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Jeep Wrangler is a true icon of the automotive world. While many manufacturers vie to create new classics from past glories, Wrangler soldiers on as essentially the same simple utilitarian vehicle designed nearly six decades ago.

Wrangler deviates widely from the popular trend of jumbo sport utility vehicles bursting at the seams with luxury features. The little four-wheeler remains a basic fun-mobile with tenacious boulder-hopping abilities, its practical limitations becoming part of its appeal.

The modern Wrangler has many advantages over the version it replaced in 1998, most significantly a compliant coil-spring suspension that makes it ride and handle better.

When the Chrysler-owned Jeep division set out to revamp Wrangler, it was met with consternation from the legion of fanatics who feared it would be watered down. But Wrangler was modernized without being ruined, still carrying the CJ banner while offering a better all-around vehicle.

The Wrangler X is an upgrade from the base model, featuring a beefy 4-liter inline-six engine as standard equipment along with some interior and trim enhancements. It remains moderately priced and appeals strongly to young drivers.

What it is

The latest generation of this most American off-roader, Jeep Wrangler keeps the faith and keeps them coming back for more, earning a loyal following of dedicated trail drivers.

Engine and transmission

The venerable 4-liter six that has powered generations of Jeeps still feels strong and lively. Though highway driving is not the Wrangler’s strong suit, the six enables the Jeep to cruise effortlessly at freeway speeds.

Fuel mileage is pretty low, partly because of the Jeep’s negative aerodynamics.

On the rocky trail, the 190-horsepower engine shows off its powerful load of torque, pulling the Jeep through all kinds of steep, sticky situations. The power feels effortless, and the low-range gearing transfers the muscle to the ground with real leverage.

Wrangler’s sturdy transmission, four-wheel-drive and two-speed transfer case are what sets Jeep apart. Still riding on solid beam axles, Wrangler feels like the most tenacious vehicle out there, short of a military Humvee. This is the tried-and-true formula that dates back to the GI workhorse of World War II.

The five-speed transmission shifts smoothly, and the four-wheel drive engages easily. The long-stemmed shifter feels vintage in a good way.

Handling and drivability

With its tall profile and short wheelbase, Wrangler feels dicey in corners and jittery on the open road. But that’s part of the trade-off for the style and off-highway abilities.

My transition to the Jeep was not good, getting out of a Porsche Boxster S one week and into the Wrangler the next. Going from the almost supernatural handling of the Porsche into the buckboard ride of the Wrangler was all too stark.

Ultimately, the Wrangler proved fun and enjoyable to drive, though you always have to keep its limitations in mind, especially in speedy maneuvers. Though more stable and less likely to tip than the older models, it still demands that you drive it with respect for the laws of physics.

Serious boondockers change everything about the Jeep’s suspension and driveline, choosing from a huge array of aftermarket products to make the Wrangler a more capable off-roader.

Styling

One of my friends who drove a Wrangler all through college turned her nose up at the test Jeep. Her Jeep, she pointed out, had huge wheels and tires, and anyone driving around on the stock rims and tires looks dorky.

Maybe so, but the classic styling of the Wrangler has held up as none other. Thankfully, round headlights were revived during the last makeover, and the profile is unmistakable to anyone over 8 years old.

The X package includes some emblems, interior embellishments and styled alloy wheels.

Interior

The cabin may be spartan, but it’s a big improvement over Wranglers past. The dashboard looks more like a car’s, less like an old truck’s, with clear gauges, a decent stereo and some stowage for small objects.

It’s pretty snug in here, and the back seat is tight and narrow. But the front seats are positioned high enough to enhance legroom, and there’s plenty of headroom.

The test Jeep was outfitted with an optional hardtop that is removable and replaces the normal canvas top. The hardtop creates a much quieter ride and includes such niceties as roll-up windows.

Pricing

Wrangler is still something of a bargain, considering its timeless style, sporty versatility and off-highway abilities. The Wrangler X starts at $18,910.

The test Jeep included the hardtop, $920; air-conditioning, $895; cruise control and leather-wrapped steering wheel, $300; a convenience group with full-length floor console and courtesy lamps, $165; tow hooks front and rear, $60; spare-tire cover, $50; floor mats, $30; and shipping, $610.

The total was $21,940, a moderate price.

Bottom line

Style and substance in a classic form, Jeep Wrangler represents freedom and adventure for a new generation of drivers.

Jeep Wrangler X

Vehicle type: Four-passenger, two-door utility vehicle, four-wheel drive.

Base price: $18,910.

Price as tested: $21,940.

Engine: 4-liter inline 6, 190 horsepower at 4,600 rpm, 235 pound-feet of torque at 3,200 rpm.

Transmission: Five-speed manual.

Wheelbase: 93.4 inches.

Curb weight: 3,407 pounds.

EPA mileage: 16 city, 19 highway.

Highs:

Jeep image.

Off-highway capabilities.

Engine power.

Lows:

Dicey handling.

Tight interior.

Needs huge tires.