2022 Jeep Wrangler 4xe

Same PHEV powertrain across all 2022 Wrangler 4xe trims (Sahara, Rubicon, High Altitude) — single-spec combined output.

Same PHEV powertrain across all 2022 Wrangler 4xe trims.

Manufacturer claim corroborated (and beaten) by an independent instrumented test.

Electric motor gives strong, immediate low-speed torque and largely masks turbo lag, but reviewers consistently flag abrupt engine-on transitions when the battery depletes and grabby, inconsistent brake-pedal feel from the regenerative braking blend.

The TorqueFlite 8-speed automatic shared with the rest of the Wrangler lineup shifts smoothly and is well integrated with the electric motor's torque-fill, with no notable hunting reported.

Towing capacity is fixed at 3,500 lbs across the 4xe lineup, below the gas-only Wrangler's available 3,500 lb rating parity but well under truck-class capability.

Four-wheel drive is standard across every 4xe trim, with a choice of Command-Trac, Selec-Trac, or Rock-Trac transfer cases (the latter with 4:1 low range) depending on trim — among the most sophisticated 4WD systems in the segment.

The Rubicon 4xe trim carries genuine off-road hardware — front/rear locking differentials, an electronically disconnecting front sway bar, Rock-Trac 4:1 low range, 33-in tires, up to 10.3-12.9 in of ground clearance depending on package, and a 43.9-degree approach angle — best-in-class off-road credibility for the segment.

The 2022 Wrangler lineup spans a turbocharged I4, a Pentastar V6, the 4xe plug-in hybrid, and the 392 V8 — four distinct powertrains including an electrified option, covering economy, standard, performance, and green-focused buyers.

Charge-sustaining combined MPG is the correct figure for this item per the PHEV convention; the vehicle's electric-mode efficiency (68 MPGe combined) is a separate story not scored here.

EPA reports a flat 20 MPG across city and highway for charge-sustaining mode.

EPA reports a flat 20 MPG across city and highway for charge-sustaining mode — unusually low for the segment's highway band since the 4xe's turbo I4 works harder without electric assist at sustained highway speed.

Combined range figure per the PHEV convention — full tank plus full charge.

EPA-rated all-electric range before the gas engine engages.

EPA's blended annual cost assumption for a PHEV combines electricity for the EV-range miles and gasoline for the remainder at 15,000 mi/yr.

Runs on regular 87-octane unleaded (premium not required) and charges on any 120V/240V outlet with no special home-charging equipment required, though the 21-mile electric range means most driving still burns gas.

NHTSA never independently crash tested the 2022 Wrangler Unlimited PHEV — every category on its own database record is 'Not Rated'. The only 2022 Wrangler NHTSA actually tested is the gas Unlimited (4-star frontal, 3-star rollover, side not tested), and the closest year NHTSA tested the PHEV configuration in its own right is 2023, which returned essentially the same result (frontal 4, driver 4/passenger 5; rollover 3). Both anchors agree closely enough to use 4-star frontal / 3-star rollover as the best estimate for 2022, but confidence is capped at MEDIUM because neither figure is a 2022-PHEV-specific test.

2022 is the model year Jeep specifically revised the Wrangler's front structure to fix small-overlap tipping, and it still tipped: IIHS's driver-side small overlap front result is Marginal because the vehicle rolled onto its passenger side after impact, the same partial-rollover failure mode as the pre-refresh JL. It also fails the updated moderate overlap front (Poor, rear-passenger restraints/kinematics) and the updated side test (Marginal, rear occupant's head struck the soft-top support). Roof strength, head restraints, and the original moderate overlap and side tests are Good, but no Top Safety Pick is possible and the redesign attempt did not move the needle. IIHS tests the 4-door body shared by both the gas Wrangler and the 4xe and publishes no separate 4xe entry, so this result covers the 4xe directly.

