What's New For The Future Wrangler?

If you thought the only thing significant happening in 2017 was the inauguration of a new president, think again. Rumor has it that a new Jeep Wrangler is set to replace the current JK as a 2017 model in mid-to-late 2016. With Jeep currently able to sell pretty much every Wrangler that rolls off the assembly line—to the tune of nearly 13,000 a month in the US alone for 2013—you might think the company is reluctant to make significant changes. So far, Jeep peeps have been pretty tight-lipped about what features this new Wrangler might have. Unfortunately, it’s still probably many months before we get a chance to see spy shots of the JK-replacement rolling around under a camo-wrap cover. Luckily, there is still time, and maybe some Jeep heads will read this very article and incorporate some of the features we want to see on the next Wrangler.

Solid Axles Out

As enthusiasts, of course, we all want to keep the solid axles under our beloved Wranglers. Solid axles are simple, durable, and allow the suspension to be easily modified. However, it’s an antiquated design with some known flaws and assembly line difficulties that most of us overlook because of the many advantages. Word is that solid axles may not be in the plans for the 2017 Jeep. Don’t act so surprised, we know for a fact that there were IFS test mules built during the design phases of both the TJ and JK. Don’t take it so hard. The rumored IFS suspension would be a long-travel system, meaning the IFS Wrangler would likely handle bumps much better than its solid-axle counterpart. An IFS Wrangler would also provide more refined on- and off-road handling characteristics. These specific attributes would likely be at the cost of less low-speed articulation, the area where Jeep has been primarily focused for many years with its Rubicon model. It’s said that, in order to maintain the same general off-road performance as the current solid axle design, the IFS system would need at least 12 inches of wheel travel. Imagine a pair of long lower A-arms that nearly meet in the middle of the Jeep, like on the Jeep Hurricane concept (pictured above).

We did bump into an especially interesting design possibility thought up many years ago by Jeep engineers. Some of the major drawbacks of IFS are the decreased ground clearance as the suspension compresses and the limited angularity available with traditional CV halfshafts. The 2017 Jeep Wrangler could be built with a sort of floating front differential that moves up and down with the lower A-arms as the suspension cycles, alleviating both of these known issues. It seems like the design introduces a lot more moving parts when you consider the steering, halfshafts, and driveshaft. All we know for sure is that if the new Wrangler has IFS, it won’t be long before an aftermarket company offers a solid axle swap kit.

Three-Speed T-Case

The Jeep Rubicon is the most capable factory 4x4 offered to date. No one can argue that. True to its namesake, its proficiencies tend to be more skewed to the slower rockcrawling crowd. However, the current JK is a great platform for many terrain types. As such, we think the top-tier Rubicon model should be able to master more than just the rocky Rubicon. It could easily be awesome at everything. All it needs is one more speed in the transfer case. Currently, the Rubicon’s 4:1 low range is too low for any sort of high-speed mud or dune running that requires wheel speed. It maxes out at about 25 mph. The standard 2.72:1 low range found in every other Wrangler derivative is a more well-rounded ratio. It’s functional in the mud and sand, as well as on technical trails. Don’t get us wrong, we don’t want to give up the 4:1, and we don’t want to give up the 2.72:1 either. So how about a combination compromise? Imagine a three-speed transfer case, able to shift on the fly with a 2.72:1 gear, a 1.5:1 gear, and a compounded 4.10:1 gear. This would give you all the gearing options needed to attack almost anything off-road. The 1.5:1 gear could be useful on-road around mountain and snow-covered roads and could even help compensate for the addition of larger-diameter tires.

Diesel Envy

With the 3.0-L EcoDiesel success in the Jeep Grand Cherokee and now the Ram 1500 under Chrysler’s belt, it only makes sense to turn the Wrangler into an oil-burner too. The 240 hp and 420 lb-ft of the 3.0L EcoDiesel is probably a little too much to be considered for the small Jeep. However, the VM Motori HR428 DOHC 2.8L pushing 161 hp and 310 lb-ft of torque or the A428 2.8L punching out 197 hp and 369 lb-ft of torque could be the perfect

match for the Wrangler. Or, rather than reinventing the wheel, how about offering a version of the same VM Motori 2.8L four-cylinder that everyone outside of North America enjoys. We already know it fits under the hood. This overseas-available Jeep CRD turbodiesel punches out 200 hp and 339 lb-ft of torque for automatic transmission models and 302 lb-ft for Wranglers with manual transmissions. Ultimately, we hope for at least one optional engine in 2017 Jeep.

