Severe damage to your clutch disc may result. Allow the gears and engine compression to slow you down, using the brakes only to fine-tune your speed. If equipped with an automatic transmission, use low-range and the lowest drive setting. NOTE: NEVER drive a hill at an angle. If the hill is very steep and you don't feel confident that you or your vehicle can make it up, then don't attempt it.

Rock Crawling


  • Always check your vehicle before going off-road. Make sure your battery is fastened, all hoses are in good condition and oil and fluids are topped off, including fuel. Also be sure that all four tires are in good condition and have the proper tire pressure. Avoid travelling alone, especially into unfamiliar territory. Even with a caravan of two, there's always a tow vehicle. For example, if your tire suddenly falls off a rock, your steering wheel could quickly rotate and catch your thumb with a spoke - ouch!

  • Once off-road, put your vehicle in 4WD whenever you anticipate a situation that will demand the additional traction. It's difficult to engage 4WD after you get stuck. You'll also want to get into the habit of looking over your hood, scanning left to right so you can clearly see what you're approaching on the trail. If you're just watching the left tire, there's a good chance you'll get the right tire in trouble. Avoid putting your head outside the vehicle to see what's coming (that's what Wrangler's folding windshield is for!). Also, many trail masters recommend keeping your thumbs up and out of the way of the steering wheel spokes in rough terrain.

  • Speed and power are not required in rough off-road driving. In low-range 4WD, the low gearing and low speed of Jeep® vehicles at idle will generally pull you over obstacles. In many cases, with manual transmissions, letting the clutch out slowly and allowing the vehicle to crawl over obstacles in the lowest-gear is the best scenario. As a matter of fact, on the Rubicon Trail, the average speed is a mere 5 to 8 km/hr (3-5 miles per hour). Generally, when snow or mud is present on the driving surface, it is the right time to engage your on-demand or part-time 4WD system.

  • If you have an all-time system like Quadra-Trac I™, there is no input required from you. In heavy snow, when pulling a load, or for additional control at slower speeds, shift the transmission to a low gear and shift the transfer case to 4-LO if necessary (Quadra-Trac I does not offer a low range). Don't shift to a lower gear than necessary to maintain momentum. Over-revving the engine can spin the wheels and traction will be lost. If you begin to lose traction in snow or mud, turn your steering wheel back and forth rapidly. This will generally help the wheels bite into fresh terrain and pull you through. If traction is lost and the vehicle stops, do not spin your wheels, it will just dig you in deeper.

  • The key is to maintain forward momentum.For better traction in sand, drop air pressure 10-12 pounds below normal pressure on conventional tires. (Return to normal pressure after use in these conditions). Try high-range 4WD to maintain forward momentum. Depending on the condition of the sand, low-range 4WD and alternative gear selections may be necessary. Also try to make wider turns if at all possible. Tight turning slows the vehicle abruptly and can get you stuck. Again, maintaining forward momentum is key.

  • When climbing hills ALWAYS go straight up or down. It's also smart to know what's on the other side before going up. At the base of the hill you should apply more power. Ease up on the power as you approach the top and before going over the crest. If you stall on the ascent, back straight down the hill in reverse. For downhill travel, always use the lowest gear with a manual transmission. When descending a hill in low-range, do not disengage the clutch and allow the vehicle to coast. Severe damage to your clutch disc may result. Allow the gears and engine compression to slow you down, using the brakes only to fine-tune your speed. If equipped with an automatic transmission, use low-range and the lowest drive setting. NOTE: NEVER drive a hill at an angle. If the hill is very steep and you don't feel confident that you or your vehicle can make it up, then don't attempt it.

Tread Lightly

  • Leave it better than you found it. Observe posted signs and stay on trails and recreation areas approved for off-roading. Use your good judgment in protecting the beauty and solitude of the area. Don't leave anything behind and, better yet, pick up and remove any trash that others have discarded. And if the terrain looks especially fragile, take an alternate route. For more information on how to Tread Lightly click here treadlightly.org.


    Trail Rated Certification

    Overview

    • From the original Willys MB to the 2009 Liberty, the Jeep® brand has been the leader in 4x4 innovation and off-road capability for over 67 years. The proof is in our exclusive Trail Rated® standard.
    • We test Jeep 4x4s on the toughest trails in the world to prove one thing: They can take whatever you dish out. The Trail Rated badge means that your Jeep 4x4 has been designed to perform in five categories of off-road conditions: traction, ground clearance, manoeuvrability, articulation, and water fording.

    Traction

    • Traction in 4x4 is equivalent to grip on asphalt. Trail Rated traction helps you stay in control on untamed terrain, slippery (wet, mud, snow) conditions, and on steep grades.