Nothing this item measures is standard on the 2022 4xe, which is offered only as Sahara 4xe and Rubicon 4xe: forward collision warning with braking and adaptive cruise control with stop sit in the optional Advanced Safety Group, blind-spot and rear cross-traffic 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 electronic stability control, electronic roll mitigation, trailer-sway control, hill-start assist and brake traction control.

When ordered, the radar-based Full Speed Forward Collision Warning Plus earns IIHS's top Superior rating for vehicle-to-vehicle front crash prevention, avoiding the collision outright in both the 12 and 25 mph runs. The score is held down by two facts: it is optional equipment the 4xe does not carry unless the buyer adds the Advanced Safety Group, 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 across the 2022 4xe range 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 more costly than in a typical crossover.

The 2022 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 with Stop is capable full-speed-range hardware, but for 2022 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 2022 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.

The 4xe avoids the gas Wrangler's worst case — it is sold only as Sahara 4xe and Rubicon 4xe, both of which carry LED headlamps and fog lamps as standard, so the Poor-rated halogen reflectors fitted to the gas Wrangler's Sport/Sport S trims never appear in this lineup. That is still a low bar: IIHS rates LED projectors without high-beam assist Poor, and the best configuration available on the model — LED projectors with auto high-beam control, which requires the optional Safety Group — is only Marginal. No curve-adaptive lighting is offered in any configuration.

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 was not introduced until the 2023 model year, so it is not available on the 2022 4xe.

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 2022 4xe is built only as a four-door (Sahara 4xe, Rubicon 4xe), every 4xe buyer gets that hardware and three rear seating positions rather than the two-door's two. The boxy body also gives tall rear-door openings. Against that, the narrow track makes three seats across a squeeze, and a step-in height raised further by the underfloor 400-volt battery pack makes lifting a child into a seat harder than in a crossover.

The 2022 4xe PHEV powertrain is exclusive to the 4-door Unlimited body style, seating five in a single row-and-a-half configuration.

Boxy, upright cabin architecture shared across the Wrangler Unlimited lineup gives class-leading headroom.

Front legroom is toward the low end of the SUV band despite the tall cabin, since the short hood and upright seating position limit fore-aft travel.

The tall, vertical greenhouse carries through to the second row, giving segment-leading rear headroom.

Rear legroom is solidly competitive for the off-road SUV segment on the Unlimited's stretched wheelbase.

No third row is offered on the Wrangler or Wrangler 4xe in any trim — it is strictly a 5-passenger vehicle.

Behind-the-second-row cargo space is on the small side for a mid-size SUV, reflecting the Wrangler's narrower, boxier cargo area versus crossover rivals.

Maximum cargo volume with seats folded lands below the SUV-segment midpoint, though the Wrangler's removable top/doors add a form of open-air cargo flexibility the raw number doesn't capture.

Storage is basic — a small console bin, door pockets, and an underseat area — with the added quirk that little of it is truly lockable once the doors or top come off, undercutting the segment's more elaborate console/cubby designs.

Owners and reviewers describe the seats as comfortable enough for daily driving and short trips, but they are not singled out for long-haul support or plush cushioning.

The 4xe's added battery mass gives the solid-axle suspension a slightly softer, more settled ride than the standard gas Rubicon, but body-on-frame construction still transmits more harshness over broken pavement than a unibody rival.

Low-speed EV operation is notably quiet, but wind and road noise from the removable hardtop and boxy shape become intrusive at highway speed — a consistent Wrangler-family criticism that the 4xe does not fix.

Heated front seats, a heated steering wheel, and remote start are available via the Cold Weather Group on the Sahara and Rubicon 4xe trims the model is actually sold in, though they are optional rather than standard equipment.

Entry trim for the 2022 4xe is the Unlimited Sahara 4xe; Rubicon 4xe starts at $58,790 and High Altitude 4xe at $60,170, all well above the SUV base-price band's midpoint.

Sahara 4xe is the higher-volume of the two main trims; typical dealer-equipped pricing runs a few thousand over the $54,595 sticker once popular option groups are added.

