Tag: Electric Vehicles

Consumer Guide Car Stuff Podcast, Episode 98: Ford Production Woes, 2022 Toyota Corolla Cross

Ford Production Woes

Consumer Guide Car Stuff Podcast

Whether you drive a car, need a car, or just occasionally bum a ride with friends, you’ve come to the right place. Join the editors of Consumer Guide Automotive as they break down everything that’s going on in the auto world. New-car reviews, shopping tips, driving green, electric cars, classic cars, and plenty of great guests. This is the Consumer Guide Car Stuff Podcast.

Episode: 98

Broadcast date: September 12, 2021

Guest: Sam Fiorani

Ford Production Woes, 2022 Toyota Corolla Cross

Host Tom Appel and co-hosts Jill Ciminillo and Damon Bell kick off the show by discussing the new-for-2022 Toyota Corolla Cross subcompact SUV, and the redesigned 2022 Infiniti QX60 midsize SUV. Sam Fiorani, Vice President of Global Vehicle Forecasting for AutoForecast Solutions, joins us to give his insight on Ford’s current spate of production setbacks, including the Ford Bronco’s hardtop production woes and the product-allocation challenges for the soon-to-arrive Ford Maverick compact pickup. Tom has a zany quiz for Damon and Jill that links the new Ford Bronco and actor Jimmy Smits, and Damon runs down the latest articles on the Consumer Guide Daily Drive blog–including a look back at the 2002 Mercury Marauder Convertible concept vehicle.

The Consumer Guide Car Stuff Podcast is broadcast every Sunday on Chicago’s WCPT AM 820 at 1:00 PM CST.

Discussed this week:

First Spin: 2022 Toyota Corolla Cross

Jill’s Corolla Cross Review

First Spin: 2022 Infiniti QX60

AutoForecast Solutions

First Look: 2022 Ford Maverick

Real-World Walk-around: 2021 Ford Bronco

Boyertown Museum of Historic Vehicles

Written by: The Daily Drive staff on September 10, 2021.

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The End of Terrestrial Radio? Electric Cars and AM Radio

Electric Cars and AM Radio

The all-electric 2021 Volkswagen ID.4 is not available with AM radio.

By Jim Flammang

At this point it’s fairly clear that electric vehicles are the future, but the road to get there is full of hurdles big and small. One of the smaller challenges, at least for a good number of traditional consumers, is this: Electric cars have a problem with AM radio. Why? Because the electric motors that power their drive wheels, propelling the vehicle, also tend to generate electromagnetic interference with AM broadcast reception.

Porsche, for one, has advised that this interference may result in static and crackling sounds. Other automakers point out such possible audio annoyances as distortion, buzzing, and signal fading.

Note that the interference potential applies only to “terrestrial” AM radio. That’s the ground-based transmission method whereby signals are sent from the broadcast transmitter through the air, directly to the radio receiver. Electric motors have no impact on internet-based streaming audio. FM radio reception also is unaffected.

Electric Cars and AM Radio

What Causes the Static?

Many electronic components, including electric motors, have always produced static of some sort. Electric cars are powered by one or more electric motors, fed by a rechargeable battery. Rapidly fluctuating voltage results in the high-level, low-frequency electromagnetic interference that reaches into the radio.

Electromagnetic frequencies generated by EV motors happen to be comparable in wavelength to AM radio signals. The competing signals clash, effectively cancelling each other, as if they were opposing forces. As EV motors grow more powerful, AM static tends to increase.

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Automaker Responses

Concern about electromagnetic interference is nothing new. Back in 2016, a Tesla spokesperson wrote that “AM audio quality can be very poor” in a full-electric car. BMW noted that it had recognized the interference problem early, in its 2009 Mini E and 2012 ActiveE models.

BMW took the lead in skipping AM radio, when the German automaker introduced the i3 sedan as a 2014 model. A spokesperson explained at the time that electric-motor interference was the reason. If AM were not disabled in the i3, unhappy customers were likely to complain about poor sound quality. BMW’s performance standards were very high, the explanation continued. No product that failed to comply would be acceptable.

Tesla followed suit in 2018, omitting AM radio in the original Model S as well as the newer Model X, while introducing an updated internet-radio option. No current Tesla product offers terrestrial AM radio.

Among recently introduced and coming-soon models, Porsche deleted AM radio from its new-for-2019 Taycan’s standard-equipment list. No Audi full-electric models come with AM radio reception, led by the e-Tron. “We don’t want our drivers to have a poor experience,” an Audi spokesperson advised. Many “radio favorites are available seamlessly through digital signals,” via a cellular or wi-fi connection.

