Covering the urban sprawl of Los Angeles, the hot and dusty inland deserts of southern California, and the pine-forested San Bernardino mountains, we drove our test vehicle hundreds of miles to determine whether the Wrangler Unlimited resolves space constraints while retaining the go anywhere, do anything capability that has made every Jeep an off-road enthusiast’s delight. And to make the determination easier, our Sport model included an automatic transmission, body side steps, a leather-wrapped steering wheel, cruise control, and the upgraded seven-speaker audio system for a total sticker price of $26,425 including the $660 destination charge.

Indeed, the Unlimited’s fold-and-tumble rear bench can actually seat two adults in relative comfort. We qualify that statement with the word “relative” because taller folks will still need to splay their legs a bit to clear the front seatbacks, and there’s literally nothing to lean on or use to brace yourself when four-wheeling or driving on a twisty road. But it’s not the penalty box it used to be. There’s space under the front seats for feet, and the view out of the tinted plastic windows is nothing short of panoramic.

Jeep’s claim that cargo space has doubled also rings true. Tumble the back seat, and there’s a neat cube-shaped area ready to accept plenty of gear. However, we would recommend that if you plan to use the cargo area often, buy the removable hard top, which runs $795 if replacing the soft-top or $1,435 if you want both. Loading with the soft-top is a hassle because you need to slide items in through the tailgate and under the rear window framework, or you need to unzip the rear window to make a larger opening. But once unzipped, the plastic window drapes down from its lower frame into the cargo hold – instantly eliminating any possibility of using the tailgate at the same time – and if the rear-mounted spare tire is dirty, it’s easy to brush your shirt up against it, soiling your clothing. We’ve used Wranglers with the optional hard top, and getting stuff in and out of the cargo area is much easier if you can live without the sun in your face and the wind in your hair.

Speaking of which, the Sunrider soft-top’s sunroof feature is not much fun to use. First of all, if you drive with the sunroof open and the back window zipped shut, at highway speeds the giant hole in the roof scoops in as much air as the number-two engine on a Boeing 767. Second, opening the top requires lots of side-to-side maneuvering on the outside of the Jeep to get it strapped down properly. And closing the thing is brutal. You’ve gotta manhandle the fabric, muscling the top into place without letting the two clamps that hold its forward edge to the truck get trapped between the top and the windshield frame. Plus, the plastic tabs that keep the roof in place on the sides of the Jeep are tough to get into their restraint channels.

We didn’t remove our Wrangler Unlimited’s entire top – just futzing with the sunroof was enough pain and suffering – but we can say this: If you’re buying a Jeep Wrangler solely because you want a convertible, you’d better live someplace where vehicle theft and inclement weather are not issues, or have a garage where you can safely store it. Even though a Sentry Key engine immobilizer is available, personal belongings are exposed when the top is dropped, and the last thing you’ll want to do is raise it every time you park this thing. A Wrangler’s top is truly one of the most inconvenient contraptions ever devised. And if that’s not enough to convince you to pony up for the optional hard top, the Unlimited’s soft-top produces more “tent flap” noise on the highway than the optional all-weather shell.

One thing’s for sure, though. The ride quality is definitely improved. The Jeep Wrangler Unlimited soaks up undulating pavement, produces less road rumble, and feels more compliant around town. Plus, it provides a greater feeling of stability while producing little of the lateral pitch that causes head toss in the regular Wrangler. Off-road capability remains intact, though clearly the Sport model’s tamer tires translate into greater difficulty in the really rough stuff compared to a Rubicon model, the tradeoff being less tire whine on the highway. Nevertheless, our Wrangler Unlimited Sport took on hills in 2WD that many vehicles cannot handle in 4WD.

Otherwise, the Unlimited Sport behaves like any other Wrangler. It’s brilliant in the dirt, but on paved roads it exhibits numb steering, plenty of suspension shock, and virtually no passing power at higher speeds. On the highway, you definitely want to maintain forward momentum in a Jeep Wrangler, and with a staggering .58 drag coefficient, it’s no surprise that we managed just 15.2 mpg during our driving. We did notice one unusual problem with our test truck, though. When it got hot, the automatic transmission performed clunky, rapid-fire downshifts as the Jeep came to a stop. Good thing the 2005 model carries a seven-year, 100,000-mile powertrain warranty.