I get a kick out of all the misinformed letters I receive about this sort of thing. I mean, everybody seemed to absolutely wet themselves over the Jeep Gladiator concept pickup that we introduced in the March '05 issue ("Gladiator 2005"). Really, I didn't get a single letter from anyone who hated it. There were zero complaints about the "flenders" or the slanted plastic grille, both of which are identical to the JK's production parts. And guess what? The Gladiator is as wide as a JK and has a 138-inch wheelbase. That's 22 inches longer than the four-door JK and a massive 43 inches longer than the two-door JK! Nobody even mentioned the breakover angle.
Anybody remember the Jeep Rescue concept vehicle ("Concept or Reality," August '04)? It was based on a Dodge 31/44-ton diesel pickup chassis. Yeah, it was wide and long. Again, not a single complaint from readers. We still get letters from people wondering what happened to both of these vehicles, and we're constantly questioned if they'll ever be built.
Aside from all that, I absolutely pull my hair out over the unbelievably false information sent to me in these kinds of letters. The H3 is actually over 11 inches wider than the JK. And the truth is that the two-door JK has more ground clearance, an increased breakover angle, a better departure angle, and a better approach angle than the TJ. Yes, the JK track width is 2.4 inches wider than a TJ, but your cliff complaint seems unfounded. Check out "TJ vs. JK" in the May '06 issue for more accurate comparison specs. I mean, let's compare apples to apples here. Comparing the four-door JK to a two-door TJ for a breakover berm test is like sizing up a helicopter to Paris Hilton for flight capability. Come on, people. If you wanna make fun of the thing, at least use your heads. Say the JK windshield looks like a banana lying on the hood when it's folded down! Tell us that power windows are for girls! Make fun of how the four-door with the doors removed looks like a stripped station wagon with a hideous B-pillar! Let us know that you think the shifter feels like it's attached with rubber bands. Use your imaginations, but don't create imaginary JK specifications to make yourselves feel better about your TJ.
First off, I want to say I love your magazine! I've subscribed for years and will continue to do so for a long time. I love Jeeps in all shapes forms and sizes. I currently have two XJs (one is sitting dormant in the driveway-we'll call it a "project"). I eagerly await every issue of your magazine and read them cover to cover several times. Up until now, I never had a reason to write in. After reading the January '07 Trail Head, I felt like I took a big slap in the face. You see, I work in sales at a Jeep dealership, and I have to say that I can't think of a better job than helping people purchase a Jeep, whether it's their first or 50th. I get to be around Jeeps all day, it puts food on the table, Jp Magazines in the mailbox, and upgrades on the XJs. I realize there are a lot of dealers that have no ethics or morals whatsoever, but there are also a lot of magazines like that. I hate to be lumped into the herd by people who stereotype car salesman as the worst element of society. Anyway, that's enough negative for now. Just keep in mind that there are a lot of good, honest, hard-working dealership employees across the country, many of which are Jeep owners and Jp readers. Don't let a few bad apples spoil the bunch.
Bill Palmer
Via e-mail
I was eager to open the October '06 issue of Jp, where I stopped my initial browsing at a photo of the Gladiator concept truck and article on the future of diesel engines (Trail Head). I read through expecting to be enlightened by the wisdom of Jeep experts along with exciting news about the coming of the CRD. Instead, I found comments about heavy engines with no practical use in a Jeep.
I recently took my first Rubicon Trail trip during the '06 Jeeper's Jamboree, where I witnessed hundreds of Jeeps revving up and stalling out simply in an effort to climb the rocks. Our 4.0L spent several days below 2,500 rpm, while much of the rockclimbing was done below 1,500 rpm. I have some knowledge of diesel engines, and I believe that we could've idled through most of the trail with the low-end torque of a diesel. I happened to meet a YJ owner who had installed a Frito-Lay truck four-cylinder diesel, and his report of the trail confirmed my thoughts-diesel's idle and don't stall.