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adrenalineguide · 6 years ago

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Jeep Wrangler JL Rubicon: The sleekest Jeep ever

By Michael Hozjan

While some manufacturers appear to be content resting on their laurels, the Jeep team has obviously been busy…very busy. Not only have they given us the new, much awaited Gladiator (see Los Angeles International Car Show below) but they must have been burning a lot of midnight oil lately as they’ve also given us the sleekest Jeep Wrangler ever. It may not look it at first glance but the 2018 is all new from the ground up with a new model designation, the JL.

Its iconic styling dates back to World War II with off-road prowess that few vehicles can match. But that prowess and iconic angular design comes at a price, and that’s its on road comfort and performance and yes thirst for fuel. Jeep’s designer and engineers have, and continue to persevere to smooth its rougher edges without alienating Jeep traditionalists (remember the debacle of the square head lighted YJ of 1986).

Those same traditionalists and any Jeep aficionado will quickly recognize the all-new JL model from the outgoing JK by…yes the new headlights. This time with optional halo LEDs that if anything hint at the blackout army headlights. There are also LED turn signals mounted on the front fenders and rear tail lamps are LEDs as well.

The Wrangler’s Achilles’ heel has always been its thirst for fuel and the challenges facing designers is how to keep Jeep’s iconic world-renown shape and persona without destroying it and at the same time make a brick aerodynamic.

At first you’ll have to look closer for the aerodynamic touches until you see them, then you’ll be able to spot them a mile away. The windshield has been angled a bit more with a slight curvature to it. More evident is the lower beltline and larger side glass. Oh and the windshield can now be folded down quicker with the A-pillar staying in place to form an integrated roll bar. The end result is a nice clean, crisp look sitting on a wheelbase that’s been stretched 61mm and is 114mm longer in length. Thanks Jeep.

If you were to put a scale of off-road prowess on the Wrangler’s trim line up, then the Rubicon would be at the top of that list which also means it would be on the bottom as a street fighter. I got my hands on the four-door version of the Rubicon last fall.

Engine options across the trim lines include a 2.0L direct injected, DOHC, in-line turbocharged four cylinder that is available only with the 8-speed transmission and the company’s main stay power plant, the 3.6L Pentastar V6 that can be hooked up to either the automatic ($1595) or a 6-speed manual trans.

Inside

The JL’s interior has also seen a lot of changes. There are now grab handles under the armrest to ease removing the new aluminum doors. It’s cleaner and more user friendly with cubbyholes for your drinks, cell phone, nylon nets on the doors and a deep center console. The infotainment screen is the old familiar one I’ve come to expect and love in FCA products. It sets up easily, is super friendly to use and navigate and is now encased in a rubberized trim mold to keep it water tight for those times you drop the top. The Alpine sound system is also greatly improved.

A back up camera has been added that you can access by hitting the camera button on the 8.4” infotainment screen at anytime, so if you’re towing something and you want to see if all is ok while on the highway, you can, without stopping.

You can also change the menu at the bottom of the screen for quick access by dragging the icons the menu. There’s an on/off switch for the auto stop/start on the center console along with a mute button for the radio. Just in front of the gear selector you’ve got the sway bar disconnect and front & rear/rear diff lock switch along switches with for aftermarket accessories. The front seat backs have hooks for your grocery bags. Outback there are provisions for the door hinges and there’s a cubbyhole with a drain plug that you can fill with ice for those camping trips. Two pet peeves in an otherwise great interior, there’s no dead pedal and the kicker… the fuscia colored dash! Why not keep it the same colour as the exterior? With the wider body, the cargo space is up slightly to 72.4 cu.ft of cargo space with the rear seats folded.

Tall opening eases loading awkward cargo

Still Jeep tough

Jeep engineers have also been busy making this the most capable off-roading Wrangler ever with improved suspension travel, and better articulation.

A Rock-Trac two-speed transfer case, Dana 44 front and rear solid axles with 285/70R17C off road treaded tires complete the go anywhere ability of Rubicon package. My tester came with the cold weather package (heated front buckets and steering wheel) at $895, the $895 LED lighting package, the aforementioned 8.4 inch nav/infotainment screen with premium Alpine sound ($1395), blind spot monitoring and rear cross path detection ($895), towing package including a 240 amp alternator, hard and soft top package ($2395) cloth seats. Power of choice was the 3.6L Pentstar V6 mated to a new 8-speed automatic and a 4.10:1 rear axle.

On the road

In 2015 I commented that Jeep could take a lesson from Fiat and improve their lighting, well they have and my drive home on country roads is greatly safer with the new LEDs.

Even with the off-road tires on my Rubicon (I love saying my) the improved ride quality of the new chassis was clearly evident but despite the refinements the JL is still a Jeep. A lot of the ancestral trademark Jeep jarring is gone and there’s a crisper feel to the steering. The 3.6L V6 is a carryover from the outgoing model and I’m used to the power delivery of the 285 horses and 260 lb-ft of torque. Checking the numbers however on the new 2.0L turbocharged four-cylinder (270 hp with 295 lb-ft of torque) sounds promising and I hope to get my hands on one in the not too distant future.

OK the question that everyone has been asking. I was hoping the new smooth shifting, 8-speed automatic and aerodynamic changes would have made a big improvement in my gas bill, and was curious to know by how much. My last Wrangler was the Sahara, which averaged 13.5L/100 km. My Rubicon with off-road gear ratios and off-road rubber managed to better the old Sahara by .7L/100 kms. netting an average 12.8L/100km on mostly highway travel so a similarly equipped Sahara JL with the 3.45:1 rear end should get significantly better numbers.

Trims

Entry price for all this fun starts at $33,103 for the two-door Sport, followed by Sport S at $36,851 and completing the two door versions is the Rubicon at $44,878. The 4-door versions start with the Unlimited Sport S at $40,508 followed by the Unlimited Sahara – the company’s most street friendly ride complete with three-piece hard top starting at $44,308 and finally with our off-road bad boy, the Rubicon at $47,158.

There are reminders of the JL’s heritage all over.

If you’ve been thinking about getting behind the wheel of a Wrangler, you’ll be glad you waited, as the JL is an all around winner.

Price as tested: $57,998

#jeep #jeep wrangler #jeep galdiator #suv #offroad #fca #mike hozjan #adrenalineautoguides

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perksofwifi · 4 years ago

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Inside Look: The Bad-Ass AEV JL370 Jeep Wrangler

American Expedition Vehicles (AEV) recently opened up the order banks for the company’s turnkey JL350 and JL370 conversions based on the hot-selling JL-generation Jeep Wrangler. AEV has a well-deserved reputation for making some of the most capable turnkey vehicles on the planet and is known for delivering enhanced off-road performance while not compromising the OE’s refined on-road manners. AEV designs, develops, and manufactures its own line of parts and whole-vehicle solutions using an OE approach to engineering, durability, and design.