Edmunds' True Cost to Own model projects above-average maintenance and repair costs for the 4xe, exceeding the SUV band due to the added hybrid componentry and Wrangler's body-on-frame service costs.

CarEdge projects roughly 59% depreciation over 5 years for the Wrangler 4xe, below typical SUV retention, partly reflecting early PHEV resale uncertainty and battery-related buyer caution versus the strong-residual gas Wrangler.

Standard Stellantis basic limited warranty term, at the low end of the segment band.

Standard 5-yr/60,000-mi powertrain coverage sits at the low end of the band; the extended 8-yr/100,000-mi hybrid battery coverage is a meaningful additional buyer protection noted in displayValue.

No standard complimentary scheduled maintenance is included with a new Wrangler 4xe purchase, but 5-yr/60,000-mi roadside assistance (tied to powertrain coverage) and the Jeep Wave ownership program provide baseline perks — placing it at basic roadside/short-perk level rather than a true included-maintenance plan.

$57,500 volume-trim price minus its estimated resale value after 5 years (41% retained, or about $23,575) leaves about $33,925 in depreciation. Add the projected $10,173 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $44,098 in total.

Consumer Reports rates the Wrangler line around 3/5 predicted reliability with flagged electrical and transmission categories; 4xe owners report battery state-of-charge inconsistencies, software calibration faults, and hybrid-system warning lights beyond what the gas Wrangler sees. The PHEV variant sits below the already-mediocre gas Wrangler baseline.

Consumer Reports named Jeep America's worst car brand in its 2022 brand reliability rankings, ahead of only GMC, Cadillac, and Rivian. This is a bottom-tier, not mid-pack, standing.

The 4xe generation carries a severe recall record: a major high-voltage battery fire recall (NHTSA campaign 25V741000, ~320,065 Wrangler/Grand Cherokee 4xe PHEVs including 2022 model year, 19 reported fires and one injury, with a 'park outside, do not charge' advisory) on top of an earlier 2021-2023 transmission control module recall for loss-of-communication engine shutdown. This is squarely the 'major or repeated recalls (powertrain, fire, safety systems)' band.

The 2.0L turbo-four plus PHEV hybrid system is a newer, unproven design with documented red flags beyond typical teething issues: transmission/hybrid-control-processor communication faults causing sudden loss of propulsion, stuck-in-park shifter failures, and stalling complaints logged on owner forums. The gas 2.0L turbo itself has a decent track record, but the hybrid integration layer is the weak point for this specific powertrain family.

Reviewers describe attractive materials with a good tactile feel and strong tech integration, but the cabin is shared with far cheaper gas Wrangler trims and leans utilitarian by design (washable surfaces, drain plugs, no power seats) rather than plush — competitive but not class-leading for a Premium-priced SUV.

Assembly is generally solid for a body-on-frame off-roader with removable doors/top, but that architecture is inherently more prone to wind noise and rattles than a unibody peer, and owner forums log scattered squeak/rattle and panel-fit complaints alongside the hybrid-specific electrical gremlins.

Jeep is backed by the large nationwide Chrysler-Dodge-Jeep-Ram dealer network (one of the densest in the US), giving adequate geographic coverage, but CDJR dealers have historically posted mid-pack-to-below-average service satisfaction scores versus import and luxury brands, and the 4xe's frequent recall remedies add extra service-visit burden.

The 4xe shares most body, chassis and gas-engine parts with the huge Wrangler aftermarket, keeping routine parts cheap and plentiful, but the hybrid-specific components (battery pack, hybrid control module, PHEV wiring) are dealer-only and costly, and independent data shows a meaningfully higher-than-segment chance of a major repair in the first five years.

The pre-refresh Uconnect 4 architecture caps the 4xe's screen at 8.4 inches — well short of the 12.3-inch Uconnect 5 unit that arrived with the 2024 refresh.

Uconnect 4 is consistently rated one of the more responsive, logically laid-out systems of its era, with physical knobs retained for climate and volume alongside the touchscreen.