Mercedes-Benz hasn’t released a features list for its forthcoming EQS battery-electric sedan, because it won’t reach dealerships for a while yet. We wouldn’t bet that terrestrial AM radio will be included in a car that hovers around the $100,000 neighborhood.

The EV’s “drivetrain generates frequencies that heavily interfere with AM … signals,” a Mercedes-Benz representative explained. “This leads to static, buzzing, and distorted sounds that can overwhelm and block out the broadcast [and] lead to customer dissatisfaction.”

Volvo’s new XC40 Recharge and C40 Recharge omit AM radio because of potential interference.

No specific word yet on audio prospects for Cadillac’s new Lyriq, the GMC Hummer large EV pickup – or for a new brand in town, the Lucid Air, scheduled for unveiling in September 2021.

As for more-mainstream models, Ford is keeping AM radio in the Mustang Mach-E, as well as the new F-150 Lightning pure-electric pickup. A GM spokesperson told the Wall Street Journal that the company was aware of AM reception problems and had “taken steps,” but no details were supplied.

Not every automaker wishes to comment. Some stay mum on details of new models that have not yet been introduced.

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Solutions Wanted

Blaupunkt Frankfort

Broadcast AM radio is uncommon on the Continent, possibly disincentivizing European automakers from developing a fix for the interference issue.

Engineers have found no easy way to eliminate this interference, without adding excessive weight to the car or dollars to its price. As early as 2016, German engineers were said to be working on a prototype that would minimize interference by adding shielding to various cables and wiring components, and increasing insulation around the electric motor. One analyst asserted that Tesla engineers struggled with the early Model S, striving to make AM reception acceptable.

A Toyota expert told the Wall Street Journal that the auto industry faced a comparable challenge long ago, when gasoline cars first began offering AM radio. At that time, they were plagued with noise from the tiny motors in heater fans. As time passed, shielding and other methods helped suppress that bothersome interference.

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AM vs. FM

AM broadcasts are transmitted using “amplitude modulation,” in which the signal strength varies continuously. With FM (“frequency modulation”), signal strength remains constant, while its frequency changes.

AM radio has been declining in popularity for years, but it’s still favored for traffic, weather and news broadcasts during morning commutes. AM fans point out its benefits.

FM delivers higher sound quality – especially for music – but AM signals can travel farther. AM stations cost less to run, allowing more transmission of niche broadcasts, such as foreign-language, religious, and special-interest programming.

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Critical Comments and Customer Complaints

In BMW forums following the i3’s debut, some customers complained about lack of AM radio. A few even said they wouldn’t buy one without it.

As reported by the Wall Street Journal, the National Association of Broadcasters criticized BMW’s 2014 decision, advising that “AM radio continues to serve an important role in America’s cultural landscape.” Later, the NAB insisted that “this narrative that somehow AM radio is dying is silly.”

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The Internet Alternative

Iheart Radio, Tune In Radio

Most major AM radio stations make their programing available in real time on streaming services, including iHeart Radio and TuneIn. WCPT AM 820 in Chicago, which broadcasts the Consumer Guide Car Stuff Podcast, is available on both platforms.

Internet-based audio streaming is displacing traditional AM radio reception, which could possibly end up joining cassette players and ashtrays as relics of the past.

Automakers are turning toward this and other options to replace true AM radio. Mercedes-Benz suggests multiple alternatives, including satellite radio, Internet streaming, and numerous AM simulcasts on HD FM radio. Teslas use a service called TuneIn, which allows users to listen a variety of audio content, including more than 100,000 radio stations from around the world.

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Future of AM

Back in the age of crystal sets and headphones, and into the postwar years, intense folks sat hunched over their radios listening to WWL, out of New Orleans. Broadcasting since 1922, it was best heard late at night, when signals traveled the farthest.

As depicted so colorfully in the 1973 film American Graffiti, rock-loving Sixties teens were enthralled by the flamboyant style of DJ Wolfman Jack, broadcasting from XERF in Ciudad Acuña, Mexico. XERF was one of the breed of high-powered radio stations dubbed “border blasters,” which could be heard clearly across the U.S. southwest and beyond.

commuting

The average commuter spends almost an hour a day in the car–plenty of time to listen to something, including the radio.

To AM fans, FM might be deemed elitist, high-falutin’, somber – the domain of classical music devotees. AM comes across as working-class: raucous, loud, unrestrained.

In the view of automakers, a luxury motoring experience should be accompanied by premium audio entertainment. A touch of static and crackling might be tolerable in a lower-priced automobile, but taboo in a luxury vehicle. Unwanted sounds might be less noticeable, too, if the budget-priced car is a tad on the noisy side.

Up to now, at least, only luxury cars have made the change. Most full-electrics (especially middle/low-end) still install AM.