In addition to the Jeep Wrangler JL models, AEV currently offers the Ram HD–based Prospector XL and the Chevy Colorado–based Bison. Past AEV vehicles include the Wrangler TJ–based Brute and Wrangler JK–based Brute Double Cab pickup trucks, the previous generation of Prospectors, and of course the well-known Wrangler JK offerings. We recently had a chance to poke around AEV’s 110,000-square-foot assembly facility and headquarters in Wixom, Michigan, where its conversion process happens and decided to take a closer look at what goes into an AEV JL370 as we walked by rows of Prospector XLs and Bisons in various states of assembly.

Starting with a Wrangler JL in either two- or four-door form, AEV converts them into JL370s through a host of changes. While a Sport or Sahara can be used as the base vehicle, the Rubicon’s high-clearance flares will be added (for $725). For this reason, and the Rubicon’s factory front and rear lockers, electronically disconnecting sway bar, and 4:1 transfer case, the vast majority of owners choose to start with that trim level.

The basic JL370 package, which commands a $15,600 premium over the cost of a Wrangler JL, includes the following upgrades:

AEV 2.5-inch DualSport RT suspension system AEV front geometry correction brackets AEV 4.56 (auto) 4.88 (manual) differential gear upgrade AEV alloy wheels 7-inch BFGoodrich all-terrain KO2 or mud-terrain KM3 tires AEV high-clearance front bumper AEV front bumper skidplate AEV non-winch cover plate AEV rear bumper EV swing-out tire carrier AEV 7000 Series LED off-road lights AEV light cover kit AEV black badging AEV branding package AEV CHMSL mount (third brake light) AEV IP cluster AEV jack base AEV logo headrests Tire pressure monitoring system (TPMS) AEV ProCal SNAP module AEV vehicle build plaque

From there, owners can further customize their AEV builds, which we go into in full detail in the gallery. All factory AEV builds, as opposed to parts builds, get the coveted AEV windshield banner, special AEV badging, and a serialized data plate.

AEV splash guards ($195) AEV snorkel ($659) AEV fuel caddy ($450)AEV winch kit ($1,522) Baja Designs sport scene light ($408) AEV light grille kit ($144)AEV license plate kit ($70) Vision X bumper-mounted LED lightbar ($665) AEV jack base mount ($40) AEV standard leather ($1,900) AEV Cordura and leather ($2,200) AEV premium leather ($2,400) AEV F-1 leather ($3,600) AEV heated seats ($518) AEV Pintler wheels (included) AEV Borah DualSport wheels (+$50) AEV Savegre II wheels (included) Painted interior hardtop ($875) Painted dash panels ($490) Matte painted grille ($490) AEV front diff cover ($150) AEV rear diff cover ($150)

CONTACT American Expedition Vehicles www.aev-conversions.com

The post Inside Look: The Bad-Ass AEV JL370 Jeep Wrangler appeared first on MotorTrend.

https://www.motortrend.com/news/what-is-aev-jl370/ visto antes em https://www.motortrend.com

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daveshevett · 3 years ago

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Jeep JKU Overlanding Build - My Covid-19 Project

New Post has been published on https://planet-geek.com/2021/06/17/jeep/jeep-jku-overlanding-build-my-covid-19-project/

Jeep JKU Overlanding Build - My Covid-19 Project

The last year has been a doozie. When the pandemic got rolling and didn’t look like it was going to be over quickly, I, like many folks, looked for ways to ‘get away’. Some of these plans were born from fear and doom, some from a basic need to just Be Away, and for others, it was a way to do SOMETHING during the pandemic that felt like you were building for the future. An uncertain future to be sure, but a something you could point at and go “I did this. Now I can enjoy it.”

I’ve had a Jeep, off and on, for the last 8 years. Starting with a JKU (which I sold quickly, unfortunately), and then settling into my 2000 Jeep TJ (affectionally referred to as Ol Yeller), I enjoyed having a ‘toy’ that I could go romp in the woods, or just drive with the top off. It was freeing.

I sold Ol Yeller right at the beginning of the pandemic, because I had gotten fascinated with the concept of Overlanding, and the more I thought about it, the more I realized my 20 year old, small (but still fun!) Jeep TJ just wasn’t going to cut it. And, to be fair, the TJ was not exactly a luxury vehicle. It was time to upgrade to a vehicle I could build out into my overlanding vision.

How it started

I began hunting for a JKU (the 4 door version of the JK) in May, 2020. My criteria was:

A relatively low set of miles. 50k-75k was okay.

Manual transmission – Manual cars are slowly going away. This was the last chance for me to have a manual vehicle, I was going to take advantage of it. And besides, it’s fun.

Hard top. I could have gotten a soft top and upgraded it, but either way, I wanted a hard top in the end. In the winter, it’s really the only way to stay warm.

No rust. Jeeps rust. The JK’s are better about it than previous versions, but they still will rust.

The first version of Ghost

I found a JKU that fit the bill, aside from the hard top at a dealership not far away. Took it for a test drive, reviewed it, and it seemed like it would fit the bill. I paid cash for it, and drove it home. While driving it back from the dealer, something felt… off with it. It wasn’t tracking right, and had a bit of a shimmy in it. I had brought up the shimmy with the dealer, and they said they had fixed it, but it still didn’t feel right.

I made an appointment with my local shop (folks I trust a lot), to have them go over it. They did… and… there were problems. It turns out this jeep had obviously been in at least one accident, if not several. The chassis had been shifted forward by an inch on the frame and the body mount bolts were all twisted. The frame had been cut and re-welded (poorly) which threw off all it’s alignment. My shop was definitely of the opinion “This vehicle is unsafe. You need to return it.”

I was, naturally, hurt and felt lied to. I contacted the dealer, relayed all my issues, and they, surprisingly, agreed to take it back and refund ALL the money spent. No restocking, no tax issues, nothing. Just a check back to me. So that’s what I did. I felt a little taken advantage of because I didn’t do a thorough check, but I did have a conversation with one of the sales reps there who said they had another buyer, cautioning him “this vehicle is unsafe. Please take that into consideration when you decide to sell it again.” – I doubt it had any affect, but I had to try.

Second Verse, Same as the First, but better!

So, back onto the market I go. Strangely, I find another JKU, also white, this time with a black hardtop, less than 10 miles from the original dealer. So off I go, give it a test drive, and things look and feel… good! No shakes, it’s smooth and strong, AC works great – I’m cautiously optimistic. THIS time I make an appointment with my shop and make arrangements with the dealer to take the car to the shop for the day for a full evaluation. They agree, and a few hours later, I have a 100% clean bill of health. Nothing wrong with it!

So I became an owner of a white 2013 Jeep JKU Sahara, which was promptly named Ghost.

Ghost was basically stock. Stock Sahara wheels, bumpers, roof, interior. The only ‘enhancements’ were a bit of ‘armor’ on the sides of hte hood, and running boards. It did have the Alpine amp and subwoofer, which was a nice bonus. The head unit was the basic CD player and radio, but everything else was there including steering wheel controls and everything else. Oddly, it didn’t have an FM antenna (??), not sure what that was about. But it was the right price, the right configuration, and felt great. I was ready to get started.

