The Jeep Wrangler 4xe is perhaps the most special charging hybrid on the market but also a stylish car. The test drive got stuck in the mud.
Nowadays few cars still evoke emotion in their design.
Then there’s the Jeep Wrangler, getting in the cab is like stepping into another era. There is an ashtray under the armrest in the center console, and of course the speakers sound CCR Born on the Bayou.
If you want, you can get a convertible here. The glove box has a set of tools that can be used to unscrew the doors, the roof and even the windshield. Thanks to the terrain features, the car can be driven almost for fun.
That is freedom.
Modern cars in a circular mass, the Wrangler looks almost brazenly angular. Compared to that, it’s fun to be a charging hybrid – in the design of rechargeable cars with minimal air resistance as a starting point.
In the United States, for example, the car is sold with a 3.6-liter V6 engine, but only a charging hybrid is available on the Finnish market. The basis is, of course, a vehicle tax, which is reduced by adding electric traffic from ten tonnes to a few thousand euros.
The price of just under 80,000 euros is on a par with the acclaimed Land Rover Defender dowel hybrid, but Jeep’s Sahara SF model, which is now being tested, is more equipped from the entry level.
The car is powered by a four-cylinder and two-liter petrol turbo and an electric motor that produces a total of 380 horsepower. The driving battery has a usable capacity of 15 kilowatt hours, which should reach 44 kilometers at best in electric driving alone.
Not a bad target at all for a car weighing almost two and a half tons. Of course, emissions and consumption practices experiences are usually something other than wltp measurements suggest.
Let’s try it on a paved road first. When driving in hybrid mode, you go at a slow pace with electricity alone and the internal combustion engine switches on if necessary.
The driver can also select EV mode only if desired. However, this is not always the case: the car repeatedly announces that EV mode is not active.
According to the importer, the reason for this is the automation, which takes care of the lubrication of the engine. The program switches on, for example, when the car has not been refueled for a while. The car’s heating is also reported to be the reason for switching on the internal combustion engine.
Basically, the feature is understandable, but it is significantly more difficult to run electrically. In the cool weather at the beginning of April, it was sometimes difficult to drain the battery, which means a lot was done with the internal combustion engine. At that time, gasoline typically consumed about 11 liters per hundred.
On the highway Wrangler’s angularity is really starting to feel – and be heard. Even at speeds below one hundred, the airflow rumbles sharply in the sharp shapes of the car. The steering is quite restless, which even the adaptive cruise control of the SF model doesn’t completely fade. The atmosphere is like a boat in moderate waves.
There is no lane guard in the car, which also affects Euro NCAP safety test result: one star out of five. Maybe not everyone needs self-steering, and the Wrangler isn’t made for extremely safe and comfortable road driving.
In return, the car is packed with features that only come to life on looser platforms and in batch-spirited conditions.
First we stop to plan the driving lines.
At the same time, there is a good opportunity to open the hatches and explore the features of the Jeep. At the break, you can try out the sound of the car: the Alpine nine-speaker system gets a nice extra kick from the hefty subwoofer placed in the trunk.
When the doors and windows are unscrewed, the safety arches in which two of the speakers are placed remain directly above the heads of the front passengers. No such can be found in an ordinary car, and in many ways the Wrangler is an insanely funny car.
The hilarity of the design is reflected in the special solutions of the cab. The window release buttons are located below the center display, the gear stick is flamboyant, and a completely separate stick for the reduction gear is placed next to it.
The bench is tilted from the strap by jerking.
Traveling the restlessness disappears on the narrow dirt road, and directing becomes pulse-raising entertainment. I drive my car to a wasteland with just the right rhizomes and quarries.
Engaging the reduction gear requires a rather rough grip. After that, the entire torque of 673 newton meters can be transmitted to the wheels even at low speeds. There’s a fast-descending cliff in front of me that I wouldn’t even drive in most four-wheel drive cars.
It is such places that invite you to test the limits of Wrangler.
It’s confusing what kind of ride a car can be given without its larger natinas, as long as you don’t drive right over the sharpest rocks.
Then I try a slightly more muddy piece.
That’s a mistake as the wheels sink into soft ground.
We’re stuck in a four-wheel drive SUV. The discount gear isn’t helpful either, and in the end I have to resort to the traditional way: to steer a colleague into the booth and push the writer into the bow.
I get a couple of tons of driving game used just enough to get some grip on the front tires, causing the car to get up out of the pit.
Sure, the differential lock would probably have survived without getting out of the car, but those can only be found in the heaviest Rubicon model. Lesson: An already heavy SUV is even heavier when you add an electric motor and traction battery. That is worth considering.
As a charging hybrid The Wrangler is perhaps the most special car on the market. It’s understandable that the taxation and bustling look make the car attractive. In a way, this is the dream of many SUVs: an angular action game that is even low-emission.
Is that really the case?
During the test run, a sufficiently comprehensive picture of the electric drive was not obtained. Examining the test history of the car, it can be said that the Wrangler 4xe has been proven to run 30 to 40 kilometers on electricity. The charging speed at 32 amps is a commendable 7.2 kilowatts per hour.
The sensitive switching on of the internal combustion engine can affect the car’s usability in the Finnish winter. Wltp-measured consumption of 3.5 liters would require perfect conditions. The battery empty car consumes up to 13 liters per hundred in the city.
These are not unusual readings for an SUV, but they do tell us that the ecology of the charging hybrid is largely dependent on driving habits.
Jeep’s hybrid technology falls far short of the level of Volvo or Mersu, for example, but as a driving experience and a masterpiece of car design, Wrangler is a product for which it is difficult to find a direct benchmark.
A weird guy who positively remembers.
Jeep Wrangler Sahara SF 2.0 PHEV AT8 4×4
+ Unique atmosphere, elegance, ability in undulating terrain
– Electric driving features with reservations, heavy consumption of empty battery, cruising
Technology: four-cylinder, turbocharged petrol engine (2.0 l) and 100-kW electric motor
Maximum combined power 280 kW (380 hp) and 637 Nm
Transmission: eight-speed automatic transmission, electric motor integrated in the transmission
Top speed: limited to 180 km / h, acceleration: 6.4 seconds from 0 to 100 km / h
Battery: 15 kWh in use (17.3 kWh gross)
Electric range: 44 km
Consumption: depends on charge, test drive with empty battery 11 liters on 100 roads
Emissions: charge dependent, wltp 79 g CO₂ / km
Dimensions and masses: length 4 882 mm, width 1 894 mm, height 1 838 mm, unladen mass 2 380 kg, wheelbase 3 008 mm
Ground clearance: 242 mm, water crossing height 76 cm
Trailer: 750 / 1,500 kg
Cargo space: 548 to 1,059 liters, fuel tank: 81 liters
Price: Sahara SF model 79,990 euros, Rubicon model 84,990 euros