Three engines now, and one big absence
The plug-in Wrangler is gone for the 2026 model year. That leaves a simpler menu: the 3.6-liter Pentastar V6, which comes standard with a six-speed manual on the Sport; the 2.0-liter turbo four, which pairs with an eight-speed automatic and is offered across the lineup, rated at up to 270 horsepower and 295 pound-feet with manufacturer-estimated highway mileage as high as 23 mpg; and the 6.4-liter HEMI V8 in the Willys 392 and Moab 392, good for 470 horsepower, 470 pound-feet and a claimed 4.5-second run to 60 mph.
Capability still separates the trims more than horsepower does. Jeep fits four different 4x4 systems depending on model, from a part-time Command-Trac setup with a 2.72:1 low range to the Rock-Trac case with a 4:1 low gear. Order the manual and the 4.88 axle on a Rubicon and Jeep quotes a 100:1 crawl ratio. Add available 35-inch tires and the numbers get serious: a 47.4-degree approach angle on four-door models and 32.4 degrees of breakover on the two-door. Four-door Rubicons are rated to tow up to 5,000 pounds, which matters if the Wrangler is also your boat hauler.
The trim walk, priced
MSRP figures below come from Jeep's own build-and-price tool. Destination charges, taxes and dealer fees sit on top, and dealers in tight markets rarely discount the trail-ready trims.
| Trim | Doors | Starting MSRP | Engine | Best for | Watch out for |
|---|
| Sport | 2 or 4 | $39,040 | 3.6L V6, 6-speed manual | First-time buyers who want the real thing | Steel wheels, basic audio |
| Sport S | 2 or 4 | $41,440 | V6 or 2.0L turbo | Daily driving on a budget | Options add up fast |
| Willys | 2 or 4 | $45,635 | V6 or 2.0L turbo | Buyers who would modify anyway | Firm ride on knobby tires |
| 85th Anniversary | 4 | $47,240 | 2.0L turbo | Retro styling fans | Plaid interior is divisive |
| Rewind | 4 | $48,435 | 2.0L turbo | Nostalgia buyers | Limited allocation |
| Sahara | 4 | $48,910 | 2.0L turbo | Families using it as a daily | Least hardcore of the four-doors |
| Willys '41 | 4 | $49,335 | 2.0L turbo | Military-history styling | Color choice is the point |
| Rubicon | 2 or 4 | $50,535 | V6 or 2.0L turbo | Rock crawling and trail duty | You pay for hardware you may not use |
| Rubicon X | 2 or 4 | $61,230 | 2.0L turbo | Loaded, no-compromise builds | Steep jump from Rubicon |
| Willys 392 | 4 | $69,995 | 6.4L V8 | Sound and straight-line thrills | Fuel and tire costs |
| Moab 392 | 4 | $79,995 | 6.4L V8 | Collectors and desert runners | Priciest entry, limited run |
The Sport is the honest choice for someone who plans to swap wheels, bumpers and lights anyway. Willys sits where most shoppers land once they price a lift and a set of mud tires on a Sport S, because Jeep bundles the lockers-free but trail-ready hardware in. Sahara trades some off-road kit for road manners and interior comfort, so a buyer in suburban Chicago or Atlanta will probably be happier there than in a Rubicon. Rubicon and Rubicon X are for people who genuinely use sway-bar disconnect and front and rear lockers, not for mall duty with a badge on the hood.
Jeep's Twelve 4 Twelve program keeps dropping limited editions through the year, which complicates the decision. The Moab 392 opened the series at $79,995 with beadlock-capable wheels and V8 power. The Rewind arrived mid-series with retro graphics, gold-accent wheels and tow hooks, rock rails and heated Nappa leather with 8-bit-inspired embossing, priced at roughly $1,900 over a comparably equipped model. The 85th Anniversary trim adds plaid seats, bronze badges and body-color fender flares. Each drop is a limited allocation, so if a particular edition is the one you want, waiting rarely helps.
Living with it on a Tuesday
Wind noise is the cost of the shape. Drive one at 70 mph with the hardtop bolted on before you sign, because the difference between hardtop and soft top is biggest on a winter commute. Soft tops are lighter and cheaper; hardtops are quieter and easier to live with through a Minnesota January. Panel storage is a real household decision, not a footnote.
Fuel and insurance deserve a line in your budget. The 2.0-liter turbo is the sensible pick for high-mileage commuters, the V6 keeps the manual alive and has fewer plumbing surprises, and the V8 returns V8 numbers. Premiums run above a comparable crossover, largely because body panels and glass on a removable-top vehicle are not cheap to replace.
One pattern shows up repeatedly in owner forums and trail clubs: people buy a Rubicon, never disconnect the sway bar, and then spend the savings they would have had on a Willys on tires and a roof rack. A Denver buyer who commutes downtown and hits mountain trails twice a month is usually better served by a Willys or Sahara with good all-terrains than by a $61,230 Rubicon X. Resale has historically been among the strongest in the segment, which softens the sting of a high sticker but does not make an unused locker pay for itself.
Snow-belt owners should price winter tires into the first year, and anyone planning serious rock time should look at rock rails before a lift. Jeep Jamboree events and local trail rides are the cheapest way to find out what your truck can actually do without breaking anything.
How to shop without regrets
Start with body style, not engine. The two-door has the better breakover angle and is more fun on tight trails, but four-door models carry people, dogs and cargo and unlock the 5,000-pound tow rating on Rubicon. Decide that first, because nearly everything else follows from it.
Then match the powertrain to your actual week. Turbo four for mileage, V6 if you want the manual and simpler upkeep, V8 only if you accept the fuel bill as entertainment.
Test drive at highway speed, over broken pavement, with the roof on. Noise, steering wander and ride quality are the things buyers regret, not horsepower.
Check dealer inventory near you before ordering. Special editions move quickly, and factory orders take weeks you may not want to spend waiting. Verify what is actually on the lot rather than what a dealer says is coming, and get the out-the-door number in writing before discussing any add-ons.
Decline dealer-installed lifts, paint protection and wheel packages unless they are itemized and you have compared them against independent shops. Aftermarket support for the Wrangler is deep, and you can usually do better on your own schedule.
Finally, price the year, not the day: insurance quote, fuel at your real annual mileage, one set of tires, and whatever trail gear you will genuinely use. The right Wrangler is often two trims below the one that looks best under the lot lights, and the test drive that includes a rough road at speed will tell you more than any spec sheet.
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