The Build

Over the next 10 months, using whatever tools and basic skills I have, I upgraded Ghost. Through Craigslist, Facebook Marketplace, ebay, Crutchfield, and trips to Lowes, I built. There was a LOT of learning. I’ve always been okay doing stereo installs and upgrades, and doing wiring, but this build would require mechanical work. Moving equipment around the engine bay, mounting hardware, figuring out what options to do where. The physical build took months, and wasn’t cheap.

Here’s a simplified version of all the work I did. (If you’d like a fully detailed nitty gritty “show me the rust and bolts” review, checkout my build thread on WranglerForum.com).

Found a GobiRack on Facebook Marketplace – I’ve always wanted a safari rack on the jeep, because I love the look and the flexibility it provides. The fellow who had it was happy to hold onto it for a few weeks until we could get down there. It came with a full on lightbar, and was a very reasonable price. I also learned that these racks were INCREDIBLY hard to come by. The manufacturer was way behind on filling orders, and the prices were through the roof (so to speak). I got this for a good price, and was happy to put it in the garage until I was ready to install it.

A set of XRC Bumpers (front and rear) to replace the stock ones. I was originally thinking these would be needed (on the rear) to mount the rack, but it turns out the rack mounts to the underside of the body, not the bumper. Regardless, I wanted a front bumper to mount a winch, and a rear bumper that was rugged and able to handle towing and getting banged around. This was another Facebook Marketplace purchase. Met the fellow at a rest stop down in CT. Super nice!

A Harbor Freight winch. Yea yeah, harbor freight, blah blah. But if I’m going to be anywhere off road where I might get stuck, a winch is absolutely necessary. I got this during a sale somewhere in November, but didn’t get around to installing it until April this year. It sat on my porch the entire time. My wife is very patient.

A new power control panel and relay box – this is a system that gives you switches on the interior to control exterior lights and accessories, using a separate set of relays. Very handy for high current thing (like trail lights)

A set of grips / handles from Wild Boar. The Jeep is TALL, and climbing in and out of it is a lot easier if you have something to grab onto.

A Vector equipment mounting bar – this goes on the dash and lets you mount equipment to it, like phone mounts, radios, etc.

A Boss BE10ACP-C Android Auto screen to replace the head unit – this took a lot of research to arrive at, but I’m reasonably happy with the result. I find floating screen displays really useful (I know others disagree), and having my gmaps on that screen, plus Spotify, an audio interface, backup camera, etc – a huge upgrade.

A set of new rims (via Craigslist) to replace the stock rims

BF Goodrich T/A K02 Tires.

Replaced the headlights from the stock ‘sealed beam’ whatever those garbage things were with a set of LED lights. The improvement is staggering.

So far so good, but we’re not done yet!

Now everything up until now has been pretty basic ‘kit out your jeep’ type stuff. Folks do this sort of build out all the time, and honestly, the result is pretty awesome. It looks great, it drives great, it’s fun, and it’s comfortable.

But the real goal of this project wasn’t to make another kitted jeep, it was to make something I could go camping and backwoods exploring in, and basically live out of for at least a small stretch of time. To do that, we needed to keep building.

Overlanding Buildout

The next things are parts that any camper would get. I needed a place to sleep, I needed water, food, storage, power, a way to cook, and it all had to fit in or on the jeep in a way that wasn’t horrible.

The first step there is a rooftop tent. This is a type of tent that folds up like a big taco when you’re driving, but unfolds into a big comfortable space when parked. The one I settled on is a Smittybilt Overlander XL tent. It’s quite large, fits me and all my gear and company if needed without a problem, and fits fine on top of the Jeep. This was one of the big reasons I got the JKU – this tent would not have fit on the TJ (of maybe it would have, but would have added more weight in a place that vehicle did not need it. High off the ground.

Once the tent was all set up and useful, I needed to start adding things to make camping out comfortable and sustainable. Anyone who is exploring overland builds will be familiar with this list, it’s the sort of accessory pile that anyone doing camping will understand.

Basic camping stuff like a sleeping bag and the like. I already had all this, so that was easy. The tent has a very nice foam floor on it so its quite comfortable.

A Mr. Heater portable propane heater. This heater is designed to run inside enclosed spaces, so it can warm up the tent REALLY fast and make it quite comfortable. I tend not to run it all night, but for going to bed at night and waking up on a cold morning, one button and you have a very nice toasty room to get dressed or undressed in.

A Gooloo 500w Lithium Ion battery bank that charges from the Jeep when it’s running, and when I’m camped, I can use it to power lights, equipment, recharge various bits, and also power my…

A Foho Portable fridge / freezer! Yes, I have a fridge in my jeep. For food from spoiling without the hassle of ice or ice packs, it’s amazingly useful. When I’m driving, the Jeep powers the battery, which powers the fridge. When I’m parked, the fridge runs off the battery. I can run a day or two in that mode without needing to start things up to recharge.

A full cooking kit that includes pans, utensils, a cooking stove, etc. The stove runs on propane, and I”m thinking of upgrading to a more peppy stove.

A folding table

A 5 gallon water jug

A medical kit

A variety of other gear to keep the Jeep and myself safe, such as recovery gear, spare rope, a shovel, hatchet, spare knife, etc etc.

A bike rack! Having my bike with me means I can leave the Jeep parked and go off and explore, then come back for meals and sleeping.

Given all this, I feel like I have a setup that… i can take just about anywhere. It’s comfortable, it’s complete, and it’s mine. My escape vehicle. Say hello to Ghost.

Conclusions

This has been a year of challenges for everyone. For me, this project has helped channel my needs into a project to build a vehicle I’m enormously proud of (and lets be frank, I love showing off). So far I’ve been camping in it 4 times, and will be going again next weekend. I’m constantly tweaking and adding to the build.

What’s next? Honestly, I’m not sure. I suspect I’ll be fiddling my cooking and heating arrangements a bunch (my current stove isn’t powerful enough). I’m considering a better propane management, something that lets me use a 5lb propane tank with multiple connections. Solar panels have been a thought, but I’m not sure if they’d be helpful (since I tend to camp in the woods). I’m definitely going to be upgrading my radio communications (I have no CB or Ham radio yet), and I want to have a permanent mount for a GPS locator / rescue device.

I hope to go on a couple long trips soon, but we’ll see how the weather, work, and my budget come together. Stay tuned!

#camping #jeep #overlanding #Jeep

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t-ginger-bear · 6 years ago

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After a couple of “serious” blogs, I figured it was time for a lighter take on life…

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I may have mentioned (or if you know me, you know this) that I am a bit of a car guy. I’ve always been into cars. As a kid, when we were given a few dollars and taken to the toy store, my first stop was the aisle with the Hot Wheels and Matchbox cars.

