2025 Jeep Wrangler 4xe Rubicon X Review

The Jeep Wrangler is a globally-recognized automotive icon.

With an eight-decade lineage steeped in a broad history of military use and adventure, the Wrangler’s reputation is well earned. However, its legitimate off-road capability comes at a price that’s both financial and figurative, making it one of the most compromised vehicles you can buy.

While its corner of the market is facing increased competition from the likes of the Land Cruiser and recently redesigned 4Runner, both built by Toyota, as well as the Ford Bronco that’s also capable of topless fun, the 2025 Jeep Wrangler 4xe Rubicon X comes with all kinds of off-road goodies to go with a distinct plug-in hybrid (PHEV) powertrain. After logging thousands of kilometres behind the wheel to get to and from the wilds of Utah, we came away with a renewed appreciation for this electrified icon.

Styling: 8/10

Prettying up a Wrangler strikes us as the same as bedazzling a garden rake. It’s a utilitarian tool meant to get dirty and traverse terrain that would challenge a mountain goat, which is why we appreciate the range-topping Rubicon X and its purposeful design that communicates its extreme capabilities. Still, the optional Hydra Blue paint seen here is absolutely stunning, playing well with the light blue accents Jeep uses to tell its 4xe PHEV models apart from the rest.

The Wrangler’s wheels are pushed to the corners to optimize approach and departure angles when crawling over objects. A steel front bumper is standard on the Rubicon X (optional on other trims) and allows the corners to be removed, further improving the approach angle.

The trademark seven-slot grille is flanked by a pair of big, round headlights; the protruding fenders look almost tacked on after the fact; and the square tail lights bulge out the back end. The door hinges are exposed, making it easier to remove them, and the nearly-vertical windshield can be folded forward (although it’s much trickier than taking the doors off).

The Rubicon gets relatively small 17-inch wheels wrapped in chunky BF Goodrich KO2 all-terrain tires. Meanwhile, powder-coated rock-rails are fitted beneath the doors instead of side steps, reinforcing the notion that this machine is ready to venture well off the pavement. 

The interior is purposeful and revolves around the square shape of the Jeep. The dashboard is a rectangular slab that spans the width of the cabin, and it’s been fitted with screens and buttons for infotainment and climate controls. Mostly finished in black, the one tested here was spruced up slightly with blue stitching.

Driving Feel: 6/10

While Jeep is happy to sell Wranglers to those who’ll never take them further than the mall parking lot, those buyers are truly missing out on the best their Jeeps have to offer — while also enduring their greatest failings. The Wrangler asks a lot as a daily driver, from its bouncy ride to the near-constant steering inputs it requires, all of which can make highway drives exhausting.

It’s also possible to turn the steering wheel a few degrees in either direction without the Wrangler responding at all, a sensation that’s worsened by the squishiness of all-terrain tires like this tester’s. The recirculating ball steering setup doesn’t offer the precision most drivers have come to expect from modern rack-and-pinion systems, and the body motions are rather pronounced when cornering.

But it all makes sense as soon as the Wrangler leaves the pavement. Violently banging over rocky terrain for days did nothing to so much as throw off the alignment of our tester, and when crawling precariously along the edge of a 300-metre drop, having steering that isn’t twitchy or quick is a welcome trait.

Driven back-to-back with a Gladiator Rubicon we also had on hand, the 4xe’s battery mass located low in the structure, plus its shorter wheelbase and more compliant rear suspension, made the Wrangler easier to drive when we were blasting across the open desert. Braking is sufficiently strong, but the 4xe’s regenerative system dialled up, the feel was less-than-linear with a particularly firm pedal. 

Power: 7.5/10

Aside from the wild and crazy Wrangler 392 with its high-performance V8 that continues for 2025, the 4xe is the most powerful Wrangler available. Starting with the turbocharged 2.0L four-cylinder engine, Jeep fits two electric motors — a small one that does starter duty, plus a second unit fitted between the engine and transmission — that together help bump output from 270 hp to 375. More impressively, torque rises from 290 lb-ft to a whopping 470 — even more than the aforementioned eight-cylinder. The sizeable 17.0-kWh battery pack is fitted beneath the rear seat, meaning the 4xe’s ground clearance and water fording capabilities are the same as the gas-only version.

This drivetrain gives the Wrangler strong acceleration, both from a standstill and in terms of midrange passing power. It’s possible to drive around in electric-only mode, but acceleration under emissions-free-power alone is relaxed at best. Meanwhile, the gas engine springs to life with very little provocation in hybrid mode.

Fuel Economy: 7/10

With official figures of 11.6 L/100 km in the city, 11.9 on the highway, and 11.7 combined, the Wrangler 4xe isn’t going to win any efficiency competitions against most other PHEVs. But it fares well next to the most efficient Bronco — although the Land Cruiser that uses a conventional hybrid powertrain consumes slightly less fuel (and offers similarly prodigious torque). 