Seat Retention

OK, fine, we get it. With a take-rate of only about 30 percent, the two-door Wrangler isn’t as popular as the four-door Unlimited model. However, that’s no reason to overlook the need for a rear fold-up seat detent. For eight model years, two-door Wrangler owners have had to deal with the flipped-up rear seat inadvertently folding back down and crushing things during hard acceleration. And speaking of rear seats, wouldn’t it be cool if there was a rear-seat delete option for both the two- and four-door? We’d also like to see a much flatter floor on the four-door with the back seats folded forward.

Boost It

The number-two most asked question about the Wrangler is likely how to make more power, especially with the ’07 to ’11 Jeeps featuring the 202hp 3.8L V-6. The ’12-up JKs with the Pentastar V-6 make 83 more horsepower, but more is always better right? For far too long, the Wrangler has not enjoyed any optional engines. We’re sure that a version of the current Pentastar V-6 will make its way into the 2017 Jeep Wrangler. It’s pretty well known that this engine can be easily modified and upgraded for a turbo with factory reliability. Imagine your Pentastar-powered JK punching out somewhere in the neighborhood of 350 hp with a factory warranty. Yes, please.

Air Under There

Aside from 12- and 120-volt power outlets, what’s the one thing that almost every outdoor enthusiast can make use of? How about factory-offered on-board air? It could be used for filling tires after an off-road outing, inflating lake floaties and camp mattresses, and blowing the dust off of gear. If we had our way, there would be an optional central tire inflation system too, allowing the tires to be inflated or deflated on the fly from the comfort of the driver’s seat. We think the on-board electric air pump output should be at least 3 cfm at 90 psi. A 2.5-gallon tank would be an added bonus.

Legal Locks 

Beadlocks allow the tires to be run at lower pressures off-road for improved traction and a smoother ride without the worry of losing a tire bead, causing the tire to deflate quickly. The precedent for the OEs has been set, and Mopar has been dabbling with aftermarket DOT-compliant beadlocks for several years. Ford took the first leap of faith and began offering DOT-compliant beadlocks as an option on its Ford Raptor. The Ford wheels can be used as a traditional non-beadlocked wheel with an “accent” ring, or you can dismount the outer tire bead and clamp it in place with that same accent ring, technically making the assembly no longer suitable for street use. We’ve seen several prototype Mopar wheels with a similar design. It shouldn’t be long before they surface on the Wrangler Rubicon and Moab models, although we suspect that the Ram Power Wagon will be the first Chrysler vehicle to get the optional factory beadlock treatment.

Swoopy 

For years, Jeep has had the misguided belief that people want boxy based on the success of the ’84 to ’01 XJ Cherokee and all of the Wrangler models. Well guess what, the Commander was just as boxy and Jeep couldn’t even give them away fast enough to keep the rotors from rusting at the shipping yard. It’s all about the content, it can still be cool without being boxy. As sure as government fuel-mileage mandates increase, we think you’ll see the 2017 Jeep Wrangler loose a bit of chub and gain a swoopier grille and overall body design in general. It might not be too far off of what you see here on the Jeep Hurricane concept introduced in 2005.

Fold-Down Free

We pretty much expect the fold-down windshield to disappear for 2017. Jeep has prepped us all for it since the introduction of the ’07 Wrangler. The curved JK windshield frame looks like a banana sitting on the hood when folded down. In fact, it looks so silly that almost no one ever utilizes the feature, not to mention how difficult of a job it has become. At this point, all we can hope for is that the Wrangler will at least have a removable windshield frame that can be unbolted for trail use or easy repair/replacement if needed, but don’t hold your breath for that. We’re actually skeptical if the new Wrangler will even have a removable top anymore. It’s possible that it will be replaced with an extra-large sunroof, similar to what is found on the ’15 Jeep Renegade. You can thank your friendly local government crash standards if so.

Sans Frame

The Jeep Wrangler is one of the last 4x4 SUV holdouts in the industry with a body-on-frame design. We’d love to believe it will stay that way, but from a manufacturing standpoint, the cons outweigh the pros. A modern-day Unitbody Jeep chassis can be built more rigidly, lighter, and for less money than a traditional ladder frame and body design. At the end of the day, the dollar could call the shots on this one. Aside from the possibility of a Unitbody, we also believe the next generation Wrangler will be significantly lighter and smaller. We expect Jeep to shrink the porky Wrangler and diet off somewhere in the neighborhood of 700-1,000 pounds. The lighter weight will in turn improve fuel economy, acceleration, braking, handling, and on- and off-road performance. A plus-side of going with the Unitbody design would be the ability to decrease the overall height and center of gravity compared to the outgoing model, yet retain the large wheel openings for tires that could potentially be larger than what is currently.