Always.

This has followed me to adult-hood. I read car magazines (sometimes over and over and over again) and I keep up with new cars and trucks and still have more than 1 in my driveway.

One is an award winning show car (my 2001 PT Cruiser) and one is a low-mileage, original owner mid 90s Chrysler Town & Country. I really need to sell that one. And of course, my daily “driver” – a 2014 Subaru Forester.

When I first bought my Forester (aka Fozzie) back in 2013, one of the vehicles that they had on the lot (and I could have gotten a SIZZLING deal on) was another Forester – an XT Turbo model. This is the sporty Forester with all the trimmings. But the XT is ONLY available with a dark charcoal (black) interior in cloth or leather. I did take it for a drive. And over the 2 miles of the test drive, the AC was just finally starting to feel cool in the front seats. The poor sales guy in the back seat was still sweltering.

As I may have mentioned, I live in the desert area in Southern California. And during the summer, it gets hot. Really hot. 110+ degrees almost every day in July and August hot. Even during the “cooler” months of summer, daily temps are usually in the mid-90 to low-100 temp range. And we get over 250 sunny days per year (well over the national average of 205).

That Forester XT was a no-go. There was no way I was going to buy a car with a black or really dark interior that would just take forever to cool down on a hot day.

But I do love my Forester. I can’t even begin to tell you how many times during my purchase process I was on the Palm Springs Subaru website, checking inventory. I was looking and looking for a particular color and trim to come in. And each time I searched, nothing worked.

I’d decided on the 2.5i Limited trim level. It had the equipment I wanted (leather, power seats, big glass sunroof, and more. And it didn’t have the equipment I didn’t want – like the first generation of the Eyesight system. I could go either way on the navigation system or the top-line Harmon-Kardon audio set up.

My first choice on color was what was called Marine Blue Pearl. It is a dark blue with a bit of a teal blend. Think of a deep aquamarine color only a bit more teal.

I waited weeks. Nothing showed up. I was going to “settle” on another color and had planned to go in on the weekend to buy.

Then my sales guy (Bob!) sent me a message with a picture – stating “look what we go in!”. I went on my lunch break to start the paperwork and went after work to take delivery. Yay!

Since Fozzie came into my life, I’ve been in love. Seriously. If you need a good and solid and dependable small-medium SUV, you can’t go wrong with the Forester. From the standard All Wheel Drive (AWD) and the fuel economy (class leading) that is the same or better than many of the rivals (which are all front-wheel drive), to the equipment and available options, the Forester is a solid player.

Then there is the renowned longevity of the Forester and all other Subaru cars, too. My first Subaru (a late 80s wagon – bought used at an auction) traveled over 320,000 miles before a head-gasket when “pop” and the cost was more (by almost double!) of what I paid for the car at the auction.

As I mentioned, my PT Cruiser is a show car. I’ve always liked being a part of a car-culture that is car based. I don’t just mean the “I love cars” group of people, but those that are interested in a particular make or type of car.

When the PT Cruiser hit the market in 2000 (as a 2001 model), there was an almost immediate culture surrounding the car – from after-market part makers to custom trim and paint schemes (some from the factory) and an explosive owner’s club and car-show circuit, the PT Cruiser struck a nerve (and the wallets) of many buyers out there.

Mom also has a PT Cruiser, her’s is a 2002 model.

Both of our cars have been daily drivers and both have been shown throughout California and Nevada at PT Cruiser car shows.

I’ve been recently introduced to the Subaru car culture following. There are major events across the country, specifically for Subaru, including an upcoming “SubieFest” here in SoCal on October 21, 2018.

I. Can. Not. Wait.

In that regard, I’ve really started to embellish Fozzie with extra stuff…

From chrome trim on the dash, brushed metal on the console, more chrome trim on the outside, Fozzie has had a lot of touches. Now Fozzie is undergoing more changes and growth.

Recently, I’ve started channeling a new set up upgrades, updates and alterations to my beloved Fozzie. As a chronological time line – I’ve done the following things.

Factory accessory roof rack “aero cross bars”

Factory accessory rear luggage cover

Silver/blue “piping” for the dash and center console “stack”

Brushed metal (stainless steel?) trim around the console

Silver twin-stripe tape kit.

Chrome trim strips for mirror caps

Chrome surrounds for the fog-light housings

Chrome surrounds for the rear bumper reflectors (more to come?)

Rooftop cargo basket

“Bull-bar” light bar (mini)

LED off-road work-lamp

Remote control wiring harness for lamp

Coming soon? New LED lamps for the rear reflectors (and new chrome trim for same), stainless steel trim for HVAC controls, chrome trim for AC vents, additional off-road lights for the front bar and possibly added to the roof-top cargo basket.

Oh, and SUBIEFEST! Goodness knows what I may find there…! Oh, the mind reels…!

As I keep Fozzie going along the current path – to become a “soft-roader” with the ability to tackle some trails and go out in the desert areas surrounding me on any of the proper and accessible off-road trails.

I’ve found a lot of YouTube videos showing Subaru Crosstreks, Outbacks and Foresters keeping up with more serious off-road Jeeps and Land Rovers and the like from around the world.

The Forester (and the related Crosstrek) have 8.7″ of ground clearance. This is the distance between the ground (duh!) and the lowest part of the vehicle. To put this in perspective, the Jeep Wrangler – often considered the best base vehicle to build into a serious off-road crawler – has just 9.7 inches of ground clearance.

One thing that truly separates those Jeeps and the Forester or Crosstrek is what is called the “approach” angle – which is the angle from where the rubber meets the road (or dirt, as it were) and the lowest part of the front of the car. A more detailed description can be found here.

A simple way to think about approach and departure angles is to think about a flat surface and a ramp. The approach angle is how high of a ramp (in degrees) that the vehicle can climb (or descend with departure angle) before the body gets in the way of the wheels being able to move the vehicle forward.

According to Edmunds.com (a popular automotive research site), the Forester has the following ground clearance and angles –

Ground clearance (in.) 8.7 Approach angle (degrees) 23.0 Departure angle (degrees) 25.0

We can compare that directly the Jeep Compass – a similarly marketed SUV, the numbers become more clear. However, this is for the “top line” and off-road capable “Trailhawk” model which is specifically set up for off-road –

Ground clearance (in.) 8.5 Approach angle (degrees) 30.3 Departure angle (degrees) 33.6

The more basic (but still 4WD) Compass like the Altitude or Limited suffer with different styling and changes to the ride and clearance.

And how does this compare with the “king of the trail” Wrangler? The 2018 Wrangler “JK” Unlimited Sport has less clearance than the Forester, but much better angles.

Ground clearance (in.) 8.2 Approach angle (degrees) 38.5 Departure angle (degrees) 28.2

So while the Forester is not a serious off-road king like a Jeep, it certain compares well. Throw a lift kit on there or swap out the bumpers for a lower profile bumper (some people have cut the front bumper fascia) and there is almost nothing the Forester can’t do just like the Jeeps.