So, is AM radio doomed? Not yet, at least, as a reported 150 million Americans listen to at least some radio each day, especially commuters seeking news, weather, and talk radio.

Listen to the very entertaining Car Stuff Podcast

Electric Cars and AM Radio

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Electric Cars and AM Radio

Written by: Guest Author on July 21, 2021.

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Test Drive: 2021 Volkswagen ID.4

2021 Volkswagen ID.4 First Edition

 

2021 Volkswagen ID.4 1st Edition in Dusk Blue with Black roof

Consumer Guide Test Drive

2021 Volkswagen ID.4 1st Edition

Class: Electric Vehicle

Miles driven: 430

Battery capacity: 82 kWh

CG Report Card
   
   
Room and Comfort A-
Power and Performance B-
Fit and Finish B-
Fuel Economy A
Value B-
   
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.
   
Big & Tall Comfort
   
Big Guy A
Tall Guy A
   
Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.
   
Drivetrain
Engine Specs 201 horsepower
Engine Type Electric motor
Transmission Automatic
Drive Rear-wheel drive

EPA-estimate MPGe: 104 city/89 hwy/97 combined

EPA-estimated driving range: 250 miles

Consumer Guide range estimate (ideal conditions): 250+ miles

Base price: $43,995 (not including $1195 destination charge)

Options on test vehicle: none

Price as tested: $45,190

Quick Hits

The great: Excellent passenger and cargo room within tidy exterior dimensions; generous selection of standard safety and technology features

The good: Competitive driving range; pleasant everyday driving manners

The not so good: Relentlessly unconventional control layout with non-intuitive infotainment interface; potential for first-of-its-kind teething problems; some so-so interior materials

More ID.4 price and availability information

John Biel

From the fine folks who made diesel a dirty word now comes electricity.

Volkswagen charges—pun intended—headlong into its future with the 2021 ID.4, the first vehicle built from its modular EV “toolkit” to reach America. While bigger and smaller IDs are available in other markets around the world, the 4 dives right into that current hotbed of U.S. auto retailing, the compact-crossover-SUV segment. It is roomy and decently rangy, but the most memorable thing that Consumer Guide editors took away from the ID.4 driving experience (and not in a good way) was from the infotainment interface.

2021 Volkswagen ID.4 First Edition

 

The new-for-2021 ID.4 is the first designed-from-the-ground-up electric vehicle that Volkswagen has offered in the United States. It’s a space-efficient compact crossover SUV that offers about the same amount of passenger space as Volkswagen’s conventional Tiguan SUV, despite being 4.6 inches shorter in overall length.

The ID.4 is not the first EV-dubya to make landfall in the States. That, of course, was the e-Golf, which was sold here from 2015 to 2019. But it is the first to come on a platform—the MEB—designed from scratch for electrics, and the first to be sold nationally. Even then you won’t be trolling dealer lots for one with your pick of colors and equipment. ID.4s are built on a “reservation” basis—somewhat like Teslas—with future owners being notified of their vehicle’s progress from assembly through to arrival at the dealership. (Unlike Tesla, VW continues to involve its network of local dealers in the ID sales process.)

ID.4 launched in rear-wheel-drive Pro and limited 1st Edition versions, at respective base prices, with delivery, of $41,190 and $45,190. A Pro S starts at $45,690, and twin-motor all-wheel-drive for the two Pro models adds $3680. CG tested a Black-over-Dusk Blue 1st Edition with no extra-cost additions.

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2021 Volkswagen ID.4 First Edition

 

All ID.4s get a fully digital gauge cluster. The launch-special 1st Edition models come standard with a 12-inch infotainment touchscreen, along with exclusive trim touches such as white interior accents (including the steering wheel and gauge cluster), and cheeky “play” and “pause” emblems on the throttle and brake pedals.

A wheelbase of 108.9 inches is long for the class. The expanse between the wheel centers is occupied by a lithium-ion battery pack of 82 gross kWh and a 201-horsepower electric motor that drives the rear wheels directly behind it. (With AWD, output is 302 horsepower.) Though one of the oft-mentioned benefits of electrics is the instant availability of their maximum torque, the rear-drive ID.4 doesn’t pack gobs of it—a modest 229 lb-ft. It’s enough for safe and sound operation and a towing capacity of 2200 pounds, but no real excitement. It is, of course, deathly quiet in operation. Ride on the fully independent suspension—moderately firm—and handling—easy and direct—seem at the higher end for compact sport-utes, which is almost damning the ID.4 with faint praise.

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VW ID.4 Review

 

The ID.4’s gear selector is unusual–it’s a twist knob that sprouts out of the right side of the instrument panel. The slim center console houses configurable cupholders, a pair of USB data/charging ports, and a wireless charging pad.