The 2022 4xe runs Uconnect 4, which supports Apple CarPlay and Android Auto only via a wired USB connection — wireless projection did not arrive until the Uconnect 5 update on the 2024 model year.

Uconnect 4 offers basic voice command and an available embedded nav system on the 8.4-inch unit, but it is functional rather than impressive and most owners default to CarPlay/Android Auto maps instead.

The standard 9-speaker Alpine premium audio system with subwoofer on Sahara/Rubicon trims is a genuine step up, though the removable hardtop/soft-top cabin limits ultimate fidelity versus a sealed unibody rival.

A 7-inch reconfigurable driver information display sits between analog gauges rather than offering a full-width digital cluster, putting it in the partial-digital tier.

Uconnect 4-era software supports infotainment/map data updates but no whole-vehicle or powertrain OTA capability comparable to Tesla or GM's newer platforms.

The Jeep/Uconnect app covers remote start, lock/unlock, vehicle locate and status, and — uniquely for the 4xe — remote EV charge scheduling and status, though core remote functions move behind a paid connected-services subscription after an initial trial.

A 115-volt household-style outlet is standard, plus USB ports front and rear, but wireless phone charging is not a strong standard feature across the 4xe's Sahara/Rubicon trims.

Passive keyless entry and push-button start are standard on the Sahara/Rubicon trims the 4xe ships in, and remote start is available, but there is no phone-as-key and no power tailgate given the removable-top/door architecture.

A rear backup camera is standard and the available forward-facing TrailCam off-road camera is a genuinely useful Wrangler-specific feature, but there is no 360-degree surround-view system offered and parking sensors are optional.

No head-up display is offered on any 2022 Wrangler or Wrangler 4xe trim — the fold-flat windshield and removable-top architecture make packaging one impractical.

Wide rear door openings and 'Good' IIHS LATCH ease-of-use ratings help daily loading, but the removable doors/top and modest 31.7 cu ft behind-seat cargo make stroller and gear hauling more of a compromise than in a conventional family SUV.

The 2022 4xe carries an IIHS 'Marginal' small-overlap-front rating (the JL Wrangler rolled during that test both before and after suspension revisions) and NHTSA lists the model 'Not Rated,' while blind-spot monitoring, adaptive cruise, and forward-collision content are options rather than standard on the trims families would buy.

Highway wind/road noise, a firm solid-axle ride, and below-average cargo space for four-plus occupants' luggage make the Wrangler 4xe a weaker long-trip family hauler than crossover rivals, even though the cabin is comfortable around town.

Electric-mode operation is smooth and relaxed in stop-and-go traffic, offsetting the Wrangler's inherently truck-like steering, solid front axle, and higher wind/road noise at speed.

A 21-mile EPA electric-only range covers most one-way commutes on electricity alone at very low per-mile cost, even though the EPA's blended annual estimate of $3,100/yr for a mixed-use owner is only average for the segment once gas engine use is factored in.

The Unlimited 4xe's 4-door-only body has a wide 40.8 ft curb-to-curb turning circle and a large footprint for city use, though its boxy shape and standard backup camera help offset the size somewhat.

Max towing is capped at 3,500 lbs across all 4xe trims — modest for the off-road SUV class — and the added battery mass eats into payload versus the gas Wrangler, limiting genuine work/towing duty.

The Wrangler's body-on-frame chassis and drivetrain have a long fleet/off-road durability track record, but the 4xe's plug-in hybrid battery and power electronics are newer technology without the same proven history, and the model has drawn battery-related recall attention industry-wide.

The standard 115-volt household outlet is a genuine onboard-power advantage for jobsite use, and the Wrangler's removable doors/top plus the segment's largest aftermarket accessory ecosystem support upfitting, even though there is no factory bed or rack system.

Combined gas+electric range of 370 miles is adequate for road trips, but highway wind noise and only moderately supportive seats keep long-haul comfort below the segment's better mile-eaters.