One of the added benefits to the Forester (and Outback and Crosstrek) is a nifty little gadget called “X-Drive”. This is a system that works with the standard AWD system to apply power ONLY to the wheels that have traction and grip. It also allows a “hill-holder” function that – when you are descending a hill – will only allow you to go “so fast” and controls the throttle and braking so you can concentrate on steering.

X-Mode is a little bit like those old “4WD High �� 4WD Low” levers that 4×4 trucks used to have decades ago. X-Mode will control wheel-spin and velocity across all 4 wheels so that if you happen to be stuck in a sticky spot (say a big mud puddle) the Forester X-Mode will work to get you out. All that you have to do is push down on the gas pedal.

Will Fozzie ever be the off-road beast that my old Dodge Ramcharger was capable of being? No. But then again, I don’t have to watch the gas gauge visible fall with every mile I travel down the road.

When it comes to fuel economy, my Forester does pretty well. I average between the mid 18 MPG range during the summer (when the AC is blasting) to the low 20 MP range when the AC is off. Mind you, I am not on the highway a lot – most of this is cross town, stop n start driving to the library or the store or to a friend’s place or wherever. And I tend to have a heavy right foot.

When cruising on the highway between 70 and 80 MPH, I tend to see high 20s and even into the 30s on average. There have been trips I’ve been able to make across town at 50 MPH and not having to stop for many lights (or any depending on how late it may be) and see an average of upper 30s. One short trip – about 10 miles – with only a few stops – saw my trip computer average just under 41 MPG for that trip.

More postings will be coming on the updates, upgrades and changes to Fozzie as time rolls along.

Subaru = Love After a couple of "serious" blogs, I figured it was time for a lighter take on life...

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layla-blog22 · 6 years ago

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jesusvasser · 6 years ago

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Off-Roading in Moab With the 2018 Jeep Wrangler Rubicon and Cherokee Trailhawk

MOAB, Utah — The splendor of Moab is evident from the air. I worked up the courage to peep out the window of my tiny plane as it jostled through the air on its way into the Grand Junction, Colorado airport . My eyes were met with snowy peaks, impressive buttes, and wide-open swathes of land.

Jeep brought us to Moab not just to drive its Easter Safari concepts, but also to showcase the full capability of its factory stock vehicles on one of off-roading’s most hallowed grounds.

Moab as we know it today exists because uranium miners carved out trails to form the recreational park that surrounds the tiny town of just over 5,000 people. Our group’s guides planned to take us to Moab’s Behind the Rocks trails for a healthy mix of dirt trails, slick rocks, and obstacle climbing. To take on the landscape, I chose a two-door 2018 Jeep Wrangler Rubicon with the new turbocharged 2.0-liter mild hybrid system.

The first thing I noticed is how much more upscale the interior is over the previous generation. Quality plastic, rubber, and leather abound inside. Elegant metallic red accents with a satin finish line the dash. A piece of B-pillar trim rattled loose, but the car was otherwise flawless during my half-day behind the wheel.

We started the day on the road as we hauled out to the trail from the Moab-famous Gonzo Inn. Little noise made it inside the cabin, allowing for pleasant indoors-volume conversation. Even once we got on the dirt and small rocks, NHV remained at a minimum, allowing us to enjoy satellite radio through the premium sound system.

I hadn’t done much off-roading up to this point save a closed course with General Tire in previous-generation JK Jeeps and some trail driving in a Mercedes-Benz G550 4×42 and used this two-day trip with Jeep as an opportunity to learn all I could about off-pavement adventuring.

The first feature I learned to use in the Wrangler Rubicon was the electronically disconnecting anti-roll bars. Pushing the button at the bottom of the center console allows the Jeep to allow for the full suspension articulation necessary for more serious rock crawling. It also helped with medium-pace driving on rocky trails–the suspension doesn’t try to keep the vehicle level, resulting in a ride quality that plies across the bumpy terrain with an uncanny grace. You bet we kept this feature active as often as we could.

When we got to the full-sized boulders, we set the Cherokee Trailhawks in low-range mode and switched on the locking differentials. The buttons that control these functions have moved from left of the steering column, as they were on the JK, to the center stack next to the anti-roll bar disconnect.

Jeep’s electronically controlled tools operate with a shocking degree of predictive intelligence. By this I mean that the anti-roll bars automatically disconnect and reconnect when the vehicle begins moving too quickly and the diffs wait to lock or unlock until the car is stopped and in neutral. This ease of use helped me keep my eyes on the trail and the expansive scenery of the high desert.

The ultimate test of our Jeeping skills—and of the stock Wrangler Rubicon’s ability—was ascending and descending Hummer Hill, so named for an off-roader who drove his Hummer H1 laterally across the 41-degree incline.

Jeep’s guides suggested we use a four-door Wrangler Unlimited to make the climb since the longer wheelbase allows for more stability on a steep grade. With fully locked differentials and disconnected anti-roll bars, I crept forward onto the stone mound. Within moments, all I could see was the clear blue sky above. I maintained a steady throttle input and the open-top Wrangler clawed its way up the rock face.

I couldn’t celebrate yet—it was already time to turn the Wrangler around and creep back down to the ground. I used left-foot braking and low gears as instructed to maintain control as I eased down the rock. This time, only the ground was visible through the windshield.

It felt incredible to make it up and down Hummer Hill, and in that moment Moab clicked for me. FCA West Region Manager Scott Brown repeated throughout the trip that off-roading is “the most fun you’ll have going 2 mph,” and that sentiment rang true in the sense of achievement and accomplishment I felt from conquering that obstacle.

After a morning of testing the best of Jeep’s off-roading lineup, it was time to swap our Wranglers for Cherokee Trailhawks. I opted for a two-liter turbocharged variant. The Trailhawk trim bestows the Cherokee with better all-terrain tires, a lift, and Jeep’s Active Drive II four-wheel drive system.

Active Drive II offers hill descent, Selec Speed Control, a rear-locking differential, and traction modes for different types of surfaces. We started on sandy roads and did some higher speed driving over these trails. This is the area the Trailhawk felt most comfortable, but that doesn’t mean it wasn’t capable when it came to the obstacles lying ahead.

We did some serious climbing in the Cherokees as well, using a combination of settings to scale steep rocky inclines. For the really serious stuff, we switched into low-range 4WD, locked the rear differential, and set Active Drive II to “rock.” Without the disconnecting anti-roll bars, obstacles felt hairier but the Trailhawk successfully faced the challenge.

Our climb culminated at the top of Kane Springs Creek Canyon, which offered a breathtaking vista. It gave some perspective to the Cherokee Trailhawk’s abilities as well. Even though it doesn’t offer the full off-roading suite of the Wrangler Rubicon there’s still plenty of kit in the factory-stock models to tackle an intermediate-level trail.