The EPA estimates full-charge range at 250 miles and MPGe at 104 in city driving and 89 on the highway. This driver’s test stint, unfortunately cut short at 62 miles by a flat tire that sidelined the vehicle for a couple days, started with an indicated 96-percent charge and 247 miles of range. With air conditioning in use and 55 percent of driving in city-type conditions, he burned off 23 percent of the available charge, with remaining range just below 200 miles when the vehicle had to be parked—though switching off climate control returned indicated range to 212 miles, leaving open the possibility of overshooting the estimates. A full 240-volt “Level 2” charge should take 7.5 hours. A 120-volt “household” charge cord is a standard-equipment item, but buyers are also provided with three years of free DC “fast charging” through the network of Electrify America stations in which VW invested in recent years as penance for the sin of rigging the emissions testing of its once-beloved turbodiesel engines.

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VW ID.4 Review

 

There’s excellent space in both the front and rear seats, with good headroom and legroom for big and tall adults.

Where Volkswagen chose to make the ID.4’s performance feel conventional it did the opposite with the user interface. The Discover Pro Max infotainment system in the test vehicle concentrates audio, climate, navigation, and more on a 12-inch display screen that’s hard to decipher and seems fairly random. (An unlabeled square outlined in purple is the key that unlocks many secrets for those curious enough to wonder, “What does this do?”) Setting radio presets is a game of 3-dimensional chess. Indeed, it’s far easier to undo choices than to make them. Virtually everything happens via haptic contacts that don’t always deliver reassuring feedback. Quick-reach controls for the defrosters aren’t located near the central screen where you might expect; they’re on the pad that holds the light controls to the left of the steering column. The driver has just two power-window buttons. Lowering the rear windows requires activating a haptic button marked “Rear” first. Perhaps the VW Group Vice President for April Fool’s Day Jokes had a hand in this.

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VW ID.4 Review

 

There’s 30.3 cubic feet of cargo volume behind the ID.4’s second-row seats, which grows to 64.2 cu. ft. with the rear seats folded–those numbers are on par with the smaller entrants in the compact SUV class.

We would gladly trade interface weirdness for one-pedal driving. Higher-level regenerative braking—but not enough to fully stop the vehicle—is available by activating “B” mode on the drive selector that sprouts from the instrument pad in front of the driver. Other standards include “ID. Light”—a multicolored LED light strip at the base of the windshield that uses glowing visual and acoustic cues to call attention to things like incoming calls, brake warnings, and charge level—and an “IQ.DRIVE” suite of driver-assist features that includes adaptive cruise control, lane-keeping assist, forward-collision assist with autonomous emergency braking, and blind-spot and rear cross-traffic alerts.

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VW ID.4 Review

 

Unlike the Ford Mustang Mach-E, there’s no supplemental “frunk” storage space under the ID.4’s hood. The 1st Edition model comes with 20-inch alloy wheels in place of the 19s that are standard on other ID.4s.

There is good head- and legroom in both rows, the flat floor lets you entertain thoughts of squeezing three lithe adults—certainly three kids—across the back seat. The low console has a bin for storage, USB ports, and wireless charging under a retracting cover. There are pouches on the backs of the front seats, pockets in the doors, and cup holders in the console and pull-down rear armrest. Still, the cabin is a little stark with large-grain plastics and little soft-touch material. (A white steering wheel/column and armrests put some spark in the test truck, but these details are peculiar to the sold-out 1st Edition model.)

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Touchscreen and error messages

 

The ID.4 uses an infotainment system that’s completely different from other VWs, and not always for the better. We found the interface non-intuitive, and the touch-sensitive controls finicky. The infotainment system’s functions were often slow to load as well (the purple lights below the screen in these photos are the touch sensors).

Generous cargo space—as much as 64.2 cubic feet with the rear seats folded—exists on a floor that can be set at bumper height or inserted into a lower track for additional load-space depth. Rear 60/40 seats fold flush with the floor when at bumper height, and there is a central pass-through behind the rear armrest. Cubbies at the sides of the cargo floor restrain small items.

Volkswagen hopes it has made an electric compact SUV that behaves the way consumers expect a compact ute to behave for a price—after federal EV credits—that will seem “normal” too. But there’s enough different going on in the ID.4 to make it clear it’s not from out of the past.

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2021 Volkswagen ID.4 First Edition

 

The ID.4 boasts a comfortable, space-efficient cabin and pleasant, everyday-commuter driving manners that make it a practical package. However, it’s plagued by several “unconventional for the sake of unconventional” control interfaces that we found frustrating and annoying, and didn’t fully acclimate to during our two-week test period.

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2021 Volkswagen ID.4 1st Edition Gallery

(Click below for enlarged images)

Guide to Electric Vehicle Charging

Written by: The Daily Drive staff on July 8, 2021.