    Ground Clearance

    • Don't drag your belly through the mud - just clear nasty logs, rocks, and uneven ground without sustaining undercarriage damage. Jeep® Trail Rated 4x4s feature optimized approach, departure, and breakover angles to keep you in the clear.

    Manoeuvrability

    • Athletic. Agile. Trail Rated. Jeep® 4x4s have the footwork to navigate narrow gaps, dodge emergency situations and avoid cosmetic damage to underbody sills thanks to precision steering and optimized wheelbases. Even gazelles don't move like this.

    Articulation

    • A Trail Rated suspension is limber like a gymnast. How exactly? Flexibility is the key to good articulation. The more a wheel can travel, or flex, the better it can maintain contact with terra firma and provide the traction needed to cross an array of obstacles.




    Frequently Asked Questions...



    What is the difference between Full-Time 4WD and Part-Time 4WD systems?

    Full-Time 4WD systems utilize a centre differential, which enables the front and rear driveshafts to turn at different speeds, thereby allowing engagement on dry surfaces for normal driving conditions. A Part-Time system does not employ a centre differential and locks the front and rear driveshafts together. With a Part-Time system, 2WD mode should be used during normal driving conditions and 4WD mode is to be used only when off-road or on wet or slippery surfaces.


    Why can't you use Part-Time 4WD on dry surfaces?

    Part-Time 4WD systems effectively lock the front and rear driveshafts together, forming a single driving unit that does not allow for differential action between the front and rear driveshafts. Driveline noise and binding (Crow Hop) may occur when operated excessively on dry surfaces or in turns. This binding can lead to heat buildup and early part failure.


    Why does Crow Hop occur?

    When a vehicle turns, each wheel rotates on a different radius to the turning circle, thus travelling at different distances and speeds. If the vehicle's front and rear axles are locked together and are turning on dry surfaces, the difference in wheel speed sometimes results in driveline binding that is released with a bang or vehicle shudder when one of the tires loses traction.


    Can I shift into 4WD High Range at any speed?

    Shifting into 4WD High Range can be made with the vehicle stopped or in motion. If the vehicle is in motion, shifts can be made up to 88 km/h (55 mph).


    How long can I drive in 4WD High Range?

    With a Part-Time system, prolonged driving in 4WD High Range is recommended only for wet, loose, or slippery road surfaces. With a Full-Time system, you need not worry about switching to 2WD mode when road surfaces improve.


    How fast can I drive in 4WD High Range?

    You should not go faster than road conditions permit.


    What is 4WD Low Range?

    4WD Low Range is a mode specifically designed for temporary use when additional traction and maximum pulling power is desired. Front and rear driveshafts are locked together and engine power is sent through another set of gears to multiply torque. Avoid attempting to engage or disengage Low Range with the vehicle moving faster than 3 to 5 km/h (2 to 3 mph) and do not use this mode for normal driving.


    Can I shift into 4WD Low Range at any speed?

    No. With the vehicle rolling at 3 to 5 km/h (2 to 3 mph), shift an automatic transmission to Neutral or depress the clutch pedal on a manual transmission. While the vehicle is coasting at 3 to 5 km/h (2 to 3 mph), shift the transfer case lever firmly through Neutral and into the Low Range position.


    How fast can I drive in 4WD Low Range?

    Do not exceed 40 km/h (25 mph).


    Can I shift into 4WD Low Range when stopped?

    Shifting into or out of 4WD Low Range is possible with the vehicle completely stopped, however, difficulty may occur due to the teeth of the gears not being properly aligned. Several attempts may be required for clutch teeth alignment and shift completion to occur. The preferred method is with the vehicle rolling at 3 to 5 km/h (2 to 3 mph). Avoid attempting to engage or disengage 4 Low Range with the vehicle moving faster than 3 to 5 km/h (2 to 3 mph).

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How to use the Jeep 4x4


Road Test:

 Jeep Wrangler Unlimited

Brian Harper / National Post

The Jeep Rubicon is now upscale, but it still caters to the rugged.

Brian Harper, National Post · Mar. 24, 2011 | Last Updated: Mar. 24, 2011 7:03 PM ET

There are lamentably few sport-utes on the market today that make a dude feel truly rugged. You know what I mean?

The types where scuffed, well-worn cowboy boots, denim jacket, fleece vest and work gloves are natural apparel, not a fashion statement. Hummer is pushing up daisies, Land Rover doesn't import the Defender, Toyota's FJ Cruiser is a pale imitation of the FJ40 and the Nissan Xterra has wimped out.

That leaves the Jeep Wrangler, direct descendent of the iconic Second World War transport, son of CJ and all-round, simple, go-anywhere-anytime badass off-roader. Even allowing for the four-door Unlimited version
a concession to increasing market share, I suppose there's nothing like a body on frame, solid axles, removable doors, exterior hood latches, exposed hinges and a fold-down windshield to proclaim one's authenticity. And, to remind you of the Wrangler's honesty, "Jeep" and "Since 1941" are etched on to the new passenger grab handle.

