The lineup lost a plug and gained two V8s
Something changed this year that plenty of buyers still don't know about. The Wrangler 4xe is gone. Stellantis wound down plug-in hybrid production in North America ahead of the 2026 model year, and the Wrangler 4xe vanished from Jeep's build tool alongside the Grand Cherokee 4xe. The decision came after a stop-sale tied to a battery recall and the end of federal EV incentives. If a hybrid Wrangler was the reason you started shopping, your realistic paths are a certified pre-owned 2025 4xe with the recall remedy documented, or a different Jeep.
What's left is a gasoline lineup with more variety at the top than before. Jeep added an 85th Anniversary Edition and a retro-styled Rewind, both four-door only, plus the military-look Willys '41. Two V8 models bookend the range: the Willys 392 at $69,995 and the Moab 392 at $79,995. Most buyers will end up in one of three engines: the 3.6-liter Pentastar V6 with a six-speed manual, the 2.0-liter turbo four, or the 6.4-liter V8.
Jeep's site quotes a base MSRP of $36,035, while the build-and-price tool starts the Sport at $39,040 once you've chosen a body style. Budget for destination charges and dealer fees either way.
Every trim, side by side
| Trim | Doors | Starting MSRP | Best for | Trade-off |
|---|
| Sport | 2 or 4 | $39,040 | First-time Wrangler owners, future modders | Steel wheels, manual locks, basic seats |
| Sport S | 2 or 4 | $41,440 | Daily drivers wanting modern basics | Small price jump, same off-road hardware |
| Willys | 2 or 4 | $45,635 | Trail use on a budget | Coil-spring ride still stiff on pavement |
| 85th Anniversary | 4 | $47,240 | Appearance-focused buyers | Mostly cosmetic |
| Rewind | 4 | $48,435 | Retro styling fans | Costly for a look package |
| Sahara | 4 | $48,910 | Highway miles, family duty | Less articulation than a Rubicon |
| Willys '41 | 4 | $49,335 | Military-inspired builds | Decals won't suit everyone |
| Rubicon | 2 or 4 | $50,535 | Rock crawling, serious trails | Noise, fuel cost, tight rear seat |
| Rubicon X | 2 or 4 | $61,230 | Loaded trail rigs | Near-V8 money for a V6 |
| Willys 392 | 4 | $69,995 | V8 sound on a budget | Thirsty, four-door only |
| Moab 392 | 4 | $79,995 | Top-dog capability | Hard to justify as a commuter |
The Sport is the honest entry point: 17-inch steel wheels, 32-inch all-season tires, a 12.3-inch touchscreen, and 9.7 inches of ground clearance. Doors and tops come off without tools. The Sport S adds power windows, keyless entry, and better cloth, which matters more than the spec sheet suggests if you drive it daily.
The Willys is where the value argument gets interesting. You get 33-inch all-terrain tires, rock rails, a limited-slip rear differential, and heavy-duty suspension for a few thousand dollars over a Sport S. Most shoppers who plan to buy tires and sliders anyway should start here instead.
The Sahara is the highway trim. Full-time four-wheel drive, a softer calibration, and available leather make it the least punishing Wrangler for a 40-minute commute. If your trail time is a graded forest road twice a summer, this is the sensible pick.
The Rubicon is the one people recognize. Dana 44 axles front and rear, a 4:1 Rock-Trac transfer case, electronic sway bar disconnect, and locking differentials. Ground clearance climbs to 10.8 inches, approach angle to 44 degrees, departure to 37, and it fords about 34 inches of water. The Rubicon X layers on leather, premium audio, steel bumpers, and the option of 35-inch tires — which is also where the price starts approaching V8 territory.
What living with one actually costs
Fuel is the first surprise. The V6 and turbo four land in the high teens to low 20s combined; the 392 models drink noticeably more. Insurance tends to run above average for the class because of repair costs and theft rates, so get a quote before you fall in love with a trim.
Tires are the second surprise. Thirty-three-inch all-terrains are not cheap to replace, and 35s on a Rubicon X cost more again. Factor in a lift only if you actually need the clearance — a leveling kit and good tires handle most forest service roads.
Towing is modest by SUV standards. Fine for a small utility trailer or a pair of jet skis, not for a 6,000-pound camper. If towing is central to your plans, a Grand Cherokee or Gladiator makes more sense.
Resale is the good news. Wranglers hold value better than nearly anything else in the segment, which softens the sting of a higher payment. The factory warranty runs three years or 36,000 miles basic and five years or 60,000 miles on the powertrain, and the Jeep Wave owner program adds scheduled maintenance visits and trail events that are genuinely worth using.
How to buy one without regret
Drive it on the highway for at least twenty minutes, not around the block. Wind noise, wander over expansion joints, and seat comfort only show up at 70 mph, and that test drive talks more than any review.
Sit in the back seat of a two-door before you commit. Getting a child seat through that opening is a weekly chore, and the four-door solves it. Also measure your garage opening — lifted Rubicons on 35s clear more than a few door frames.
Check the door and roof configuration on the actual vehicle, not the brochure. A soft top in Arizona sun fades and a hard top in Michigan salt needs care at the seals. If you park outside in a snowy state, budget for a car wash membership with underbody flush.
Compare dealer inventory against a factory order. Incentives on leftover 2025s can be meaningful, but verify the build sheet and confirm any open recall work is closed before signing. Walk away from market adjustments; Wrangler supply has loosened considerably and a nearby dealer will usually beat a markup.
Regional notes worth knowing: the turbo four holds power better at Colorado altitude than the V6, Midwest road salt attacks the hinges and rocker panels first, and desert heat is hard on soft tops and 12-volt accessories.
Start with a Willys or a Sahara and only move up if you can name the trail you need a Rubicon for. Book a test drive at a dealership near you this week and take the long way home — the highway stretch is the part that tells you the truth.
研究の知恵