Wrangler Rubicon 392 vs. 4xe – The Short and Long-Term Future of Jeep
By Edward A. Sanchez – Nov. 20, 2020
The term “iconic” is thrown around rather loosely in describing cars. But if there’s one brand and model deserving of it, it’s the Jeep Wrangler. The Wrangler and its predecessors, the CJ series and Willys MB, have been in continuous production for nearly 80 years. It is perhaps one of the best-known, and best-regarded American brands globally, arguably up there in status and fondness with Coca-Cola and Levi’s. Like the F-150 is to Ford, it is arguably FCA’s “crown jewel,” the one model and brand you don’t want to mess up. Going into 2021, Jeep has two models that while outwardly similar, couldn’t not be more different philosophically and powertrain-wise. The two models are the Wrangler Rubicon 392 and 4xe.
Both have been previewed or rumored for more than a year each, so their existence is not a shock or surprise. However, the two models are vastly different representations of the Wrangler’s future. As you can probably surmise from its name, the Wrangler Rubicon 392 is Jeep’s flagship off-roader stuffed with 392 cubic inches of Hemi goodness, bringing a robust 470 hp and 470 lb-ft of torque to the table. Jeep claims this old-school approach to muscle delivers a 0-60 time of 4.5 seconds and the quarter-mile in 13 seconds flat. Those are highly respectable figures for a modern premium sport sedan, let alone a two-and-a-half-ton brick-shaped SUV. Conspicuously absent from the launch specifications of the Rubicon 392 was any mention of fuel economy. If I had to spitball a figure, I’d say 13 mpg city and 17 mpg highway.
In contrast, the introduction of the 4xe prominently touted the model’s 25-mile all-electric range, and 50 MPGe estimated combined fuel economy rating. While its engine is less than one-third the displacement of the 392, the 4xe’s output is a highly respectable 375 hp and ironically, 470 lb-ft of torque. Jeep claims a 0-60 time of 6 seconds flat for the 4xe. While not as outright neck-snapping as the 392, that acceleration falls squarely in the “quick” category.
The Jeep Wrangler 4xe offers 50 MPGe courtesy of its hybrid powertrain, and in contrast to the 392, illustrates the long-term future direction of the brand.
Although the same model, and sharing the same showroom space, the 392 and 4xe’s target buyers are likely vastly different. The 392’s buyers are seeking an unapologetically brash, loud, aggressive character, exemplified by throaty bark of the big-inch Hemi. The buyers of the 4xe are likely to take more of a “tread lightly” approach in their off-road hobby and outdoor experience.
In terms of which model and approach will have a longer lifespan, it’s a no-brainer. The runway for the 4xe is undoubtedly longer than the 392. Although many enthusiasts have a warm place in their heart for that unmistakable V-8 rumble, rising fuel economy and CO2 emission standards globally will ultimately effectively outlaw large-displacement engines in all but super-premium models. For those models, any taxes or penalties on fuel consumption can be easily absorbed into the overall price, and would be of minor consequence to the potential buyer.
Although the dull blat of a four cylinder and high-pitched whine of electric motors may not have the same visceral appeal of a thumping V-8, an electrified powertrain can supply the same objective performance with vastly better efficiency. Look no further than the rated performance of the Rivian R1T or GMC Hummer, both of which put even the ferocious Ram 1500 TRX to shame. Electrified propulsion may not be what many enthusiasts want, but it may soon be their only choice.
(Images courtesy FCA)
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