2003 Jeep Wrangler Rubicon

Nobody has ever questioned the off-road capabilities of the Jeep Wrangler. Properly outfitted, this hard-as-nails, single-minded SUV can tackle the toughest terrain. Superb in the dirt, but not specifically suited for the street, the Wrangler has been a favorite of four-wheelers for years. Trouble is, to push the envelope off-road and go well beyond where a stock Jeep can go, you have to add a number of driveline upgrades such as lockers, bigger axles and lower gears—and these items are expensive and sometimes difficult to install. Not anymore, though—enter the Wrangler Rubicon.

The new Jeep Rubicon package rolls out of dealer showrooms with just about all of the off-road accessories you'd need for conquering its namesake.

Named after one of the most demanding trails in the world, this new Jeep package rolls out of dealer showrooms with just about all of the off-road accessories you'd need for conquering, well, the Rubicon. The vehicle boasts a serious off-road suspension with a stout Dana M44 differential at both ends, along with other changes designed to improve 4x4 capabilities. A 4:1 low-range transfer case (the previous off-road version had a ratio of 3.73:1) give the "Ruby" trail capabilities far beyond those of the average SUV. Essentially, it's a modified Jeep from the factory, making financing and preparation a turnkey deal for off-road enthusiasts.


The Rubicon package also includes dual, switchable air lockers that can be activated from a button on the dash when the transfer case is in low range and vehicle speed is less than 10 mph. After engaging the rear locker, the front can then be turned on for improved traction. When unlocked, the rear differential is a torque-sensing limited slip for better traction and handling on pavement. Even though these new locking differentials are air driven, they only require about five-psi to operate, much lower than a typical aftermarket unit, so they're quieter as well.


The Rubicon's new NV2410R transfer case is stronger than the standard NV231 unit and features a fixed rear output instead of a slip yoke. Also standard are four-wheel disc brakes, which provide better self-cleaning off-road and improved feel on-road. For rolling stock, the Rubicon rides on a set of extra-large Goodyear MT/R tires that measure P245/75R16 mounted on new 16-inch 5-spoke rims. This size equates to about the same as a 31x10.5 tire, and adds a half-inch of ground clearance over the 30-inch tire. Other goodies designed to whet the appetites of off-roaders include diamond-plate rocker guards, and extra-strength driveshaft U-joints and axle joints.

Inside, the Rubicon gets a leather-wrapped and tilting steering wheel and passenger seats that tip and slide so people can use the rear seats.

While we didn't get the opportunity to try out the Wrangler Rubicon on its namesake trail in Colorado, the vehicle performed impressively in the gnarly outback we encountered in Southern California. The added crawling capability of the 4.0:1 T-case and lockers ensure that the Rubicon lives up to the implied promise of its moniker. When the added low range doesn't cut it, just click on a locker or two and you're up and over obstacles lickety-split. Added to that are this Jeep's impressive angles for approach (45 degrees), departure (34 degrees), and ramp breakover (25 degrees). For you city folks, what these figures mean is that you can drive up, down and over steep grades, tall boulders and fallen logs as easy as parallel parking in Manhattan—on second thought, probably much easier.