My time behind the wheel of Jeep’s newest offerings helped me make sense of why Moab is the Mecca of off-roading. The trails and spectacular views lend themselves to a sense of scale that I’ve never encountered anywhere else in the United States. But the land and sky weren’t the only things that impressed in Moab. The 2018 Jeep Wrangler Rubicon and Cherokee Trailhawk demonstrated that Jeep offers products that are simultaneously livable and capable – properties that make these vehicles a solid choice for the driver who wants to be secure in the knowledge that they can get away at a moment’s notice.

2018 Jeep Wrangler Rubicon Specifications

ON SALE Now PRICE $39,495 (base) ENGINES 2.0L DOHC 16-valve turbo I-4/270 hp @ 5,200 rpm, 295 lb-ft @ 3,000 rpm TRANSMISSIONS 8-speed automatic LAYOUT 2-door, 5-passenger, front-engine, 4WD SUV EPA MILEAGE 18/23 mpg (city/hwy) L x W x H 166.8 x 73.8 x 73.6 in WHEELBASE 96.8 in WEIGHT 4,010 0-60 MPH 7.5 sec (est) TOP SPEED 115 mph (est)

2018 Jeep Cherokee Specifications

ON SALE Now PRICE $25,190-$38,970 ENGINE 2.0 turbo DOHC 16-valve I-4/270 hp @ 5,250 rpm, 295 lb-ft @ 3,000 rpm; TRANSMISSION 9-speed automatic LAYOUT 4-door, 5-passenger, front-engine, 4WD SUV EPA MILEAGE N/A L x W x H 182 x 73.2 x 66.2 in WHEELBASE 107.1 in WEIGHT 3,655-4,108 lb 0-60 MPH 7.5 (est) TOP SPEED 115 mph (est)

The post Off-Roading in Moab With the 2018 Jeep Wrangler Rubicon and Cherokee Trailhawk appeared first on Automobile Magazine.

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eddiejpoplar · 6 years ago

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Off-Roading in Moab With the 2018 Jeep Wrangler Rubicon and Cherokee Trailhawk

Jeep brought us to Moab not just to drive its Easter Safari concepts, but also to showcase the full capability of its factory stock vehicles on one of off-roading’s most hallowed grounds.

2018 Jeep Wrangler Rubicon Specifications

2018 Jeep Cherokee Specifications

The post Off-Roading in Moab With the 2018 Jeep Wrangler Rubicon and Cherokee Trailhawk appeared first on Automobile Magazine.

from Performance Junk Blogger 6 https://ift.tt/2LuE0tZ via IFTTT

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vectoroffroad · 4 months ago

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Alpine Restyle JKE Dock 2011-2018 Full Width | Vector OffRoad

The Alpine Restyle JKE Dock 2011-2018 Full Width - 44.5" Long by Vector OffRoad. Transform your Jeep with this premium dock designed for functionality and style.

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jonathanbelloblog · 7 years ago

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First Drive: 2018 Jeep Wrangler Rubicon

MOUNT PROSPECT, South Island, New Zealand — We’re well above 5,000 feet, the sky a wash of cobalt blue and El Greco’s clouds as the helicopter banks hard toward a gray summit amid the endless range of snow-dappled peaks. Closing in, our pilot slows to a hover, gingerly easing down to a “landing site” that looks more like a minefield. The uneven ground is littered with jagged rocks, tufts of slippery grass, and bus-sized boulders—with sheer drop-offs on every side. “You’d never get up here without a whirlybird,” I think to myself as the skids finally touch down, “unless maybe you’re a mountain goat.”

It’s then that I notice four new 2018 Jeep Wrangler Rubicons parked on tall rocks nearby, a band of brothers in silhouette, their military-inspired profiles as unmistakable today as an original Jeep was back in World War II. Mountain goats, all right—just made in metal.

On the drive in New Zealand, St. Antoine enjoyed lots of “Jeep swimming.”

A decade ago in Zambia, Africa, I was among the first to drive the then-new JK-platform Wrangler. Being a former owner of the previous model, the much-loved TJ, the JK was something of a shock: taller, dramatically wider with a new V-6 replacing the time-tested PowerTech inline-six, and a huge new four-door Unlimited version joining the lineup. Compared to my trim, nimble two-door TJ, the Unlimited JK looked like a battleship. It seemed so … big. Unwieldy, even. Could this giant even squeeze through the narrow Death Valley trails I’d so easily traversed in my TJ?

I needn’t have worried. Despite some knocks from purists (who will always knock any change to the Wrangler), the JK proved a hit. Whereas the TJ sold roughly 80,000 units Stateside in 2006, by 2017 Jeep regularly sold about 200,000 JKs a year.

Now comes the Jeep I first glimpsed high up on that New Zealand mountaintop, the all-new, 2018 JL edition. As always, Jeep engineers and stylists unveiled their new baby with a mixture of pride and nerves. After all, the Jeep faithful are an unforgiving lot. To them, any modifications to the battle-tested Wrangler formula are as contemptuous as adding Alfred E. Neuman’s face to Mount Rushmore. (We’re looking at you, square-headlight 1987 YJ.) The cry is always, “Don’t eff it up by changin’ it!” And in the JL’s case, there are a lot of changes. But put those pitchforks down. I’m one of the Wrangler faithful myself, and after driving the new JL through some of New Zealand’s most spectacular wilds—the same mountainous, river-crossed landscapes that served as the backdrop for “The Lord of the Rings” movies and the forthcoming “Mission: Impossible 6”—I’m here to tell you: The JL is a sublime piece of work, an upgrade over the JK in almost every way.

Although Jeep had only top-range Rubicon models on hand for our New Zealand drives, the two-door JL will be available in Sport, Sport S, and Rubicon trims, and the new four-door Unlimited will be available in those three versions plus a new Sahara edition.

The JL has grown compared with its predecessor, but importantly, it doesn’t feel bigger. Wheelbase has increased 1.4 inches on the two-door and 2.4 inches on the four-door, and overall length has grown 2.5 and 3.5 inches, respectively. Overall height is up an inch, and width is essentially unchanged. The truly important stats, though, are these: Approach, breakover, and departure angles on the Rubicon are all significantly improved, and ground clearance is up almost an inch (the Rubicon now rides on standard 33-inch BF Goodrich KO2 all-terrain tires on 17-inch wheels). Water fording is doable up to 30 inches, and the JL can tow as much as 3,500 pounds (when properly configured).

Those are the numbers. Here’s the big picture: The new JL is the best-looking Wrangler in years. “Like you, I’m a big fan of the TJ and the old CJ,” says Mark Allen, head of Jeep Design and the owner of a comprehensively modified TJ. “See the JL’s keystone-shaped grille … and the way the outboard slats wrap around the headlights? That’s pure CJ. Also, while everybody else seems to be raising beltlines, I lowered the JL’s. So every piece of glass is larger. Better visibility.”

