It seems like every day we hear more and more news signaling the end of gas-powered cars. While the last days of fuel-burners might be decades away, the auto industry is certainly focused on battery-powered vehicles at the present. As fuel prices continue to increase, and as technologies become more affordable, consumers are also taking note.
Stellantis – which combines the likes of PSA Group, FCA and others under one roof – is now one of the world’s largest automakers and encompasses iconic brands like Peugeot, Alfa Romeo, and Jeep – along with almost a dozen others. This merger of manufacturing will almost certainly influence the electrified future of the Wrangler and Grand Cherokee – two of Jeep’s most important models – as EV decrees come down from on high.
When the JL Wrangler was introduced, we noted that Jeep’s roadmap included hybrid and plug-in hybrid models. Since then, we’ve had two models hit the streets – a mild hybrid, and a full-on Plug-in Hybrid EV (PHEV). While the mild hybrid was nothing to shout from the rooftops about, in 4xe form the Wrangler has taken on a completely new identity – while retaining its off-road roots.
Sporting a well-hidden battery and an electric motor integrated into the transmission, the 4xe gives nothing away about its electric capabilities – save for a charging port on the cowl and some blue badging – and that’s the way Jeep wanted it. While it’s no longer the most powerful Wrangler (that title goes to the limited run 392 V8, although the 4xe matches its 470 lb-ft torque output) it’s certainly the most accessible power bump that Jeeps has seen in many years.
In fact, owners that we spoke to said they chose the 4xe because of its nearly 100-horsepower advantage over the long-running Pentastar 3.6L V6 – not to mention the increased instant torque that EV motors provide. That the 4xe has better fuel economy – this is just a benefit that helps offset its added cost, they say. In real-world testing with a 60-percent EV and 40-percent hybrid driving pattern, we saw about 9.0L/100km. While this isn’t much better than the advertised consumption for a V6 Wrangler, the term “fuel economy” generally makes Jeep owners chuckle – they’re fully aware that a brick on wheels isn’t exactly a model of automotive efficiency.
Modifications made to the standard JL drivetrain for the 4xe reveal that Jeep is paying more than just lip service to the “PHEV-everything” trend sweeping the industry right now. These subtle differences also show that Jeep wants a long-lasting and well respected PHEV in the lineup, signaling to us that they’re serious about a mass-production battery EV (BEV) soon. In fact, the Jeep Magneto concept shown earlier in 2021 promises just that – and by the end of 2023. Early speculation that the generation following the JL would be the first to offer an EV might turn out to be false.
4xe Wranglers in Rubicon trim have an increased GVW of about 775 lb. over their gas counterparts. This is in no small part caused by the 17.3 kWh battery wedged under the back seats, and is also due to the increased structure required to protect it during an accident – battery fires are no joke. To maintain the Rubicon’s off-road performance, the 4xe has an additional one-inch lift compared to a standard Rubicon, allowing for more wheel travel under the extra weight. In addition, the longer motor-transmission setup required changing the front and rear drive shafts, and the front and rear axles are taken directly from the JT Gladiator – likely because of the torque-heavy EV setup requiring the slightly more robust axles and internals found in the JT. These small, un-advertised changes put the 4xe at an advantage over the standard Rubicon, giving a hybrid the unlikely title of Best Jeep Around.
Perhaps the weakest component of the 4xe is the one you may not use very much if you have a charger at home. The 2.0L turbocharged 4-cylinder engine up front is a Fiat design adapted for Jeeps and is probably one of the noisiest and roughest seen in a hybrid vehicle anywhere to date. When the electric drivetrain is depleted, the four-banger takes over completely, often emitting strange growls and generally arguing with the eight-speed transmission when any kind of serious demand is placed on it. If you’re going out off-road for the day, you’re better off leaving the 4xe in “Hold” mode to reserve your EV power while you cruise to your destination. Not only will you avoid relying on an overall less-powerful drivetrain, but you will also see excellent performance on the trails with the instant torque provided with EV in the mix.
The Magneto concept would, if put into production today, offer less power than the 4xe – after all, a BEV is all about range and being wasteful in that regard would almost certainly deter customers. When a fully EV Jeep makes it to market, it’ll likely sport a more V6-like power output, with the previously noted electric torque advantage. There’s even talk of a six-speed manual transmission being available for purists – although considering the very linear and predictable power output of electric drivetrains and how well they perform when directly coupled to axles or transfer cases, this seems like a bit of a gimmick.
It’s not likely that Jeep’s first fully-electric Wrangler will be their greatest. It will take a complete redesign of the platform to truly integrate North America’s most popular off-roader with the BEV technologies of the future. In fact, the drivetrain under a Jeep is very much based on a century-old design. We’d be interested to see what a Wrangler would look like with multiple electric motors, possibly one in each axle or perhaps even at each wheel. This would do away with the need for a transfer case, drive shafts, and even the venerable solid axle design. Certainly the latter would be missed, but not by all – Jeeps notoriously require constant attention in terms of handling due to those axles.
With the “4xe” badge appearing on the new Grand Cherokee and others, it seems that Jeep is banking on EV being a significant part of the lineup for years to come. If done correctly, a fully-electric Wrangler of tomorrow might ensure that future off-roaders are able to enjoy the same kind of vehicles we are lucky to still have in production now. Technological progress has a habit of dismissing tried-and-true methods in favour of “what’s new” – but if Jeep and the bosses at Stellantis can retain the Wrangler’s off-road soul, they’ll blaze a new trail into the BEV future.
