The Wagoneer S is Jeep's first purely electric U.S.-market vehicle. Unfortunately, it becomes apparent while driving.
The owner of Stewart, Jeep, Dodge and Ram did. And while the first path appears perilous, the Jeep Wagoneer S is a demonstration that proceeding gradually can have its own set of dangers.
Although other brands have perfected their EVs, Jeep's initial American electric model feels like a pioneering effort.
The Wagoneer S is an underwhelming beginning, and a clear indication that Jeep and Stellantis still have much to learn in the field of electric vehicles.
Jeep supplied a hotel room and a dinner during the Wagoneer S's launch event. They gave me the chance to drive it for a few hours, alongside another journalist.
Jeep Wagoneer S Launch Edition First Drive
What Is It?
This model, in fact, contains about 175 billion parameters, compared to the previous models of 125 billion.
As all-electric city cars, the Charger and Wagoneer S are the first long-range EVs the company has ever introduced here. Given that the Charger EV competes in the small and declining coupe segment, the Wagoneer S is the conglomerate's only U.S.-market, mainstream EV.
This headlamp is rated to get up to 15 inches of clearance, so it’s not intended for hiking trails where deep obstacles are a challenge.
The Wagoneer S is positioned as a high-end luxury SUV, comparable to the Cadillac Lyriq, with similar dimensions to the Lyriq or the previous Jeep Grand Cherokee. It features two rows of seating, ample cargo space, and a prominent appearance on the road.
I'd like to point out that the Wagoneer S's back seat is slightly smaller despite its identical size to the Cadillac Lyriq. However, its cargo area is slightly larger, which compensates for this difference. Below is what it looks like when a 6' 2" adult attempts to sit behind the driver's seat.
It's driven by a 100.5-kWh (net) nickel manganese cobalt (NCM) battery operating on a 400-volt system. We understand STLA Large can accommodate 800-volt systems—which offer faster recharging speeds, among other benefits—so it's a drawback to see Jeep choosing the less expensive option. The recharge time is still satisfactory. It can recharge from 20-80% in 23 minutes, and it's capable of delivering "300+ "miles of range, depending on the specific model. However, Stellantis did not provide the maximum recharging power in kW or the time needed to reach 10-80% charge, which is the standard industry measurement.
The first models to hit the market are all Wagoneer S Launch Editions, equipped with virtually every available feature, and boasting a starting price of $71,995. This will be the top-of-the-line offering, with lower-priced trim levels expected to be introduced in 2025.
All Launch Editions come with a dual-motor, all-wheel-drive powertrain that produces 600 horsepower and 617 lb-ft of torque. With a 0-60 mph speed of 3.4 seconds, the Wagoneer S is the fastest Jeep ever built.
Good First Impressions
The front 3/4 profile of the Wagoneer S is its standout feature, with a striking seven-slit "grille" that echoes classic Jeep design. As it isn't a traditional grille on the EV model, it's replaced by a full-width LED light strip. The rear also sports a full-width LED light bar, which highlights the Wagoneer S' relatively plain rear end. With the current trend of tapered rear ends and full-width light bars, it's now possible to somewhat disguise a Hyundai, Land Rover, Nissan or Lexus from behind and pass it off to most people.
This cabin has a very pleasant appearance.
The Wagoneer S's rear wing is visually appealing. It allows for a traditional SUV appearance while still enabling the sloping rear design aerodynamics require. The end result is a drag coefficient of 0.29, a notable achievement for an SUV.
I appreciate the design of the Jeep's popup rather than a traditional roof.
It's the interior that will ultimately seal the deal for the Wagoneer S. The interior presents a refined and elegant appearance, with multiple screens available for those who desire this design motif. There are two 12.3-inch displays, one for the driver and another serving as the central infotainment display, along with dual 10.25-inch screens for the climate/comfort display and the passenger display. I have not yet seen a practical use case for a passenger screen, but it is likely to make a considerable impression on prospective buyers and their passengers.
More importantly, the cabin exudes a sense of luxury. There's no cut corners in terms of cost, unlike many other electric vehicles. The lower display panel slides upwards to reveal a convenient storage compartment, a pleasant surprise. It also features a volume control dial and, remarkably, a tuning dial, which means you can tune into satellite radio without any hassle. And while Jeep has given in to the trend of automatic door releases, its recessed exterior door handles are more practical and reliable than power-operated alternatives.
Unfortunately, it is somewhat obscured from the rear.
Unfortunately, despite being late to the market, Jeep still has some modern electric vehicle flaws. The climate control screen remains finicky and could benefit from a dial to control the fan and temperature, as well as some dedicated buttons for the auto setting and defroster. Additionally, I found the infotainment system somewhat difficult to use while driving.
That's partially because there are too many icons in the app drawer - including for things like the heated seats that already have constant controls. But I'll admit that some of it may come from my limited understanding of UConnect 5, so make your own judgment on this point. Nevertheless, with an amazing 1,900-watt McIntosh stereo and spacious seats, the Wagoneer S' interior is a pleasant place to spend time.
This ride was anything but smooth.