The plug-in Wrangler is also rated for 35 km of all-electric driving. Commuting around suburban settings during past tests, that number proved achievable; however, during our winter test with the heated steering wheel and seats on high, and all the gear needed for a week-long wilderness trip stuffed into the back, we struggled to see much more than 20 km in electric mode.

Features: 8/10

While the PHEV technology improves the Wrangler’s efficiency and flexibility somewhat, its greatest party trick for many adventurists will be its Power Box that plugs into the Jeep’s external plug-point, providing up to 30 amps of the 4xe’s battery power to a set of 120-volt outlets that were useful for powering our off-grid campsites. 

Beyond that, the Rubicon is loaded up with serious off-road features like front and rear locking differentials, an electronically disconnecting sway bar, and, with a subscription, onboard access to an infotainment-based system that provides ratings, details, and maps for tens of thousands of kilometres of trails to explore throughout the United States. (Canadian trails are a work in progress.)

Our rig also featured an electrically-operated sliding fabric roof (instead of the usual removable roof panels or cumbersome soft top), plus a bass-heavy stereo. It also had onboard navigation, wireless smartphone connectivity, and swanky leather seats.

Practicality: 7/10

Another compromise the Wrangler demands of its owners is an interior that’s rather cramped compared to other SUVs its size. Although it’s a tall climb up into the cabin, head- and rear legroom aren’t bad, but the Wrangler’s 784 L of cargo space is quite a bit less than both the Bronco and Land Cruiser offer. Flop the rear seats and the volume increases to a little more than 1,900 L, but the bench doesn’t fold flat with the rest of the load floor. 

A switch to floating rear wheel bearings in Rubicon models last year means the Wrangler 4xe’s max tow rating is now 2,268 kg (5,000 lb). That’s up from 1,588 kg (3,500 lb) before.

Comfort: 6/10

Of all the compromises a Wrangler asks of its owner, the biggest is in terms of comfort. Being the king of the hill requires the Jeep’s archaic — though virtually indestructible — underpinnings, which make for a stiff and bouncy ride. Add to that a lack of dead-pedal foot rest and seats stuffed with rock-hard foam and wrapped in tightly-stretched leather, and drivers who attempt long-haul distances will want to keep their chiropractors on speed dial.

The boxy shape of the Wrangler means it’s going to suffer from wind noise — a matter made worse at highway speed by our tester’s retractable soft top that proved considerably noisier than the standard hard top panels on other Wranglers. The rumble of knobby all-terrain tires and the engine’s angry HVAC system soundtrack ensure occupants will need to speak in elevated tones to communicate with each other.

User-Friendliness: 7/10

Despite the limitations of the Wrangler’s boxy shape and the design mandate to let owners disassemble roof and door panels like they’re Lego, Jeep has done a decent job laying out controls in a sensible way (once you remember the window switches are on the central dash, that is). The commanding view outside lets the driver position the corners of the Jeep exactly where desired, which is crucial whether navigating around potentially harmful obstacles on a trail, or just parking in a tight spot. 

Jeep has done a great job of making effective, easy-to-use infotainment systems for years now, and the bright, crisp 12.3-inch touchscreen added to the Wrangler last year follows that tradition of interface excellence. It’s a quick, responsive unit that groups information sensibly, and even permits two phones to be connected simultaneously, allowing one to stream music while another navigates. For 2025, Jeep has added the ability for an owner to precondition the cabin using a companion smartphone app.

Safety: 7/10

Jeep has added to the Wrangler’s collection of safety systems by adding side curtain airbags for both the front- and second rows, plus forward collision warning and adaptive cruise control on all but the most basic trims. Our Rubicon X also featured front and rear cameras, plus blind-spot monitoring and rear cross-traffic alert. Lane departure mitigation isn’t available for the Wrangler because of its propensity to wander on the open road.  

Value: 6/10

Credit to Jeep for offering the Wrangler in so many different configurations that it’s possible to suit almost any fan’s needs and requirements. A basic Wrangler two-door starts at $39,995, but it’s a very simple machine. The PHEV is only available in four-door format and starts north of $60,000, but lacks a lot of the amenities available on upper trims. Our range-topping Rubicon X becomes a very costly machine, starting at a little more than $85,000, and climbing north of $90,000 with a couple of options — plus there’s the mandatory delivery charge.

The Verdict

You don’t become a global icon without earning it. OK, maybe it’s possible in the TikTok era, but with such a storied history as the Wrangler, its legendary reputation is truly deserved.

With its proven, rock-solid underpinnings, the 2025 Jeep Wrangler 4xe Rubicon X makes a strong case for maintaining its title as the world’s most-capable off-road vehicle, and with near limitless aftermarket support, the already-astonishing rig can be made even more formidable. Still, the ability to withstand the abuse of relentless mud, rocks, sand and river-crossings requires compromises for on-pavement driving that can make living with a Wrangler as a daily driver a bigger ask than many would-be buyers realize.