What is the Lordstown Endurance?

Lordstown Endurance

Lordstown Endurance

The Lordstown Endurance is a battery-electric pickup truck developed by Ohio-based electric-vehicle startup Lordstown Motors. Yet to see regular production, the Endurance is unique among electric vehicles in that it is designed to use hub motors instead of axle- or transmission-mounted motors, thus eliminating the need for a transmission, traditional axles, or half shafts.

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What is the Lordstown Endurance?

The Endurance is planned to be offered only as a 5-passenger crew cab, and, at least initially, only with all-wheel drive. Per Lordstown, the four hub motors combine to deliver 600 horsepower. The Endurance is equipped with what is estimated by outside sources as a 109-kWh battery, which provides a Lordstown-claimed driving range of 250 miles. The pickup is rated to tow 7500 pounds, and prices are planned to start at $52,500.

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Lordstown Endurance, Hub Motors, What is the Lordstown Endurance?

Like many EV startup companies, including Tesla, Lordstown is opting to sell vehicles directly to consumers, sidestepping the traditional franchise dealer system employed by mainstream manufacturers.

Production of the Endurance has been delayed twice as of this writing. The first trucks were scheduled to be delivered by the end of 2021, but Lordstown has recently said that timeframe will not be met, and a new target date for delivery has not yet been set. The company also recently announced that it would need to raise additional cash before it is able to deliver production examples of the Endurance.

Lordstown Motors’ success had been predicated in part by the ability of another EV startup company, Workhorse, to secure a U.S. Postal Service contract to supply electric mail-delivery trucks. Workhorse had contracted with Lordstown to manufacture the mail trucks it had designed, but those plans fell through when the USPS opted to contract with OshKosh Defense instead of Workhorse to manufacture a new-generation postal delivery vehicle.

Lordstown Motors and Workhorse have an interesting history. Lordstown was created in 2018, largely by the ownership of Workhorse, for the sole purpose of acquiring General Motors’ idle Lordstown, Ohio, assembly facility. The purchase of that plant was financed in part by General Motors, which also took a minor equity stake in the project. At one time, the same man—Steve Burns—was the CEO of both Workhorse and Lordstown.

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Lordstown Endurance

Lordstown Endurance

Even if Workhorse had been granted the USPS contract, Lordstown would have been left with considerable surplus manufacturing capacity, with which it had planned to build its own vehicles, beginning with the Endurance.

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Lordstown Endurance Gallery

(Click below for enlarged images)

What is the Lordstown Endurance?

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What is the Lordstown Endurance?

Written by: Tom Appel on June 18, 2021.

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First Spin: 2021 Jeep Wrangler Unlimited 4xe

Jeep Wrangler Unlimited 4xe

2021 Jeep Wrangler Unlimited 4xe Sahara

Consumer Guide Automotive Jeep has a complicated and fascinating history going back about 80 years, to the battlefields of World War II. Civilian Jeeps, or CJs, were available almost immediately after WWII hostilities ceased, and today’s Wrangler can trace its lineage directly back to that first CJ-2A. Now, for 2021, Wrangler enters a new era with the addition of a plug-in-hybrid variant: the 4xe.

The 4xe is built on the platform of the current-generation Wrangler, which debuted as a 2018 model and has proliferated by adding a Gladiator pickup version for 2019, EcoDiesel-powered models for 2020, and 470-hp Hemi-V8-powered Rubicon 392 models for 2021. The 4xe launches in two trim levels: Sahara (MSRP: $47,995) and Rubicon ($51,695). A topline High Altitude model ($53,815) is slated to debut a bit later in the model year. All three trims are offered only in 4-door Wrangler Unlimited form. The destination fee adds $1495, and the 4xe is eligible for a $7500 federal tax credit, as well as other eligible state and local credits and incentives.

Jeep Wrangler Unlimited 4xe

The new-for-2021 4xe fuses the Jeep Wrangler’s celebrated off-road prowess with a plug-in-hybrid powertrain.

Compared to the regular gas-powered Wrangler Sahara, the Sahara 4xe adds several items to the standard equipment list. These include Dana 44 HD wide axles, Selec-Trac full-time 4-wheel drive with 2.72:1 low-range gearing, 20-inch wheels, leather-trimmed bucket seats, LED exterior lights, Uconnect 4C navigation system with an 8.4-inch display, and a 9-speaker Alpine-brand audio system. The Rubicon 4xe adds Rock-Trac heavy-duty full-time 4WD with 4:1 low-range gearing, 17-inch wheels, and the same LED lighting, stereo, and navigation upgrades as the Sahara 4xe. The High Altitude receives unique interior and exterior appearance touches, and its running gear is like the Sahara’s, with Selec-Trac 4WD and 20-inch wheels. All 4xe models get blue exterior-trim accents, but on the Rubicon the accents are more extensive and extend to blue contrast stitching in the interior.

