When you drive your vehicle each day, do the operators of similar vehicles wave back at you? Do you get many thumbs-up signals from other drivers as you motor about?

Unfortunately, all too many of the hand signals exchanged between drivers today are comprised of a single digit that demonstrates a lack of driving knowledge and civility while reminding us of others’ diminished mental ability. Surely, not all of us can be ‘number one.’

Thankfully, there is still a cadre of drivers today who enjoy their vehicle immensely and relish its inherent abilities, as well as embrace the lifestyle that accompanies this special four-wheel device.

Unlike generations ago when everyone waved to each other on the road, whether or not you lived on a secluded island or coastal peninsula where many Mainers still practice this custom, Jeep owners — specifically Wrangler owners — wave to each other in salute as well as a welcome sign that says, ‘Hi, welcome to an exclusive club.’

Now, Corvette owners will argue that, yes, many of them still wave at each other on the road, and motorcycle riders used to employ this custom before the hobby splintered off into arrogant, indignant subsections that denigrate each other. But no other brand, no other four-wheel vehicle generates such loyalty and camaraderie as the Wrangler. I mean, how many Prius owners do you see waving at each other?

The Jeep’s popularity has ebbed and flowed through the generations, just as the original Jeep has significantly evolved, improved and become more refined. However, the latest Wrangler is positioned to become the most successful, the best selling and most capable Wrangler of all time. Last year, Chrysler’s Jeep Division sold over 122,000 Wrangler two- and four-door models — a 23 percent increase over 2010. That’s more vehicles than all of Lincoln, or all of Infiniti, or Saab, Jaguar, Land Rover, Porsche and Suzuki combined. So far in 2012, Wrangler sales are up another 18 percent as almost all auto sales continue to improve.

Perhaps the Jeep’s charismatic personality is the key image for many of today’s ‘new-to-Jeep’ lifestyle buyers. And Chrysler has supported this marketing vein with countless Jeep events all over the country, with Jeep Jamborees in many states, Rocks and Road Tour events with test drives, plus dedicated off-road events in Moab, Utah, and all through the Western States. Maine gets its own Jeep Jamboree Sept. 29 in Bethel.

Since Chrysler’s near-death experience in 2009, it has aggressively marketed the revival of Jeep and several other products. Lisa Barrows, former “Motorweek” personality (an apt description for someone who obviously, and enthusiastically, strives to help her products) and ever-versatile, popular, and efficient Chrysler public relations representative, has been an erstwhile proponent of her Jeep lineup and has ensured that the members of the New England Motor Press Association have a plethora of new Jeeps to drive. As we tell the other automakers, we can’t write about, or talk about, cars that we don’t drive. Driven cars sell, and Chrysler — and Jeep — cars are selling.

With good reason—they’re better. Now, only time will tell if Chrysler has shed its reputation for shoddy construction, untold electronic gremlins, and suspect reliability, yet the latest Chrysler products — including Jeep — have been markedly improved vehicles to drive, with enhanced interiors and more modern external designs.

This should not give dyed-in-the-wool Jeep fans reason to gasp. While many have long admired the Wrangler’s eclectic performance and overall dynamics, it certainly doesn’t hurt to try and improve on the Wrangler’s drivability and comfort levels.

Jeep has succeeded in both of these areas while not casting aside the innate uniqueness of the Wrangler. Steering feel remains vague yet the steering wheel is a great fit in your hands, both on road and off-road. The Wrangler can still wander on crowned roads and interrupted surfaces cause some chassis dance, however, the Jeep pilot will revel in the quick-acting responses from the helm. Overall, the Wrangler operator must pay attention at all times.

Chassis strength has not been sacrificed, so off-roading is still part of the portfolio. There is, however, more compliance in the solid axle chassis, with spring rates that give a bit more dive on hard braking, a bit more head bob on hard acceleration (more on this), plus a little more body lean than before. In total, the ride is much better and less punishing for the majority of the Jeep’s use.

An area where the Wrangler was falling behind, though, was its power delivery, or, lack thereof. Let’s face it, earlier Wranglers were slow and very thirsty. This may have been OK when you were crawling along a long dirt trail or were fully engaged in four-wheel-drive low-range, but for the majority of owners, this remains a minority pursuit, a weekend passion.

Rivals such as the Toyota FJ Cruiser and the Nissan Xterra helped to show Jeep (and Chrysler) that stronger engines made these trucks more versatile, while altering the perception that loud, noisy and rough should be reserved for the campfire party, not the ride getting there.

In 2011, Jeep revised the Wrangler’s interior. Great changes, throughout. Seats are better, instruments are improved and features that were optional are now standard on several trim levels. Even the base Sport model, sampled, is nicely outfitted. This year, you get an embossed grab-handle on the passenger side of the dash that reminds you that the venerable Jeep first appeared in 1941.

For 2012, Jeep has revamped the powertrain by adding the new Pentastar 3.6-liter V-6 engine. How does 83-hp more work for you, a 38 percent improvement? How about two more miles per gallon on the EPA highway cycle to go with that added grunt, now up to 21 mpg? Yeah, I thought so.

Mated to the long-throw six-speed manual transmission, the Jeep’s newfound power obliterates earlier versions in any measured acceleration test. With a nicely balanced clutch pedal and firm engagement of each cog, the Wrangler readily marches to redline, if you wish, and propels you down the road at a velocity that heretofore was almost unimaginable in a Wrangler.

Never mind that fifth and sixth gear are true overdrive selections meant for elevated highway speeds, this Wrangler has solid road power, rock-crawling grunt and a modicum of fuel efficiency.

The Wrangler is actually quite pleasant to drive, in an odd sense. You find yourself overlooking slights and shortcomings that might easily damn another vehicle to the outcast list. The step-in — and out — is awkward at best; accessing the rear seat — which is foldable and/or removable — is frustrating; plus the view to the rear requires constant mirror surveillance.

But then you remember, you can take the optional hardtop roof off (much quieter inside now due to the noise/vibration/harshness improvements) as well as remove the doors to go places that others can only watch on Discovery.

And then you wave back at another friend who you didn’t know you had and you realize that there are no Prius drivers having this much fun.

I guess there really is nothing like a Jeep.

Just the Facts: Jeep Wrangler Sport

Wrangler pricing (two-door models) starts at $22,045 for a Sport model with manual transmission and soft top. Trim levels range to Sport S, Sahara ($27,970), Arctic, Rubicon and new Call of Duty MW3, which starts at $29,995.

Wrangler measures 152.8 inches long (the four-door Unlimited is 21 inches longer) while riding on a 95.4-inch wheelbase. Base weights are now lower, starting at 3,760 pounds.

New 3.6-liter V-6 makes 285-hp and 260-pound/feet of peak torque. Six-speed manual transmission is standard while a five-speed automatic is optional. Jeep is working on an eight-speed automatic gearbox. Four-wheel drive is manually engaged with optional locking differentials and an electronically engaged front sway bar available. EPA mileage estimates are 16/21 for the manual and 17/21-mpg for the automatic transmission.

Wranglers are built in Toledo, Ohio.

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