The 4xe retains the Wrangler's benchmark off-road hardware (Rock-Trac 4:1 low range and locking differentials on Rubicon 4xe, up to 30 in of water fording) plus the unique ability to explore quietly on electric power, and the removable doors/top are purpose-built for open-air outdoor use.

Roof rack, hitch, and fold-flat rear seats support gear-hauling, but 72.4 cu ft of maximum cargo volume is below the SUV segment norm, making bulkier loads more of a squeeze than in larger rivals.

Solid front and rear axles plus roughly 500-plus lbs of added battery/motor mass over the gas Wrangler give the 4xe body roll and less composure through corners than a unibody rival, typical of the Wrangler family's off-road-first chassis tuning.

Reviewers consistently describe the steering as truck-like, requiring frequent driver correction on-center, with little genuine road feedback.

Instrumented testing shows a notably long 150-foot stop from 60 mph, attributed to the 4xe's added weight, and the regenerative-braking blend produces a grabby, inconsistent pedal feel.

The electric motor delivers smooth, immediate torque and largely masks turbo lag at low speed, but reviewers consistently flag an abrupt gas-engine startup when the battery depletes as the weak point in drivability.

The electric motor itself is smooth and quiet, but the 2.0L turbo engine is audible and less refined once it engages under load, and wind/tire noise from the removable-top body adds to overall drivetrain-adjacent noise at speed.

The stretched-wheelbase Unlimited body the 4xe is exclusively sold in has a wide turning circle versus the segment, near the bottom of the SUV normalization band where a smaller number is better.

The upright seating position and tall greenhouse give excellent outward visibility and an easy step-in height, though the pedal box and some control placement remain compromised versus purpose-built passenger SUVs.

Despite on-road handling limits, the 4xe's instant electric torque, open-air top/door removal, and the Wrangler's enduring character and off-road capability give it a genuine fun factor that enthusiast reviewers consistently credit.

Sahara 4xe includes leather-trimmed seats, 8.4-inch Uconnect touchscreen, and off-road-ready 4WD hardware at base, but several driver-assist features (blind-spot monitoring, adaptive cruise) require an options package on Sahara and are unavailable at all on some trims, keeping it mid-pack rather than loaded.

At $54,595+ the 4xe commands a roughly $10-14k premium over a comparably equipped V6 Sahara for genuine off-road capability plus ~21 miles of EV-only range, which is fair value for buyers wanting both but not a standout bargain against the segment.

The 4xe powertrain is offered only in the four-door Unlimited body and only on Sahara, Rubicon, and High Altitude trims — a narrow slice of the far broader gas Wrangler lineup (Sport, Sport S, Sahara, Rubicon, 392, two- and four-door), giving buyers little room to trade features for budget.

The Wrangler 4xe was the best-selling plug-in hybrid in the US through 2021-2022 and demand regularly outstripped Jeep's production allocation, making it a strong seller within its class despite being a single powertrain variant of the Wrangler line.

Jeep and the Wrangler nameplate carry one of the strongest brand followings and off-road heritage in the US market, with the 4xe extending that halo into the electrification-curious buyer segment.

2022 demand for the 4xe outpaced supply amid ongoing chip shortages, so dealer discounting was minimal and some units sold at or above MSRP; the federal $7,500 EV tax credit was available on qualifying purchases, but real-world buyer-side dealer incentives were scarce that model year.

The JL-generation Wrangler dates to the 2018 model year, so the platform itself is mid-cycle, but the 4xe plug-in hybrid powertrain was new for 2021 and 2022 is only its second model year, keeping the drivetrain tech current even as the body architecture ages.

The 4xe has picked up recognition (Best 4x4 in the 2022 Women's World Car of the Year awards) and reviewers praise its off-road capability and EV-only commuting range, but it is frequently critiqued for its high price and mediocre real-world MPG once the battery depletes, keeping it well-regarded rather than a consistent comparison-test winner.