2021 Jeep Wrangler 4xe

Manufacturer-rated total system output for the 2021 Wrangler 4xe, standard across all 4xe trims (Sahara, Rubicon, High Altitude).

Manufacturer-rated combined system torque; strong for the segment due to instant electric motor torque layered on the turbo four.

Instrumented tests vary by state of charge — the battery boost meaningfully changes the result, so the figure is real but conditional on a charged pack.

Electric-mode launch is smooth and torque-rich with no lag; reviewers note the turbo four can feel a beat behind before boost and before the electric motor fills in, and the hybrid-to-gas handoff is usually seamless but occasionally noticeable under hard throttle.

The 8-speed automatic (shared with other 2021 Wrangler engines) shifts quickly and smoothly, and the E-Selec system's Hybrid/Electric/eSave modes are well-integrated rather than confusing.

Towing is capped well below the gas Wrangler's 3,500 lb max on 2-door/some V6 configs is actually matched here, but sits low versus other SUVs because the battery pack adds weight without adding tow rating.

Standard 4WD across every 4xe trim, with Command-Trac on Sahara 4xe and the more sophisticated Rock-Trac (locking diffs, low-range transfer case) on Rubicon 4xe.

The Wrangler's off-road credentials carry over intact to the 4xe: Rubicon 4xe adds 33-inch tires, locking front/rear diffs, an electronic sway-bar disconnect, and 10.8 in of ground clearance with a 43.8° approach / 35.6° departure angle; even Sahara 4xe retains genuine 4x4 low-range capability.

2021 Wrangler offers four distinct powertrains across the range: 3.6L V6, 2.0L turbo I4, 3.0L EcoDiesel V6, and the new 4xe plug-in hybrid — one of the broadest lineups in the segment.

This is the charge-sustaining gas-mode figure per the PHEV scoring convention; the vehicle's 49 MPGe blended rating is a different measurement captured by the electric-range item, not here.

EPA/fueleconomy.gov publishes only a combined 20 MPG figure for this vehicle's gas-only mode, with no separate city/highway split; this is a reasonable estimate below the combined figure based on typical city-vs-combined gas engine deltas.

EPA/fueleconomy.gov publishes only a combined 20 MPG figure for this vehicle's gas-only mode, with no separate city/highway split; this is a reasonable estimate above the combined figure based on typical highway-vs-combined gas engine deltas.

EPA total range figure combining the 21-mile electric-only range with the remaining gas-mode range on the 4xe's smaller (17.2 gal) fuel tank, which is reduced from the standard Wrangler to make room for the battery pack.

One of the shorter electric-only ranges among PHEVs, a direct result of the compact 17.3 kWh battery packaged beneath the second row; some manufacturer marketing rounded this to 25 miles but the certified EPA figure is 21.

EPA's blended estimate assuming typical mixed electric/gas driving; running it primarily in eSave/gas mode would push this materially higher, and disciplined daily charging would push it lower.

Runs on regular 87-octane unleaded per the owner's manual, so premium is not required, but Jeep/dealer guidance recommends 91+ octane premium for optimal turbo performance and efficiency; on top of that, owners get the best MPGe by charging regularly, adding a mild practical complication regular-gas-only owners don't have.

NHTSA carries a distinct 2021 record for the Wrangler Unlimited PHEV but every field reads "Not Rated," including rollover — unlike the gas Wrangler Unlimited, which at least has a published frontal (4 stars) and rollover (3 stars) result. The debut-year plug-in hybrid was evidently never run through NHTSA's program. With no measurement to score, the value is held at the same mid-band placeholder used for other untested peers rather than crediting or penalizing the vehicle on absent data, anchored to the gas Wrangler's own partial ratings as the closest available structural proxy.

IIHS publishes no separate crashworthiness entry for the 4xe — it shares the JL 4-door body-in-white with the gas Wrangler, and those results cover it. The 2021 model carries the JL's original, unmodified front structure (Jeep's attempted fix did not arrive until MY2022, and even then failed to resolve the problem): in the small overlap front test the vehicle tipped onto its passenger side after striking the barrier, and it also fails the updated moderate overlap front (Poor) and updated side test (Marginal), while roof strength, head restraints and the original moderate overlap and side tests are Good. No Top Safety Pick award is possible.