But, wait. What's that? "While retaining unmatched, legendary capability," says Mike Manley, president and CEO of Chrysler's Jeep brand, "the 2011 Jeep Wrangler boasts an all-new interior that delivers a host of comfort, convenience and versatility features."

Excuse me! Comfort, convenience and versatility? Seriously!?

As serious as a tax audit.

According to Jeep, Wrangler interior highlights include a redesigned instrument panel, improved ergonomics, upgraded materials and "comfortable touch points." Heated seats and heated power mirrors are now available and occupants will "enjoy automatic temperature controls and enhanced visibility courtesy of larger rear windows."

And that's just the start. There are also new steering wheel controls that allow the driver to operate the radio, cruise control, hands-free phone and other vehicle functions while keeping his or her hands on the wheel. A new USB device interface connects to storage devices for use with the Jeep's Media Centre, which now includes streaming Bluetooth audio. Twelve-volt accessory outlets have been added and a new 115-volt outlet is available.

Some of the older dudes are nodding their heads in approval. They're tired of freezing their butts off in the middle of winter, not to mention the Spartan, sharp-edged utilitarian nature of the old Jeep. They like these improvements. Is there nothing sacred?

Apparently not and that's OK.

The Wrangler Unlimited's essentials are still hard-core, especially the Rubicon. Step, make that jump, down from the fancy cabin and take a gander at the mechanicals. The Rubicon is equipped with an Off-Road Rock-Trac NV241 two-speed transfer case with a 4.0:1 low-range gear ratio, as well as electric front- and rear-axle lockers, an electronic sway bar disconnect and aggressive BF Goodrich off-road tires.

The suspension for all Wranglers is a five-link coil setup with tuned shock absorbers. This setup works with the Rubicon's heavy-duty front and rear Dana 44 axles. For the boonie bashers out there, underbody protection is provided by three skid plates protecting the fuel tank, transfer case and automatic transmission oil pan.

Under the hood, all Wranglers remain powered by an old-school 202-horsepower 3.8-litre OHV V6 (237 pound-feet of torque) mated to a good old-fashioned long-throw six-speed manual transmission; a four-speed automatic is optional.

So, the revamped Wrangler still has the bona fides to blaze a new trail up Kilimanjaro. But how does it handle the mean streets?

The answer is not too bad as long as you have patience and you realize this is a specialized machine. If nothing else, the 1,957-kilogram Rubicon doesn't like to be rushed. The transmission's gearing, ideal for low-speed trail work, is out of its element in the city.

First is so low I didn't use it half the time; starting in second gear didn't faze the Jeep one bit. Getting to 100 kilometres an hour takes a hair less than 11 seconds, with a lot of roar if you push it. Given the Unlimited Rubicon's nature, my average fuel economy of 14.7 litres per 100 kilometres wasn't a surprise. (this isn't a speed machine)

Considering the Rubicon's off-road suspension setup and high ground clearance, the ride and handling is decently balanced, with minimal body lean when cornering and braking. The lower spring rates and the big off-road rubber provide a soft, cushy on-road ride.

...and electronic stability control and hill descent control are standard.

As for the revamped interior, as an ageing dude myself, I like what the Jeep designers did with the cozy cabin, imbuing the rugged trailblazer with unprecedented comfort. Mind you, a lot of that has to do with approximately several thousand dollars worth of options. Heated leather front seats, a navigation system, an upgraded audio system and more go a long way to adding civility to the Rubicon.

However, all of these concessions to comfort and convenience are somewhat at odds with the Jeep's "drive it hard and put it away wet" (or at least hosed out) nature. Do you really want to clean the mud off the leather seats after an afternoon of mudding about?

Worthy of note, especially if communing with nature is your thing, is Jeep's available Freedom Top. It's a three-piece modular hardtop left and right front-passenger panels and a rear panel that provides various levels of open-air driving. Add that to the Jeep's removable doors feature and the Rubicon becomes quite airy.

Much like high-performance vehicles, the Wrangler Unlimited, especially the Rubicon, has limitations under day-to-day, real-world conditions. As such, you either buy it because you love those performance abilities or you move on to something else more mainstream.

As a legitimate automotive icon, the Jeep Wrangler has a uniqueness to it that shouldn't be messed with. All Chrysler did for the (wrangler) model is make it more pleasant. Even rugged dudes can appreciate that.
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The Jeep Wrangler comes in two door and four door models.

If you aren't going to need all the off road capability of a Rubicon,

you may find yourself pleasantly suprised at the civility of either the Sport X or Sahara models!