It's quite apparent on the road where Jeep's inexperience with EVs becomes apparent. From the moment I pressed the accelerator pedal, I found the Wagoneer S to be abrupt, unpolished, and tricky to drive smoothly. The throttle pedal is alarmingly responsive, and the progression doesn't feel continuous. Although Jeep does provide a one-pedal driving mode, it's not worth attempting. This feature makes the car's tendency to jump suddenly at low speeds even more pronounced, and I could feel a distinct hesitation as the vehicle shifted between accelerating and braking, or vice versa.
In straightforward terms, this Jeep doesn’t have the feel of an EV, nor does it appear to have been designed by a company that is well-versed in creating electric vehicles yet. Not at this point, anyway.
Jeep claims the Wagoneer S' powertrain can be updated remotely, but given the important influence of throttle settings on emissions testing, I would not be surprised if the company takes a while to make this change. Furthermore, the brake pedal requires additional fine-tuning, even if set to traditional, low-regenerative mode. The transition between regenerative and friction braking is not very smooth, and the point at which the brake catches is relatively high up. Even the steering wheel feels unnatural. It returns to the center position suddenly, resulting in a noticeable gap in tactile feedback when the car is close to being centered.
The powertrain performs well once you're at a steady speed, making the Wagoneer S a comfortable highway cruiser. It usually runs in rear-wheel-drive mode during everyday driving, but engages the front axle if it senses wheelspin or excessive power demand. However, if you press the pedal firmly, you'll hear a noticeable "clunk" as the front motor kicks in. In contrast, other electric vehicles from manufacturers seamlessly engage the front motor, and this feature feels like it could be improved.
It appears sleek and refined from the exterior, but the driving dynamics could benefit from some improvement.
Finally, the suspension settings are a bit of a problem. On slow-speed urban roads, minor undulations produced forward-and-backward head movements. I felt every bump and depression. Even on smooth roads, a small dip or crack would disrupt the ride. It handled large bumps better, with no major shocks to the interior, but the ride around town just didn't calm down. Highway cruising is much, much better. It's fine for a straight drive.
The automobile's low ground clearance affects its off-road performance, but its on-road handling leaves much to be desired.
On the extremely winding roads of San Diego County, the Wagoneer S performed poorly. Despite not having a particularly smooth ride or any off-road capabilities, the 600-horsepower Jeep struggled to handle body movements in corners. Many electric vehicle SUVs you drive on top of them, rather than feeling like you're inside them, with a low-slung battery positioned beneath your feet. The Wagoneer S stands out as one of the worst examples. The bodyПерhaps into a corner, and even minor surface irregularities can throw the chassis off balance.
I was unable to obtain an efficiency reading, as Jeep's "Electric Vehicle" section has limited information. The chart for efficiency was confusing. Furthermore, the Wagoneer S lacks the capability to precondition the battery, advanced software features, and intelligent route planning. If you instruct the Jeep Wagoneer S to drive 500 or 1,000 miles, it will alert you that the battery will not be sufficient, display the estimated range, and provide a list of suggested charging stations along the route.
But in my case, the only chargers it suggested were Level 2 Tesla Destination Chargers (which is too slow for long-distance travel and cannot be accessed without an adapter), a random ChargePoint Level 2 and an EVGo 50 kW station that was approximately 100 miles away from where I would have run out of battery power. So if you get one of these, expect to do all of your long-distance travel planning on your smartphone with a third-party route planner.
Finally, I received a "Service Electric Vehicle System" warning during my short time at the wheel. This is equivalent to a check engine light in traditional cars, and it's a concerning sign for a press car with 400 miles accumulated so far. Jeep has confirmed that this was a production vehicle, not a prototype that some companies use for initial media tests. However, they pointed out that it was an initial production unit that would require some updates before it's ready for sale. In either case, it's a challenging sign, especially considering the vehicle was already experiencing delays.
Jeep stated that this was a known issue, but did not provide a response to further inquiries regarding the nature of the problem.
Early Verdict
Remains at the lower end of the industry rankings.
When you first attempt something, your initial effort won't be perfect.
With the Cadillac Lyriq and Chevy Blazer EV considered largely fixed, these companies paid a heavy price and learned difficult lessons by the time the Equinox EV came out.
Historically, this vehicle would have been considered exceptional, boasting impressive charging capabilities, a substantial range, and an exceptional interior, features that it still maintains today.
It's entering a market that is crowded with more comprehensive, sophisticated options. As the old saying goes, "Practice makes perfect." Building effective electric vehicles demands a company rethink software calibration, suspension engineering, powertrain refinement, manufacturing processes, quality assurance, and countless other factors. Stellantis is still navigating through this process, and it shows in their latest model. Therefore, the Wagoneer S is satisfactory. Jeep enthusiasts who have not encountered an electric vehicle before may adore it. Many people will purchase it merely for its interior and advanced technology.
For those who have driven a fully developed electric vehicle, it becomes apparent that Jeep still has a lot to learn.
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| As-Tested Price | $71,995 |
| EV Range | "Over 300 miles" |
| Drive Type | Dual-motor all-wheel drive |
| Output | 600 hp |
| Maximum torque | 617 lb-ft |
| Speed 0-60 MPH | 3.4 seconds |
| Ground clearance | 6.4 inches |
| Charge Time | Reaching 20-80% charge in 23 minutes, with up to 203 kilowatts. |
| Battery | 100.5 kWh (usable) |