Nothing this item measures is standard on the debut-year 4xe: forward collision warning and adaptive cruise sit in the optional Advanced Safety Group, blind-spot monitoring and rear cross-path detection are in the separate Safety Group (a prerequisite for the Advanced group), and pedestrian AEB and lane keeping are not offered on any trim at any price. Standard active safety is limited to ESC, electronic roll mitigation, trailer-sway control, hill-start assist and brake traction control. The 4xe scores marginally above the base gas Wrangler because it launched only in Sahara 4xe and Rubicon 4xe (plus a limited High Altitude 4xe) — there is no stripped Sport/Sport S trim in the lineup where the option boxes might be unavailable entirely.

When ordered, the radar-based Full Speed Forward Collision Warning Plus earns IIHS's top Superior rating for vehicle-to-vehicle front crash prevention on the 4xe itself, avoiding the collision outright in both the 12 and 25 mph runs. The score is held down by two facts: it is optional equipment even on this launch-year lineup rather than standard, and pedestrian detection is not offered at all, so there is no daytime or nighttime pedestrian capability to grade.

Blind-Spot Monitoring with Rear Cross Path detection is offered on the 2021 4xe but only inside the optional Safety Group, and it is alert-only — no braking or steering intervention, no trailer-aware coverage, no safe-exit alert. The Wrangler's small door-mounted mirrors and spare-tire-blocked rear view make the omission on the volume Sahara 4xe more costly than in a typical crossover.

The 2021 Wrangler 4xe offers no lane departure warning, no lane keep assist and no lane centering on any trim or in any package — a gap that is close to unique in the segment, where rivals like the Bronco and 4Runner include at least a departure warning as standard.

Adaptive Cruise Control is capable full-speed-range hardware, but for the 2021 launch it is optional — part of the Advanced Safety Group, itself gated behind the Safety Group — rather than standard, and there is no lane centering or highway assist on the platform for it to integrate with.

No hands-free highway driving system is offered on any 2021 Wrangler 4xe trim. Stellantis's hands-on Active Driving Assist is not fitted to the Wrangler, and with no lane-centering hardware anywhere in the lineup a hands-free system is not possible on this platform.

Every headlight configuration IIHS tested on the 2021 Wrangler 4xe rated Marginal or Poor, and the launch-year Sahara 4xe carried factory-standard halogen reflector headlamps with LED as a separate optional lighting group — so the volume trim's out-of-the-box result is Poor, not the Marginal ceiling that requires both LED and the optional Advanced Safety Group's auto high-beam control.

Forward and lateral sightlines are among the best of any SUV — a near-vertical windshield, tall commanding seating, a short narrow hood and deep side glass. Rearward vision is the weakness: the sport bars and tailgate-mounted full-size spare block much of it, the door-mounted mirrors are small, ParkSense rear park assist is optional (Safety Group), and no surround-view camera is offered on any trim. The half-door option that later improved the over-the-shoulder view did not arrive until the 2023 model year, and the 4xe's underfloor battery pack raises step-in height slightly versus the gas Wrangler.

IIHS rates the 4-door Wrangler's LATCH hardware Good+, its top grade, crediting easy-access anchors plus an extra usable position via borrowing — and because the 4xe launched four-door only (Sahara 4xe, Rubicon 4xe, High Altitude 4xe), every 2021 4xe buyer gets that hardware and three rear seating positions. The boxy body also gives tall rear-door openings. Against that, the narrow track makes three seats across a squeeze, and the underfloor battery pack's slightly raised step-in height makes lifting a child into a seat harder than in a crossover.

The 2021 4xe was offered only as the 4-door Wrangler Unlimited, seating 5.

Front headroom figure for the 4-door Wrangler Unlimited 4xe.

Front legroom figure for the 4-door Wrangler Unlimited 4xe.

Second-row headroom is unusually generous thanks to the Wrangler's boxy, upright cabin.