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2021 Jeep Wrangler Unlimited 4xe

Save for a few details, such as a unique instrument cluster and drive-mode selector buttons for the hybrid system, the 4xe’s dashboard layout is the same as its regular gas-engine counterparts.

The 4xe’s gasoline engine is a 2.0-liter turbocharged 4-cylinder, and it’s largely unchanged from the unit that’s been optional in recent Wranglers. For duty in the 4xe, the traditional electric starter and alternator are replaced by a front-mounted motor/generator unit that handles the engine’s start/stop feature via a belt running to the engine crankshaft.

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2021 Jeep Wrangler Unlimited 4xe

The gauge cluster includes real-time hybrid-assist gauge and a battery state-of-charge display. The Uconnect infotainment system gets hybrid-system controls and readouts, including a gas/electric power-flow display.

The transmission is a 4xe-specific variant of the 8-speed TorqueFlite automatic used in most Wranglers. Here, the conventional torque convertor is replaced with a large electric motor and two clutches. The front clutch can completely disengage the gas 4-cylinder from the electric motor for electric-only operation. The second clutch is behind the electric motor, and it controls engagement with the transmission.

The 2.0-liter turbo is rated at 270 horsepower and 295 lb-ft of torque. The electric motor that’s integrated with the transmission delivers 134 horsepower and 181 lb-ft of torque. Combined output is 375 horsepower and 470 lb-ft of torque. Jeep says that peak powertrain output is available at all times, regardless of the battery pack’s state of charge. For comparison, the previous Wrangler torque champ—the 3.0-liter EcoDiesel engine—is rated at 260 horsepower and 442 lb-ft of torque. The new-for-2021 Wrangler Rubicon 392 runs a 6.4-liter Hemi V8 rated at 470 horsepower and 470 lb-ft of torque. So, we’re pleasantly surprised that the 4xe matches the muscular 392 when it comes to torque.

The 4xe’s battery pack is a 400-volt 17-kWh unit that contains 96 lithium-ion cells that use NMC (nickel manganese cobalt) graphite chemistry. The pack has its own automatic heating/cooling system and is mounted inside an aluminum housing in the interior, underneath a 4xe-specific rear seat. Jeep says all components of the hybrid system are sealed and waterproof, so the 4xe can ford water that’s approximately 30 inches deep—just like other Wranglers.

The battery pack’s charging port is located on the driver’s-side front cowl, just forward of the windshield. Level 1 charging using standard household 120V service takes approximately 12.5 hours; Level 2 charging with 240V service takes about 2.5 hours. LED battery-charge indicators near the charging port and atop the dashboard help keep tabs on battery status while the vehicle is charging.

4xe’s hybrid system is dubbed E Selec, and it has three selectable drive modes: Hybrid, Electric, and eSave. In Hybrid mode (the default setting), the system blends torque from the gas engine and the electric motor. Energy from the battery pack is used first, with the gas engine kicking in once battery power is depleted.

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2021 Jeep Wrangler Unlimited 4xe

The 4xe’s 17-kWh battery pack can be charged in about 12.5 hours when using a standard 120v household outlet, or around 2.5 hours when plugged into a 240V Level 2 charger.

As its name implies, Electric mode operates only on battery power until the battery is depleted. However, if the driver aggressively applies the throttle pedal, the gas engine will kick in. The EPA estimates that a fully charged Wrangler 4xe can go 21 miles solely on electric power. Jeep says that, because of the nature of off-road driving, a fully charged 4xe can run on electric power for 3 to 4 hours on an off-road trail in Electric mode.

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Katherine Isabel

The 4xe uses the same rugged, off-road-ready chassis as other Wranglers. The plug-in-hybrid system’s components are highlighted in blue on this display chassis.

In eSave mode, the gas engine is prioritized, so the electric power can be conserved for use later. Owners might want to use this mode to save battery charge for planned electric-only off-roading, or for entering areas that restrict the use of gasoline-powered vehicles. This mode offers the choice of Battery Save or Battery Charge modes via a menu accessible through the Uconnect screen. As is typical for gas/electric hybrids, the 4xe uses regenerative braking to help generate electric power to recharge the battery pack, and also includes a more-aggressive, driver-selectable “Max Regen” setting.

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Wrangler 4xe

The battery pack is nestled above the frame rails, underneath the rear seat. Like the rest of the hybrid system’s components, the pack is sealed and waterproof, so the 4xe’s water-fording capability is the same as other Wranglers.

