Spring runoff had carved deep gullies in

the muddy trail as we slogged past Buckhorn Canyon toward Fort Misery.

Phoenix sprawled, forgotten, to the south, while Whiskey Springs rose 6700

feet above Horsethief Basin to the east. The primitive road wasn't even

on the Arizona map, and for good reason. A car simply would not have made

it up the muddy, rutted hill climbs. A big four-wheel drive sport-utility,

such as a Jeep Grand Cherokee or even a two-door GMC Yukon might have gotten

through, But very few sport-utilities would have tackled this primitive

track as easily as the new Jeep Wrangler.

Yet, when we left the trail and turned south onto I-17 toward Phoenix,

we were grateful for its smooth, comfortable ride quality. That's the essence

of the new Wrangler. It provides the ultimate in off-road capability without

punishing its occupants on the long road back to civilization. It's the

right choice for perilous off-road treks like California's Rubicon Trail.

But it's also fun for just bopping around the neighborhood. And it makes

a statement about your lifestyle--or at least what you'd like your lifestyle

to be.

Introduced in mid-'96 as a '97 model, the Wrangler has been completely

redesigned and re-engineered. It's vastly improved over its predecessors

in every respect. Yet it remains true to its gritty World War II heritage,

when Jeeps served with distinction around the world.

Since then, the little Jeep has become synonymous with off-road capability.

When the ads say "There's Only One Jeep," this is the one.

The last generation of the Wrangler--the YJ, distinguished by its square

headlights--sacrificed off-road capability for improved road manners. This

angered off-road enthusiasts who donned T-shirts that read, "Real

Jeeps have round headlights."

The people at Jeep didn't like those T-shirts. So they made a host of

improvements without compromising the Wrangler's original purpose. They

were successful. The 1997 Jeep Wrangler is the best it's ever been. It's

quieter. It's more comfortable. It's roomier. It rides better. It handles

better. It's more capable off road. It even has round headlights.

The Wrangler remains a familiar face even though almost every body panel

has been redesigned. No vehicle is more instantly recognizable, and the

folks at Jeep weren't about to change that.

The open fenders, flip-down windshield, big grille, plastic side curtains

and exposed hinges and fasteners are still there to give the Wrangler that

rugged, utilitarian, no-nonsense look that has appealed to us for over

five decades.

But the edges have been softened ever so slightly. The old Wrangler

had the aerodynamic efficiency of a brick. The new one has the aerodynamics

of a brick with rounded edges.

The Wrangler comes with a choice of tops, both of which have been redesigned

to simplify removal and provide better sealing. Purists prefer the soft

top, a high-quality piece of equipment that can be configured according

to the weather. Folding the top down takes only a third of the time it

took before, and if a screwdriver is handy, the windshield can be flipped

down for breezy, low-speed touring in the back country.

The side curtains, however, are a hassle in everyday use. And the soft

top still generates a lot of racket at highway speeds. We think the $755

optional hard top is the better choice for real world driving, providing

more security for expensive gear and better protection from weather. It

comes with full-height doors and wind-up windows. Rearward visibility is

aided by the rear-window defroster, wiper and washer. Wind noise is reduced.

Some 15 pounds lighter than its predecessor, the new hard top can be

removed and stored when not in use. It can also be installed over the soft

top.

The Wrangler is available in three models. The bare bones SE is attractively

priced at $13,995. That figure rises rapidly, however, when carpeting,

nicer seat fabric, a rear seat, a stereo, power steering and other options

are added. The SE's four-cylinder engine is at its best teamed with the

standard five-speed gearbox.

We recommend those who opt for the three-speed automatic transmission

seriously consider the Sport and Sahara models, which come with the much

more powerful 4.0-liter six-cylinder engine.

The $17,665 Wrangler Sport--our test subject--is a good choice for those

who want more power and a higher level of standard equipment. The six-cylinder

engine reduces fuel economy by two mpg around town, but it matches the

four-cylinder engine's 21 mpg on the highway.

The Sahara comes with more standard equipment, more style and adds $2070

to the bottom line.

Regardless of model, buyers who contemplate off-road use should opt

for the gas shock absorbers, locking rear differential, front tow hooks

and heavy-duty battery and alternator. Three different tire sizes are available

including our tester's huge 30x9.5x15 Goodyears, conceived for hard use

in desert conditions. For all around use, especially snow and slush, skinnier

tires are a better bet.

The new interior is a huge improvement. A modular instrument panel replaces

gauges that were scattered across the front dash. A modern heating and

ventilation system replaces the antiquated tacked-on system. New high-back

front seats provide improved comfort and lateral support. And the driver

looks through a taller--by three inches--windshield, where the wipers no

longer rest at half-mast.

This is a small sport-utility. And it's more sport than utility. There's

room for either four people or two people and their gear, but not both.

For weekend excursions, the best bet is to leave the back-seat passengers

behind, flip the rear seat forward or remove it, and head for the hills.

There's enough space behind the rear seat for a fly fishing vest, waders,

wading boots. Flip the rear seat down and there's plenty of room for a

tent, a cooler, camping gear and way too much fishing equipment. It doesn't

get much better than this.

Need to haul still more stuff? The Wrangler's modest towing capacity

is sufficient for those who need to pull a personal watercraft or snowmobile.

The new Wrangler isn't a luxury car, but it's not the penalty box it

used to be. Paved roads seem much smoother. Corners are handled with more

dignity. The interstate feels stable at 80 mph. And wet pavement is not

to be feared. At the same time, the Wrangler's off-road capability is superior

to that of even the legendary Jeep CJ. It's an impressive balancing act.

The Wrangler engineers achieved this balance by designing a coil-spring

suspension to replace the Jeep's 50-year-old leaf-spring suspension. And

they mounted it onto a rigid new chassis that provides a stable platform

for the suspension to do its job. Coil springs provide better handling

on and off road and enormous suspension travel.

Greater approach and departure angles mean the new Wrangler can cross

trenches and clamber over rocks and fallen trees that would trap the old

one. Few vehicles can match the Jeep's rock-climbing ability. At the same

time, the new Wrangler feels less like a utility truck when winding down

a curvy road.

A cautionary note here. The Wrangler is certainly sporty, but it's not

a sports car, a distinction that eludes some drivers--to their frequent

dismay. Its handling is competent, but the basic design is essentially

truck, with a high center of gravity. Hurrying this or any sport-utility

vehicle around tight corners is courting disaster.

The stiff new chassis, compliant new suspension, smoother, stronger

engines, and comfortable new interior add up to a dramatic improvement.

While the increased off-road capability has been greeted with enthusiasm

by off-road Jeep enthusiasts, the improved ride and handling on the road

means you don't have to be a club member to enjoy driving this new Wrangler.

There really is only one.