Allen then leads me around to the side and points to the roll cage. “The sport bars are now welded to the body and painted in body color,” he says. “Because of some big focus group? Nope. I just like the way it looks.” He also points out a new header bar between the A-pillars, which allows the windshield to fold down while keeping the rearview mirror in place. Wrangler chief engineer Brian Leyes then jumps in: “And the body doesn’t just look good. Overall aero is improved by 9 percent.”

The big roof panel in the new zipperless soft top is fitted to a folding frame that can be lowered with one hand or removed entirely.

The JL sheds more than 100 pounds over the JK, thanks to aluminum in the doors, hood—the Rubicon gets a vented “power hood”—fenders, and windshield frame plus a magnesium-cast rear swing gate. New, high-mounted trapezoidal fender flares allow the Rubicon to accept up to 35-inch tires with no modifications. Daytime running lights encircle the headlamps; Jeep calls it a halo effect. On the Rubicon, you can opt for LED headlights, square taillights, and foglamps. Turn signals are mounted atop the front of the fender flares. The doors now feature the proper Torx bit tool size stamped right into the hinges—making removing and reattaching them a no-brainer. A new half-door will be available sometime in 2019.

Up top, the available three-piece Freedom hard top has been improved with lighter panels and easier-to-use latches. A body-color hard top is optional on the Rubicon (and the Sahara). The optional convertible soft top is now zipper-free. Instead, the rear plastic windows simply slip out of channels they snap into, and then the big roof panel can be easily flipped back and down with a single hand. Brilliant. Finally, later in 2018 Jeep will offer an optional Sky One-Touch power top with a central canvas panel that retracts fully at the touch of a button. None of the Jeeps on hand had the Sky roof, but I predict it will be a hit.

The JL’s cabin is thoroughly updated to meet the demands of the “always connected” 21st century: Apple CarPlay, Android Auto, abundant USB ports, navigation, and SiriusXM with traffic. The fourth-gen Uconnect system even offers an optional 4G Wi-Fi hot spot so you can surf websites right from your camp table. The attractive space also includes a dash painted to match the seat stitching, available keyless entry and standard push-button start, and the ability to call up a whole bunch of vehicle info (such as pitch and roll) on the display screen. A new optional 8.4-inch hi-res touchscreen with pinch and zoom is the largest ever offered on a Wrangler. And, yes, it’s been “mist tested” to endure at least a nonmonsoon amount of rain and keep right on displaying. (As always, the interior can be hosed out and drained via plugs in the floor.)

Jeep will offer two engines at launch: the same 3.6-liter DOHC V-6 found in the JK (now with engine stop-start) and a new 2.0-liter turbo four. The V-6 comes standard with an all-new six-speed manual shifter, with a new optional eight-speed automatic (standard on the turbo four). Coming in 2019 is the engine Jeep enthusiasts have long clamored for: a 3.0-liter EcoDiesel V-6 making 260 horsepower and—start drooling—442 lb-ft of torque. The diesel will include engine stop-start and be available only with the eight-speed auto. Can’t wait.

In New Zealand I first got to sample a manual V-6 JL Unlimited. It’s a happy combo, the 285-horsepower six revving smartly amid the transmission’s well-spaced gears. That said, having owned a manual TJ—the optional automatic for my ’97 was a three-speed—I’m not sure I’d go manual today. As I discovered when trying one later, the eight-speed automatic is just so sweet. With more ratios, it seems always to be in the right gear. It’s smooth and smart, shifting well on its own. And on one really challenging boulder climb (in the rain!), we effortlessly surmounted a course that would’ve been 10 times more difficult with a clutch pedal.

The big news underhood is the new 16-valve, direct-injection, twin-scroll turbo four. It makes less power (270 horses) than the V-6 but considerably more torque (295 lb-ft at just 3,000 rpm). It’s also uncannily quiet (I once walked right past it and didn’t even realize it was running) and well-mannered. Like the V-6, the turbo completed the rock climb without breaking a sweat. And on some limited highway sections (most were off-road), it was subdued, pulling well from low revs, never strained. Frankly, I didn’t expect to like it as much as I did. It’ll be interesting to sample one back in the “real world.”

This new JL is a slam dunk. It’s more comfortable on-road, more capable off-road, safer, easier to configure, better-looking, better-performing, and more fuel-efficient.

On-road, some suspension changes, including retuned springs, contribute to a solid, confident feel I never experienced in my TJ. Body roll is minimal, and the ride is controlled without being unduly harsh. I didn’t get an opportunity to try the two-door on pavement, but off-road it handled rough terrain with none of the “pogo bucking” of older, shorter-wheelbase Jeeps. It was, in fact, completely comfortable. (And, I must say, the two-door really looks fantastic.) The turning circle is improved on the JL, enabling it to snake through tight mountain bends that the JKs along with us could only manage by stopping, backing up, and re-turning into the corner.

The beautiful new cockpit includes a dash painted to match the seat stitching, the ability to call up info such as pitch and roll on the display screens, electronic diff locks (the red square at lower center), and a sizable new touchscreen.

JL Rubicons are equipped with a standard Rock-Trac 4×4 system with a 4:1 4LO ratio, Tru-Lok front and rear locking differentials, Dana 44 front and rear axles, and electronic sway-bar disconnect. The new Sahara, meanwhile, will offer the Wrangler’s first-ever two-speed transfer case with full-time AWD. With the automatic, the Rubicon’s crawl ratio is an amazing 77.2:1 (even better with the manual), meaning it can creep like a sloth over just about anything in its path. The Tru-Lok diffs, easily accessed via dashboard switches, are a godsend when the terrain gets slick and muddy (as it did on our drive), while disconnecting the electronic sway bar (via a dash button) over rough roads does wonders for reducing (or even eliminating) big jostles and head toss.

This new JL is a slam dunk. It’s more comfortable on-road, more capable off-road, safer (Jeep boasts more than 75 security features), easier to configure, better-looking, better-performing, and more fuel-efficient than its predecessor—for hardly any more money. Jeep says the Rubicon two-door manual V-6 will likely start around $40,000. Expect the turbo four-door Rubicon Unlimited (available only as an eight-speed) to go for about $43,500.

The folks at Jeep have accomplished the seemingly impossible. Somehow, the new JL Wrangler manages to be more advanced and sophisticated than the JK while at the same time radiating a more classic and old-school vibe. For Jeep fans, that’s a very good thing, indeed.

2018 Jeep Wrangler Rubicon Specifications

ON SALE January 2018 PRICE $40,000 (base, est) ENGINES 2.0L DOHC 16-valve turbo I-4/270 hp @ 5,200 rpm, 295 lb-ft @ 3,000 rpm; 3.6L DOHC 24-valve V-6/285 hp @ 6,400 rpm, 260 lb-ft @ 4,800 rpm TRANSMISSIONS 6-speed manual, 8-speed automatic LAYOUT 2- or 4-door, 5-passenger, front-engine, 4WD SUV EPA MILEAGE 18/23 mpg (city/hwy) (4-door, 3.6L auto) L x W x H 166.8 (188.4) x 73.8 x 73.6 in (4-door) WHEELBASE 96.8 (118.4) in (4-door) WEIGHT 4,175-4,485 lb (4-door, 3.6L auto) 0-60 MPH 7.5 sec (est) (4-door, 3.6L auto) TOP SPEED 115 mph (est) (4-door, 3.6L auto)

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robertvasquez763 · 8 years ago

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Jeep Wrangler Rubicon Recon Now Tops Range and Adds Beefier Off-Road Gear

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The current Jeep Wrangler—chassis code JK—is not long for this world. An all-new model is due before the end of the year, but the JK isn’t going down quietly, with Jeep taking the wraps off the special Rubicon Recon Edition.

