2025 Jeep Wrangler 4xe Review

Jeep’s most iconic model began life as a military vehicle, and that’s what is commemorated with this particular plug-in hybrid (PHEV), the 2025 Jeep Wrangler 4xe.

Willys was one of three automakers that built the Jeep, starting in 1941; but after World War II, Willys trademarked the name for civilian vehicles, predating the Wrangler we all know today. The 4xe is the latest iteration and it comes in five trim levels, all of which are applied to the four-door Unlimited configuration. It starts with the Sport tested here at $62,190, including a non-negotiable delivery fee of $2,195.

Styling 9 / 10

Other than the charging port on its fender, the 4xe is identical to its non-PHEV Wrangler siblings; and it’s an iconic and unmistakable design. The Willys ’41 package adds some mechanical upgrades as well as its body-colour grille with black inserts, LED fog lights, blue decals, and great 17-inch retro-styled wheels that really set it off, with 33-inch tires and vintage military-Jeep silhouettes in the centres. This tester’s military-drab olive green, added $395. A soft top is standard, while this one’s three-piece hardtop added $3,095.

Safety 6 / 10

The United States National Highway Traffic Safety Administration (NHTSA) hadn’t completed all tests on the 2025 Wrangler 4xe at the time of this writing, but among those done, it scored four stars for front crash and three for rollover out of a possible five. The Insurance Institute for Highway Safety (IIHS) also still needs to smack one up, but has given it “Marginal” or “Poor” for its headlight rating, depending on trim; and “Poor” for its pedestrian emergency front braking.

Standard driver-assist features include that emergency front braking, plus adaptive cruise control, and the mandatory back-up camera; but blind-spot monitoring with rear cross-traffic alert and automatic high-beam control are extra-charge on all but the top Rubicon X trim, while lane-keeping assistance isn’t offered — only lane departure warning.

Features 8 / 10

Standard features for the Wrangler 4xe Sport include power windows and locks, heated mirrors, single-zone manual climate control, keyless entry with push-button start, manually-adjustable seats, and a 12.3-inch centre touchscreen, along with 20-inch wheels. The Willys ’41 package switches those to 17-inch rims and adds all-weather floor mats.

But it takes other packages to add more goodies, such as a $2,495 Convenience package to get dual-zone automatic climate control, heated seats and steering wheel, a remote starter, and other items; and the premium stereo needs the $1,320 Technology Group add-on.

User-Friendliness 8 / 10

The Wrangler retains most of its hard buttons and dials for functions including climate control and stereo volume. The infotainment system is also simple to use, with intuitive menus and large icons. In keeping with tradition, the four-wheel-drive system is activated via a floor-mounted lever, which can require a bit of muscle to move back and forth. The rear-mounted spare tire is also traditional, and much easier to access than one under the floor if it’s needed, but it obstructs some of the view out the rear window.

Practicality 8 / 10

The Wrangler is what it is: an off-roader that many owners drive primarily on the street, and so practicality isn’t really a major issue. It’s tight inside, without a great deal of legroom for rear-seat passengers. The cargo compartment is 784 L with the rear seats upright, spreading out to 1,908 L when they’re folded. That’s a two-step process, requiring you to first flip up the cushions before lowering the seatbacks, but it’s easy to do. Maximum towing capacity is 1,588 kg (3,500 lb).

Comfort 7 / 10

The Wrangler has a rugged ride to match its off-road personality, with bumps and road noise transmitted straight into the cabin (the hardtop is quieter than the soft top, but it’s still noisy). The Ford Bronco’s on-pavement ride is much smoother, so it’s possible to achieve some semblance of comfort in a vehicle like this, but Jeep is clinging to the go-anywhere tradition with its solid axles front and rear.

The seats are supportive, but some might have to work to find the right position; the telescopic steering wheel helps to get settled in. There really should be a left-foot dead pedal to provide extra support as well.

Power 8 / 10

All Wrangler 4xe trims use a turbocharged 2.0L four-cylinder engine that, on its own, makes 270 hp and 295 lb-ft of torque; and its hybrid motor-generator can add an additional 44 hp and 39 lb-ft of torque. Torque goes to the wheels through an eight-speed automatic transmission, and in addition to high- and low-range settings, which should only be used on loose surfaces, the four-wheel-drive system includes an automatic selection that can be used on pavement, along with a setting for rear-wheel drive.

The hybrid system automatically switches between gasoline, electricity, or a combination, depending on driving conditions; and in this mode, it charges its battery via regenerative braking, capturing otherwise-wasted energy during deceleration. But it’s also a PHEV system, and so the 4xe can be plugged in and charged, providing a rated range of 35 km on electricity alone.

This can be used right away or stored for later use, such as running in hybrid mode on pavement and then going fuel-free on the trail. When the charge depletes, the Wrangler 4xe switches over to hybrid operation, so it will continue driving for as long as there’s gas in the tank. You should plug it in to get the full effect, but you can still drive it if you don’t.

Driving Feel 7 / 10

As the Wrangler’s fans say, “It’s a Jeep thing,” and that’s immediately obvious from behind the wheel. It’s a good thing the steering has nice weight to it because you’re adjusting the wheel all the time, correcting the vehicle’s tendency to wander even on smooth pavement, and especially on the highway. Ford’s aforementioned Bronco stays straight and is a better driver, but it comes in neither hybrid nor PHEV configuration. If you want the gas-electric combination, you have to consider the ride and handling as part of the Jeep’s charm.

But the whole idea of a Wrangler is that you don’t stay on the pavement, and off the beaten path it does exactly what it’s supposed to do, handling the roughest stuff generally without breaking a sweat. The Willys ’41 package adds a 4.10 rear axle ratio and an electronic locking rear differential for even more capability, although a front locking diff is limited to the Rubicon trim.

Fuel Economy 8 / 10

Natural Resources Canada (NRCan) rates the Wrangler 4xe running in gas-electric hybrid mode, at 11.6 L/100 km in the city, 11.9 on the highway, and 11.7 in combined driving. Those numbers are more substantial than you might expect from a hybrid; but not only is the 4xe heavy, the system tends to prioritize power, and so it calls on the gasoline engine to kick in more than many other hybrids do.

As with any PHEV, the key is in plugging the 4xe in regularly, which can be done on a 110-volt outlet, or a 240-volt home or public charger. Many people travel less than its 35-km range each day and may do most of their driving on the battery. I plugged it in often and in my week with it, including a couple of longer highway trips, I averaged 6.7 L/00 km. It takes regular-grade, 87-octane gasoline.

Value 7 / 10

With a starting price of $59,995 and then at least a few options buyers might want, the Wrangler 4xe isn’t an inexpensive proposition, especially since the premium over a similar non-PHEV trim starts at $4,400 and goes up from there. Much will depend on factors such as your ability to charge it regularly, and the appeal of fuel-free driving out on the trails. There isn’t much chance for head-to-head cross-shopping, since the Ford Bronco, the Wrangler’s closest competitor, doesn’t offer a hybrid powertrain; and while Toyota’s 4Runner does, it isn’t the plug-in variety.

The Verdict

The Wrangler has fiercely-loyal customers, and those who do spring for the PHEV will get that fuel-free performance with no loss of its considerable off-road ability. The Willys ’41 is a very pricey add-on, but again, it’s a draw for fans who want to go all the way with the retro heritage, but with far more creature comforts than that original Jeep could ever have imagined.