At the 4xe’s press-preview drive event in Austin, Texas, we got behind the wheel of both the Sahara and Rubicon 4xe models. In city and highway driving, the Sahara’s throttle response is excellent, and acceleration is completely adequate for daily commuting. When driving in Electric mode with Max Regen braking activated, we managed 22.9 electric-only miles (beating the EPA estimate by nearly 2 miles) before the battery depleted, and then the gas engine and Hybrid mode engaged automatically. The gas engine itself is very smooth and nearly silent at modest throttle, and the start/stop feature works unobtrusively. When underway in Hybrid mode, the gas engine transitions on and off seamlessly. More-aggressive use of the throttle brings the powertrain alive, and it’s as peppy as you’d expect for something with 375 horsepower. The TorqueFlite automatic is commendably smooth as well; during our drive the transmission never seemed to be caught in the wrong gear.

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Jeep Wrangler Unlimited 4xe

The 4xe Sahara comes standard with 20-inch x 8-inch painted-aluminum wheels on 275/55R20 all-season tires.

With the Max Regen regenerative-braking setting off, the brake-pedal feel is very natural. With Max Regen on, regenerative braking is quite dramatic upon lifting off the throttle pedal, and the need to apply the brake pedal is greatly diminished. The choice here is likely personal (and we appreciated having the choice), but we quickly acclimated to Max Regen.

On the road, the Wrangler 4xe exhibited no unexpected quirks. Ride quality was comfortable on the central Texas roads of our drive route, and the road noise from the 20-inch Bridgestone all-season tires was reasonably well controlled (expect more racket from the Rubicon’s knobby all-terrain tires). Some wind rush is audible through the soft top, but it wasn’t bothersome. Sure, Wrangler isn’t as refined or quiet as the best crossover SUVs, but that gap isn’t as big as it used to be—we think many shoppers will find the Wrangler perfectly livable day-to-day.

The basic Wrangler’s upright layout means its driving position is fairly unique. It takes a little while to get used to being so close to the windshield, and we really wish the driver’s seat would go back a bit further. This 6’2” tester had adequate legroom, but would have liked more room to stretch during longish stints behind the wheel. Head and elbow room is generous, but the seat back was a little harder than we would have liked, and the seat feels like you’re sitting on it rather than in it. Outward visibility is ok to the front and sides, but only so-so to the rear—the rear-mount spare tire and the central brake light above it block a good chunk of the view astern.

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Jeep Wrangler Unlimited 4xe

A topline High Altitude model is slated to join the 4xe lineup later this year.

The everyday on-road driving experience is obviously important, but any Jeep Wrangler is also about off-road capability. Our drive took us northwest of Austin to a rock-strewn ranch outside of Llano, Texas, where Jeep had prepared an off-road course. There, we switched into a Rubicon 4xe set in Electric mode. In addition, the Rock-Trac 4WD system was placed in 4LO, and the tires were partially deflated. The off-road route took us through standing water about 30 inches deep, some short sections of trail, and up and down a few rock formations. With instructions from Jeep Jamboree guides, at different times we activated the rear locking differential alone or in combination with the front locker. We also sampled Selec-Speed Control, a handy off-road cruise-control feature which incorporates hill-ascent and hill-descent control. Selec-Speed Control enables the driver to set the vehicle’s speed in 0.8-mile-per-hour increments by using the transmission shift lever in the manual gate.

The most challenging section of the off-road course took us up a large rock formation that was inclined at approximately 45 degrees. This was approached with both lockers activated. Once we reached the top, the guides helped us get the Jeep repositioned to descend the formation via a section with an angle of decline of about 50 degrees. This was all accomplished with little drama beyond some scraping of the Rubicon’s standard skid plates on the rock’s face. In electric-only mode, torque is available immediately, and there is no worrying about getting the engine up to speed to make the power you need to get up an incline. We’ve done enough off-road driving at similar preview events to appreciate that the 4xe’s Electric mode can make off-roading a bit easier to navigate and less stressful, especially for casual enthusiasts. Another benefit: With the gas engine off you can better hear the nature around you, and also more easily listen to any guides helping you make your way along the trail.

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Wrangler 4xe

In addition to the charging port, Wrangler 4xes can be identified by a subtle badging and, on Rubicons, a unique hood graphic and bright-blue tow hooks front and rear.

Excellent fuel economy is typically a given with plug-in hybrids, but the 4xe has a lot working against it here, as the realities of a 5100-lb-plus curb weight, big grippy tires, and aerodynamics only slightly sleeker than those of a really tall brick come into play. Using only gasoline, the 4xe’s EPA-estimated combined city/highway fuel economy is 20 mpg—not impressive at all for a hybrid. In fact, this number is surpassed by the majority of Wrangler variants, with the EcoDiesel topping the lineup at 25 mpg combined. Even the non-plug-in Wrangler Unlimited with the 2.0 turbo and 8-speed automatic gets a combined rating of 22 mpg. So, strictly on the metric of gas-only fuel economy, the 4xe is no great breakthrough—it’s actually a bit disappointing.