Second-row legroom on the 4-door Unlimited is competitive for the segment; Edmunds notes adults fit easily.

The Wrangler 4xe is a strict two-row SUV with no third-row option in any trim for 2021.

Behind-second-row cargo volume for the Unlimited 4xe; the PHEV battery pack under the rear floor costs it roughly 4 cu ft versus the equivalent gas Unlimited.

Maximum cargo volume with the rear seats folded, roughly 5 cu ft less than the equivalent gas Wrangler Unlimited due to battery packaging.

Basic console bin, door pockets and a small glovebox; no standout storage innovation, and the removable doors/top mean less weatherproofing for open cubbies.

Edmunds found the front seats well-shaped and livable on long trips, though the Wrangler doesn't prioritize comfort; the rear bench is flatter and firmer.

Auto123's test drive found the ride 'not overly firm' but still 'pretty clumsy,' with the added 4xe battery weight helping settle highway ride slightly versus the gas Wrangler.

Boxy shape, large off-road tires and the optional soft top generate significant wind and road noise at speed, a longstanding Wrangler weakness.

Heated front seats, heated steering wheel and remote start are available on Sahara/Rubicon 4xe trims, plus an effective climate system with rear vents, but not standard fleet-wide.

Sahara 4xe was the entry point into the 4xe lineup for 2021, priced well above the gas Wrangler due to the PHEV powertrain premium.

Rubicon 4xe was the volume seller within the 4xe lineup, favored by buyers wanting maximum off-road capability paired with the plug-in hybrid powertrain; a High Altitude 4xe trim joined mid-year 2021 at a similar price point.

Edmunds' True Cost to Own model projects above-segment-average combined maintenance and repair spend for the Wrangler 4xe, consistent with the PHEV's added electrical/hybrid hardware and the Wrangler's traditionally higher repair incidence.

Industry residual trackers show the Wrangler 4xe depreciating roughly 59% over 5 years, notably worse than the gas Wrangler's traditionally strong retention, likely reflecting early-adopter PHEV depreciation and the loss of purchase-time federal tax credit value on resale.

Standard Stellantis/Jeep basic warranty term, at the low end of the mainstream 3-5 year band.

Standard 5-year/60,000-mile powertrain coverage on the engine/hybrid drivetrain, but the 17-kWh high-voltage battery pack carries a much longer, class-leading 10-year coverage that meaningfully de-risks the PHEV's most expensive component.

Jeep Wave included 3 years of complimentary maintenance (oil changes, tire rotations) for 2021 models plus 24/7 roadside assistance, trip-interruption coverage, first-day rental, and VIP owner events — a solid multi-year benefit, though the maintenance scope itself (oil/tire service only) is basic rather than comprehensive.

$53,180 volume-trim price minus its estimated resale value after 5 years (41% retained, or about $21,804) leaves about $31,376 in depreciation. Add the projected $11,072 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $42,448 in total.

2021 was the launch year of the Wrangler 4xe plug-in hybrid, and the PHEV powertrain has been dogged from the start by battery error codes, stalling on regenerative braking, and 'turtle mode' propulsion failures dropping the vehicle to 7-12 mph. Consumer Reports has flagged Wrangler/4xe reliability as below average, well below the segment.

Jeep has consistently ranked near the bottom of both J.D. Power's Vehicle Dependability Study and Consumer Reports' brand reliability rankings across the early-2020s period surrounding this model year, placing only above chronic bottom-dwellers like Land Rover/Volvo/VW.

The 2021 Wrangler 4xe generation carries an unusually severe recall record for a plug-in hybrid this young: a high-voltage battery recall (2020-2025 4xe, ~320,065 units) for internal battery failure that can cause a fire parked or driving; a >1-million-unit Wrangler/Gladiator recall for electric power-steering wiring that can overheat and ignite even with the vehicle off (NHTSA logged 51 fires, 1 injury); an engine-shutdown recall for the 2.0L PHEV engine; and a windshield defrost/defog software recall. This is squarely 'major or repeated recalls (powertrain, fire, safety systems)' territory, not typical activity.