The Top Trends In Four Wheeling

Jump in your time machine and set the date for three decades ago, and you will wonder what your parents were thinking. Four chrome shocks per corner with neon shock boots and triple-tube chrome rollbars with a bank of lights (that weren’t even hooked up half the time) were turning heads and filling the pages of this magazine. At the other end of the spectrum, you had legit wheeling like the Camel Trophy and Jeepers Jamboree. This got us thinking about what current trends are going to stand the test of time and which will be cringe-worthy before you know it.

Hot: LS Engine Swaps

We have seen Gen-3 V8 engines swapped into just about anything, and why Not? The engines are inexpensive, plentiful, make gobs of power, and have huge aftermarket support. Coil packs remove any concerns about distributor interference with the firewall, and adapters are available to mate these engines to nearly any transmission you could imagine.

Not: Diesel Engine Swaps

Diesel engines come in two flavors. There are the older engines like the Cummins 4BT and 6BT that are simple and reliable but will rattle your fillings out, and even the 4BT is heavier than a big-block gas engine. At the other end of the spectrum are modern diesels like the EcoDiesel offered in Chrysler vehicles that would fit well into older Jeeps and trucks, but are rare, expensive, and difficult to wire. If you want an oil burner, it makes more sense to start with a diesel vehicle.

Hot: Stereo With No Head Unit

Head units never seem to live a long, happy life in off-road rigs, where they are subject to dust and vibration far beyond what they were designed for. These days though it is possible to build a sound system that removes the head unit altogether and runs off of your smartphone or MP3 player. Kicker makes amplifiers specifically for this purpose, or you can wire up your own with off-the-shelf components. It will be more reliable, free up space on the dash, and when you get a new phone, you automatically have a new stereo at the same time.

Not: Wakeboard Speakers

This actually started out as a good idea. Speakers that you can attach to roll cage tubing and are rugged and waterproof. Like many things though, the thought process was that if a little is good, than a lot must be better. Now it is Not uncommon on the trails to see vehicles with six wakeboard speakers pointed away from the vehicle blasting music on the trail. Fortunately, this phenomenon seems to be mainly restricted to Northern California, but regardless of where you live, remember to Tread Quietly in addition to Lightly. Not everyone shares your taste in music.

Hot: Self Learning EFI

Systems like MSD’s Atomic EFI, Holley’s Terminator, and FAST’s EZ-EFI bolt on in place of a traditional four-barrel carburetor and can be up and running in a day. They adjust for altitude and work at angles that no other carb could dream of. With the integrated sensors, they are self-learning too, so a laptop or degree in electrical engineering is Not required. This is automotive technology at its best.

Not: LED Light Bars

LED light bars are automotive technology, but Not at its best. Yes, they are vibration resistant and draw very little amperage. They are also compact and tough and make excellent rock lights. So what is the complaint? There are so many knock-off brands now it is difficult to tell quality products from junk. Also, there is such a thing as too much of a good thing too, like this truck from SEMA with a dozen 50-inch light bars on the roof.

Hot: Roof Rack Rollcages

These are Not particularly easy to fabricate, but when they are done well, they add safety and storage space while remaining low profile and sleek. They also don’t take up any valuable interior space and can be tied into bed cages or used to mount light bars. Some drop legs down through the cab to maximize strength, but it can be tricky to seal the tubes from the elements and keep them from making noise when the chassis flexes. Others just run the tubes in front of and behind the cab, depending on how long the unspanned area is.

Not: Exocages

We understand that there are legitimate reasons for building an exo cage. You don’t have enough room in the cab for an interior cage, you want to protect the body, and so on. Some guys use this as justification for installing the exo cage, but the end result is nearly never aesthetically pleasing, and since your vehicle just got four inches wider (at a minimum), it now rubs up against everything it passes.

Hot: Big Tires, Little Lift

AEV defied convention when they released their Highline kit, which raises the fenders on a TJ for more tire clearance without the need to add any lift. This results in better suspension geometry and a lower center of gravity with larger tires for increased breakover angle and trail prowess. Wrangler JKs come with huge fenderwells to fit tall tires with minimal lift, while other models require fender trimming and even modifications to body mounts to shoehorn big meats.