So, what’s going on here? We’d wager that the 4xe’s added weight is the main culprit. Remember the heavy-duty Dana axles, the battery pack with heating and cooling, and all the other goodies we talked about? All that stuff weighs something, and it adds up fast. According to Jeep’s official specifications, a regular Wrangler Sahara with the 2.0-liter 4-cylinder and 8-speed automatic has a curb weight of 4406 pounds—nearly 700 pounds lighter than a base Sahara 4xe.

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Jeep Wrangler Unlimited 4xe

The Wrangler’s legendary off-road capabilities carry over intact in the 4xe, and the plug-in-hybrid system provides real benefits in extreme off-roading.

When using both gas and electric power, the picture improves—combined city/highway economy is an estimated 49 MPGe. And, don’t forget the 21-mile all-electric range. If your daily commute is 20 miles or less and you have easy access to Level 2 charging—and you’re diligent about plugging in—your gas-station fill-ups could be few and far between. The bottom line is that your results and experience could vary widely when it comes to the 4xe’s fuel economy (or relative lack thereof). We’re anxious to get a Wrangler 4xe through our fleet at our Chicagoland headquarters for fuel-economy testing.

Our press-event Sahara 4xe tester had a base price of $49,490 with destination. It was further outfitted with Firecracker Red paint ($245), Cold Weather Group ($995), rear park assist ($995), remote proximity keyless entry ($645), “premium” Sunrider soft top ($595), Cargo Group ($195), and a storage bag for the soft-top windows ($75). Add in the $795 Advanced Safety Group, which includes automatic high-beam control, forward collision warning, adaptive cruise control, and brake assist, and the total as-tested price was $54,030.

It’s a bit complicated to compare 4xe pricing to a non-plug-in-hybrid Wrangler in the same trim level because equipment levels differ somewhat. To get an idea of the 4xe’s price premium, we used the Jeep website’s build tool to option up a base Wrangler Unlimited Sahara (base MRSP: $38,925) as close to the base 4xe as we could, which raised the price to $45,650 before destination. Then we added more options to match those on our test Sahara 4xe, which brought the total with destination to $52,705. So, the 4xe we drove was roughly $1325 more than a similarly equipped Unlimited Sahara with the 2.0-liter gas turbo and 8-speed automatic. And remember, these prices are before the 4xe’s potential $7500 federal tax credit and other credits for which you might qualify. The tax credit obviously makes 4xe more compelling, but realistically this math really only works if you’re already looking near the top of the Wrangler lineup.

Thus far, Jeep representatives are tight-lipped about any plans for a 4xe version of the 2-door Wrangler or the Wrangler-based Gladiator pickup. Jeep is selling plug-in-hybrid 4xe versions of the Compass and pint-sized Renegade in Europe, but those two aren’t available here in the States. However, Jeep has said they will offer a 4xe version of the next-generation Grand Cherokee, which enters production later this year, and the cover of the 2021 Wrangler 4xe brochure proclaims it to be “The first of many plug-in hybrids in the U.S. from the Jeep brand.”

In previous reviews, we’ve mentioned that Jeep Wranglers aren’t known for bargain pricing, and that’s certainly still the case here. Still, a price premium of less than $1500 for a plug-in-hybrid powertrain is reasonable, and overall we are quite impressed with the hybrid operation of the 4xe. The approximately 20 miles of electric-only range can significantly reduce the need for gas for some customers, and of course the gas engine enables long trips like any other traditional Wrangler… even if the fuel economy is nothing to write home about. The hybrid powertrain is very well behaved, and 375 horsepower from what’s essentially a 2.0-liter turbo four would have been unimaginable in the not-so-distant past. And, perhaps most importantly, all of Wrangler’s off-road strengths remain intact in the 4xe. Our gut tells us almost any Wrangler purchase is made more with the heart than the head, and we’re guessing that calculation remains intact for 4xe as well.

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Jeep Wrangler Unlimited 4xe

The addition of a plug-in-hybrid powertrain doesn’t transform the Jeep Wrangler into a true fuel-sipping eco-machine, but it does enable pure-electric commuting if you’re diligent about plugging in. And “instant-on” torque of the electric motors enhances the Wrangler’s already-excellent off-road chops.

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2021 Jeep Wrangler Unlimited 4xe Gallery

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2021 Jeep Wrangler Unlimited 4xe

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2021 Jeep Wrangler Unlimited 4xe

Written by: Don Sikora II on April 26, 2021.