2025 Jeep Wrangler

Black fender flares come standard, while some trims offer color-matched flares, bumpers, and hardtops for a swankier look. Jeep bolts up several different wheel designs, but there’s something to be said about the simplicity of the basic steel 17-inchers. 

One warning: any paint color other than white will cost you. 

Inside, last year’s revamp brought with it a 12.3-inch touchscreen mounted slightly right of center on the vertical dash. Below, you’ll find climate control buttons and knobs, plus the newly standard power window switches. It’s all a bit kitschy but fun, even if Jeep is stingy about interior color options. Some playful upholstery options would go a long way toward making this cabin feel more fun. 

Some trims offer the Selec-Trac transfer case, which has a full-time mode suitable for use on dry pavement. It’s a good choice for drivers in rainy or snowy areas thanks to its set-it and forget-it operation. 

How fast is the Jeep Wrangler?

Speed isn’t the priority here, though no Wrangler is slow. A 3.6-liter V-6 that puts out 285 hp comes standard, but it’s paired only with the 6-speed manual gearbox. Odd gear spacing and long throws mean you’ll spend a lot of time putting it through its paces. We like it more in concept than in execution.

Opt for the 8-speed automatic transmission as most Wrangler buyers are apt to do and you’ll wind up with a 2.0-liter turbo-4 that makes 270-hp and 295 lb-ft of torque. It’s generally well-matched to this slick-shifting automatic, allowing for quiet, smooth operation in normal driving.

Wrangler 4xe models add an electric motor to the turbo-4, and this plug-in hybrid powertrain is fed in part by a lithium-ion battery tucked behind the back seats. This setup is good for 375 hp and 470 lb-ft. It’s notably quick, even if the transition for gas to electric power is gruff to say the least. Still, with 22 miles of all-electric range on a full charge, it offers up emissions-free commuting for many drivers. 

The Rubicon 392’s 6.4-liter V-8 is a blast from the past. Its 470 hp and 470 lb-ft endow it with a 4.5-second run to 60 mph, but it’s arguably too fast for a chassis tuned for rock crawling rather than corner carving.

No Wrangler is nimble, except when being slung down a rocky trail. The light power steering wanders at highway speeds thanks to the solid front axle and antiquated recirculating ball steering setup. Ride quality is poor even on seemingly smooth terrain. Passengers will find themselves bobbing back and forth, and jiggling on broken pavement. These are the prices you pay for impressive off-road ability. Even the lowest Wranglers sit nearly 10 inches off the ground. Two-door models can slot through tight trails better than four-doors, but the longer models have a slightly more composed highway ride thanks to their longer wheelbase. 

Wranglers can tow up to 5,000 pounds in select configurations, though most are rated to lug 3,500 pounds. With their wandering steering and busy ride quality, these Jeeps aren’t great tow vehicles (for that, look to the Gladiator). 

Behind the back seat, look for nearly 32 cubic feet of cargo space, though the 4xe’s battery pack robs a few feet of space.

The Wrangler’s materials aren’t bad, all things considered. Many versions have a nice stitched panel across the top of the dash and front door panels. But, then again, these Jeeps are typically priced north of $50,000, and they definitely don’t impress once value is factored in. The costliest models have laminated side glass that helps cut some wind and road noise, but no Wrangler is truly quiet inside. 

The Wrangler’s 3-year/36,000-mile warranty includes the first three years of maintenance. 

Which Jeep Wrangler should I buy?

What’s your plan for it? Now that power features are standard on the base Sport, it’s not a bad buy. However, the 4-cylinder/automatic combo costs a hefty $2,500 more and this trim has few factory options. The Sport S costs an also hefty $3,000 more, but it adds alloy wheels, adaptive cruise control, and an improved automatic emergency braking system, plus it’s the gateway to way more features like blind-spot monitors, Alpine audio, proximity keyless entry, heated front seats and steering wheel, and automatic climate control. 

Figure around $45,000 for a typically equipped Wrangler Sport S four-door. 

Off-roaders may want to step up to the Rubicon for its beefier axles fitted with locking differentials, revised transfer case with a higher crawl ratio for low-speed loping, and disconnecting sway bars. It runs about $49,000 to start. 

Then there’s the Wrangler 4xe, which comes only as a four-door and more or less mirrors non-hybrid trims. It starts at about $52,000 in Sport S trim. 

The strongest buy here for weekend four-wheelers might very well be the Wrangler 4xe in Willys trim, which builds on the Sport S with a locking rear differential. It starts at about $57,500, but it may qualify for substantial rebates. Add metallic paint, a hardtop, a hardtop headliner (which is well worth $655), and a package with heated seats and proximity entry,  and it’ll cost about $62,500. That’s a lot of cash, but this is also a lot of Jeep. 

How much is a fully loaded Jeep Wrangler?

The Wrangler 4xe Rubicon X runs just north of $72,000 to start. It’s loaded up with leather seats and all those off-roady bits, though even then a power-retracting fabric roof, a winch, and tons of other accessories can nudge it to $80,000 or more.

Jeep has yet to price the 2025 Wrangler Rubicon 392, but it’s safe to bet you’ll need about $95,000 for one. 

The Wrangler 4xe offers up to 22 miles of range on a full charge, but just 20 mpg combined thereafter. It’s the one to buy if you typically drive shorter distances, though. 

Not surprisingly, the V-8-powered Wrangler 392 is estimated at just 13/16/14 mpg. It’s the only one to need premium fuel, though. 

Note that our scores here are based on 2024 EPA figures. We’ll update this space when the Wrangler’s 2025 EPA estimates are posted.