The 2.0L turbo I4 + dual electric motor + high-voltage battery PHEV powertrain debuted for MY2021 with no long-term track record, and has since accumulated a battery-fire recall and an engine-shutdown recall — the opposite of a proven, high-mileage-durable powertrain family.

Reviewers consistently describe the 4xe cabin as attractive with good tactile quality and plenty of soft-touch surfaces for the segment, with Rubicon-trim leather adding a further step up, though it is the same cabin shared with far cheaper gas Wranglers.

Reviewers call assembly 'distinct and satisfying' with a robust feel throughout, competitive for a body-on-frame off-roader, though the removable-top/door architecture inherent to Wrangler still produces more wind noise and rattle at highway speed than a unibody rival.

Jeep's ~2,200-dealer US network is dense and nationwide, giving Wrangler owners broad geographic coverage, but the 4xe's high-voltage components require specialized technician certification that not every store has fully staffed this early in the model's life, and Jeep/Stellantis service satisfaction trails the top mainstream brands.

The Wrangler platform itself has one of the largest aftermarket parts ecosystems in the industry and below-average overall maintenance costs for the segment, but 4xe-specific components (HV battery, power electronics module) are new, dealer-only, and costlier than the mechanically simpler gas Wrangler's parts.

The 4xe launched with the 8.4-inch Uconnect 4C NAV screen standard across its Sahara/Rubicon trims.

Uconnect 4C is widely regarded as fast and logically laid out, with the Wrangler retaining real physical climate/radio knobs alongside the touchscreen.

The 2021 Wrangler 4xe supports Apple CarPlay/Android Auto only via wired USB connection; factory wireless projection was not available on the JL generation until a later model year.

Uconnect 4C NAV includes built-in navigation and voice command plus Amazon Alexa 'Jeep Skill' integration, functional but not best-in-class versus phone projection.

A 9-speaker Alpine premium audio system was available on upper 4xe trims, with an adequate base system standard; not a headline strength of the vehicle.

A 7-inch configurable Driver Information Digital Cluster sits between analog gauges — a partial digital display, not a full reconfigurable cluster.

Uconnect supports map and infotainment software updates via the built-in 4G LTE Wi-Fi hotspot, but the Wrangler 4xe had no whole-vehicle/powertrain OTA update capability in 2021.

The Jeep/Uconnect app supports remote start, lock/unlock, vehicle locate and (for the 4xe specifically) remote charge status/scheduling, but lacks a digital-key feature.

Only two USB-A ports are fitted (one dash media port, one console charge-only port) with no USB-C, no wireless charging pad, and no household AC outlet standard.

Proximity keyless entry, push-button start and remote start are standard on the Sahara/Rubicon trims the 4xe is built on, though no phone-as-key.

A rearview camera (ParkView) is standard with rear park-assist sensors available; no 360-degree surround camera is offered on the Wrangler in 2021.

No head-up display was offered on any 2021 Wrangler trim, 4xe included.

LATCH anchors and decent rear legroom help, but the tall step-in height, narrow door openings, and removable doors/top make car-seat installation and daily loading more awkward than a typical family SUV.

Forward collision warning with active braking and adaptive cruise are available but bundled in an optional Advanced Safety Group, not standard on family-friendly trims; IIHS rated the Wrangler 'Marginal' overall due to a poor small-overlap front driver-side result.

Rear legroom is genuinely good and the climate system with rear vents is effective, but wind/road noise and a busy ride undercut multi-hour family comfort.

Reviewers describe imprecise, heavy steering requiring constant correction at speed; low-speed EV-only driving is smooth and quiet but the powertrain is described as 'poky' off the line on electric power alone.

22 miles of EPA-rated electric range covers most daily commutes at near-zero marginal fuel cost when charged regularly, a meaningful efficiency edge over any gas Wrangler for commuting.

The Unlimited's footprint and roughly 39-40 ft turning diameter are manageable but not tight for urban use; the standard rearview camera helps offset limited visibility around the boxy body.

3,500 lb max tow rating and 1,280 lb payload are modest for the segment — usable for light trailers/gear but well short of a serious work tool.