Not: Sky High Lifts

We tend to see these on 3⁄4- and 1-ton diesel trucks, and they leave us scratching our heads. Huge lift kits degrade towing ability, make it hard to get in and out of the truck, and raise the center of gravity to the point that it causes pucker in off-camber situations. Limit the lift to just enough in order to clear the tire that you intend to run.

Hot: Fabricated 9-inch Housings

Fabricated axlehousings are lightweight, offer great ground clearance, and make it easy to weld on suspension brackets. They are even available as front axles with steering knuckles, something Ford never offered from the factory. There are nearly limitless gear ratio and locker options to plug into your fabricated housing to.

Not: Factory JK Axles

Jeep made a vehicle that is easy to add 35-inch tires to, but unfortunately, the axles aren’t up to the task of supporting larger tires. Thin axletubes, weak inner knuckles, and plastic ball joints have created a lot of opportunities for the aftermarket to upgrade JKs. Unfortunately, most of the sleeves and trusses on the market won’t do you much good after your axles are already bent.

Hot: Rigs You Can Drive To The Trail

Many of our favorite trails are point-to-point destinations, like the Rubicon and Pritchett Canyon in Moab. This means that if you are trailering your rig, you have to either arrange for someone to move your tow rig or go back out the same may you came in. Even if it isn’t your daily driver, having a trail rig with street manners eliminates a lot of headaches.

Not: Moon Buggies

Three gallons of fuel? Zero uptravel? No room for passengers or gear? Admittedly these vehicles can climb obstacles that most people canNot even fathom, but the sacrifices are just too great for anything other than competition. It is Not an accident they have fallen out of favor in recent years.

Hot: Trailers Appropriated As Beds

Military trailers are cheap, strong, and have large wheelwells, making them perfect pickup truck beds. Even if you don’t have a military truck, an off-road trailer added to the back of your truck can make for a unique vehicle with functional storage. This trend is popular in Australia but hasn’t completely caught on in the States quite yet.

Not: Flatbeds

Yes, flatbeds can be functional, and you don’t have to worry about denting them. They are the automotive equivalent of a mullet though, with a business truck cab in the front and a party bed in the rear. Storage and adequate tire clearance can be issues for a flatbed too and should be taken into consideration when building.

Hot: Factory 4x4s (Including UTVs)

The Jeep Wrangler Rubicon, Ram Power Wagon, and Ford Raptor are all amazing vehicles right off the showroom floor, with front and rear locking differentials and supple suspensions. They can embarrass a lot of built rigs with the right driver and then be driven home after airing up the tires. UTVs are following the same trend, with manufacturers offering more horsepower and suspension travel each year in an effort to outdo each other.

Not: Too Much Of A Good Thing

There was a time when guys ran buggy leaves and double shackles for bragging rights on the RTI ramp. The thing is, these suspensions tend to be unstable on the trail when climbing obstacles. There is such thing as too much of a good thing when it comes to articulation. The same can be said of gearing. Just because your Toyota has a 500:1 crawl ratio doesn’t mean that you have to run in double-low for the entire trail.

Hot: Overlanding

Gear like drawer systems and freezer fridges can make long trips to the backcountry much more comfortable. And we like the idea of a vehicle with a modest suspension lift and mild increase in tire size that can take you places free from Subarus while still being driven every day.

Not: Overlanding

You don’t need a rooftop tent and factory steel rims in order to have a good time. In fact, a lot of gear like sand ladders and solar panels make a statement but never get used. Don’t fall into the trap of thinking that you need these items and a shirt with 20 pockets in order to explore the great outdoors.

Hot: Tweener Tires

One of the Hottest new trends in the tire market is “tweener” tires that are more aggressive than an all-terrain without being an all-out mud tire. Mickey Thompson, Dick Cepek, Cooper, Pro Comp, Goodyear, Nitto, and Toyo are all producing tweener tires that are aggressive enough for wheeling but quiet and long lasting on the pavement as well.

Not: Overly Busy Wheels

We seem to be stuck in the dark ages of rims. Companies appear to be in some sort of secret competition to see who can produce the wheel with the most rivets and bolts. We long for the days of a simple five spoke or multi-hole design. The current offerings look completely out of place on vintage vehicles and are difficult to keep clean to boot. And don’t even get us started on 22 and 24-inch-diameter wheels.