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Positioned above the off-road-ready Wrangler Rubicon, the Recon includes a number of upgrades such as a stronger front axle, cast front and rear differential covers, a half-inch lift, and more to make it even more capable off the pavement. Visual tweaks include a hood with model-specific graphics, a black grille, and a set of 17-inch low-gloss black wheels wrapped in meaty 32-inch BFGoodrich tires. However, thanks to the Recon’s shorter side rails, the model can accommodate tires up to 35 inches in diameter.

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Changes abound inside the Recon, too. Each one gets a dash plaque, a distinct gauge cluster, and a host of red accents, including the seat stitching, storage nets, and switchplate covers for the axle locker and sway-bar-disconnect functions. As the top dog, it also gets several standard convenience features: remote keyless entry with remote start, a vehicle information display in the gauge cluster, automatic climate control, and more.

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Next Jeep Grand Cherokee to Switch from German to Italian Bones

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2019 Jeep Grand Wagoneer Spied: It’s Grand All Right

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Jeep Wrangler Research: Reviews, Pricing, Specs, Photos, and More!

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The 2017 Jeep Wrangler Rubicon Recon Edition goes on sale this month with a sticker price of $40,140 for the two-door model and $43,940 for the four-door Unlimited, or $5500 more than the starting price of their Rubicon equivalents. Factor in the Recon’s additional equipment, though, and the premium falls closer to $3000. It’s up to buyers to decide whether this Jeep is worth the coin.

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vectoroffroad · 4 months ago

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Jeep JK/JE Dock 2007-2010 | Vector OffRoad Products

Vector OffRoad offers the Jeep JK/JE Dock 2007-2010. Organize your Jeep's interior with this durable and versatile dock system. Conquer all the off-road terrains!

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vectoroffroad · 4 months ago

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Jeep JL Wrangler E-Dock 2018 | Vector OffRoad Accessories

The Jeep JL Wrangler E-Dock 2018 from Vector OffRoad. Upgrade your vehicle's functionality with this innovative accessory designed for the modern adventurer.

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vectoroffroad · 4 months ago

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JKE Dock 2011-2017 for Jeep Enhancements | Vector Offroad

Vector OffRoad's Jeep JK/JE Dock 2011-2017 is worth checking out. Precision-engineered docks for your Jeep let you secure and organize your gear. Check Out Now!

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vectoroffroad · 4 months ago

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Vector Offroad JL Tube Dockbar - Ultimate Offroad Accessory

Equip your Jeep with the JL Tube Dockbar from Vector Offroad for enhanced offroad performance. Explore durability and functionality at Vector OffRoad today.

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vectoroffroad · 4 months ago

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Why the JL Wrangler E-Dock is Essential for Off-Roading Enthusiasts

Introduction to the JL Wrangler E-Dock

Off-roading is more than just a hobby; it’s a lifestyle, an adventure that takes you off the beaten path and into the wild unknown. If you’re an off-roading enthusiast, you know that having the right gear can make or break your experience. One of the most essential accessories for your Jeep Wrangler is the JL Wrangler E-Dock. But what makes this piece of equipment so crucial? Let’s dive into the world of the JL Wrangler E-Dock and see why it’s a must-have for every off-roader.

What is the JL Wrangler E-Dock?

The JL Wrangler E-Dock, specifically designed for the Wrangler/Gladiator models from 2018 to 2023, is a mounting system that keeps your phone and other devices secure and accessible while you’re tackling rugged terrains. Think of it as the command center for your Jeep, where everything you need is right at your fingertips.

Key Features of the E-Dock

Robust Build Quality

When you’re off-roading, durability is key. The E-Dock boasts a robust build quality that can withstand the harsh conditions of off-road environments. Whether you’re bouncing over rocky trails or splashing through mud, the E-Dock stays firmly in place, ensuring your devices are protected.

Versatility in Mounting Options

Not all phone mounts are created equal. The E-Dock offers versatility in mounting options, allowing you to customize your setup according to your needs. Whether you need a place for your phone, GPS, or other accessories, the E-Dock has you covered.

Seamless Integration with Jeep Wrangler

Designed specifically for the Jeep Wrangler, the E-Dock integrates seamlessly with the vehicle’s interior. It doesn’t just fit; it enhances the aesthetic of your Jeep, making it look even more rugged and ready for adventure.

The Importance of a Reliable Phone Mount

Navigating Off-Road Terrain

When navigating uncharted territories, having a reliable phone mount is crucial. Your phone isn’t just for calls; it’s your navigation device, music player, and camera. The E-Dock keeps it secure and within easy reach, so you can focus on the trail ahead.

Staying Connected in Remote Areas

Off-roading often takes you to remote areas where staying connected can be a challenge. With the E-Dock, your phone is always in a prime position to catch the best signal, ensuring you’re never out of touch when it matters most.

Vector OffRoad: Elevating the Off-Roading Experience

Innovative Design and Functionality

Vector OffRoad is known for its innovative designs and functionality, and the E-Dock is no exception. It’s not just about holding your phone; it’s about providing a solution that enhances your overall off-roading experience. The E-Dock is an exceptional attachment because of its careful design and attention to detail.

User-Friendly Installation

One of the biggest concerns with aftermarket accessories is installation. Thankfully, the E-Dock is user-friendly and can be installed without any professional help. You won't need much time to set it up thanks to the comprehensive instructions and provided hardware.

Why Choose the E-Dock for Your Jeep Wrangler?

Enhanced Safety and Convenience

Safety is paramount when off-roading, and the E-Dock adds an extra layer of convenience and safety. By keeping your devices secure and within reach, you minimize distractions and focus where it should be—on the trail.

Durable and Reliable Performance

Off-roading puts your gear to the test, and the E-Dock passes with flying colors. Its durable construction and reliable performance make it a trusted companion for any off-road adventure.

Conclusion

The correct gear can make all the difference when it comes to off-roading. The JL Wrangler E-Dock by Vector OffRoad is an essential accessory for any Jeep Wrangler owner. Its robust build, versatile mounting options, and seamless integration with the Jeep make it a must-have for those who love to venture off the beaten path. So, if you’re looking to enhance your off-roading experience, the E-Dock is the way to go. Stay connected, stay safe, and keep your adventures going strong with the JL Wrangler E-Dock.

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