The Wrangler's body-on-frame chassis and drivetrain hardware are fleet-proven, but the 4xe's added PHEV battery, motors and electronics are newer technology without the same long-term durability track record as the gas Wrangler.

The Wrangler has a huge aftermarket upfit ecosystem (racks, winches, tie-downs, skid plates) but no factory exportable/onboard power feature on the 2021 4xe and no cargo bed.

Combined gas+electric range of roughly 370 miles is competitive, but cabin noise and a firm, occasionally clumsy highway ride limit long-haul comfort.

Genuine adventure enabler: 30-inch water fording, electric front/rear locking differentials, disconnecting front sway bar, Rock-Trac 2-speed transfer case, and removable doors/top/roof — the 4xe retains full Rubicon off-road hardware.

Removable doors, folding windshield and roof, roof rack rails, and 60/40 fold-flat rear seats give strong gear-hauling flexibility, tempered by below-average outright cargo volume versus the gas Wrangler.

On-road cornering composure is a known Wrangler weakness — solid axles and tall off-road tires trade away body control and grip on pavement, even with the 4xe's added low-slung battery mass.

Reviewers consistently describe the electrohydraulic steering rack as dull, imprecise and prone to wandering on rough pavement.

Adequate stopping power for the class, though the added ~300 lb of 4xe battery/motor mass over the gas Wrangler puts additional demand on the brakes; no instrumented 4xe-specific braking test found.

The gas engine engages seamlessly once summoned, but electric-only launches are described as 'poky,' and early 4xe units are known among owners for occasional rough engine start/stop behavior.

The turbo-four is audible under load but not harsh, and electric-only mode is near-silent; overall powertrain noise is average, offset by tire/wind noise from the body itself.

Curb-to-curb turning diameter for the 4-door Wrangler Unlimited 4xe; lower is better, and this sits toward the wide end of the SUV band due to the long-wheelbase Unlimited body and large off-road tires.

Upright seating and a commanding view out are Wrangler strengths, though the tall step-in height and door sill design make ingress/egress less convenient than a typical crossover.

The open-air experience (removable doors, folding windshield, retractable top), strong low-end torque from the electric motors, and go-anywhere character give the 4xe genuine enthusiast appeal despite its on-road dynamic shortcomings.

Sahara 4xe and Rubicon 4xe launch editions came reasonably equipped for their tier (Uconnect 4, LED lighting, leather-trimmed seats on Sahara, locking diffs/Dana 44 axles on Rubicon) but the 4xe premium itself buys mostly the hybrid hardware rather than extra content versus an equivalent gas Sahara/Rubicon.

The 4xe adds real capability (up to 21 miles EV range, 375 hp/470 lb-ft, full off-road hardware retained) at roughly a $10-12k premium over comparable gas trims, before the era's severe dealer markups eroded the value proposition further for actual 2021 buyers.

The 4xe launched in only two trims (Sahara, Rubicon) with High Altitude 4xe added mid-year — a narrow slice of the full Wrangler lineup with no entry-level or budget 4xe option, unlike the gas Wrangler's much wider Sport-to-Rubicon spread.

The 4xe became the best-selling plug-in hybrid in America in early 2021, reportedly outselling the Toyota Prius, and sold out its full model-year production allocation on order demand alone.

Wrangler carries one of the industry's strongest brand halos and most loyal ownership base; the 4xe extended that cachet to eco-conscious and tech-forward buyers without diluting the core off-road identity.

Extreme 2021 demand meant dealer markups of $10,000-15,000 over sticker were common rather than any discounting; buyers had essentially no negotiating leverage.

The JL-generation Wrangler dated to 2018, but the 4xe plug-in hybrid powertrain was an all-new addition for the 2021 model year, giving the nameplate genuinely current propulsion technology even on an established platform.

The 4xe collected multiple debut-year honors — Wards 10 Best Engines and Propulsion Systems, Green Car Journal's Green SUV of the Year, and GearJunkie's Best 4x4 — reflecting strong critical reception for pairing electrification with genuine off-road credibility, though it wasn't a mainstream comparison-test winner outright.