2020 Jeep Wrangler Hybrid

MSRP range: $43,450 - $49,750
Edmunds suggests you pay$46,161

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2020 Jeep Wrangler Review

  • Unrelentingly capable off-road
  • Rugged Jeep character
  • Extensive customization options from the factory and aftermarket
  • Steering is slow and feels loose, especially on the Rubicon trim
  • Lots of wind and tire noise at highway speeds
  • Less cargo space than some conventional crossovers
  • New diesel-powered V6 engine option
  • New V6 mild hybrid engine option on Sahara Unlimited trim
  • New Altitude variant for Sport and Sahara models
  • New special-edition models added; Moab trim discontinued
  • Part of the fourth Wrangler generation introduced for 2018

Crossovers utilize a car-like unibody construction that reduces weight and greatly improves handling and road comfort. However, this comes at the cost of ruggedness and off-road performance. For buyers enamored with the idea of a go-anywhere and do-anything SUV, the shopping process can pretty much start and stop with the 2020 Jeep Wrangler.

The Wrangler has long been the darling of off-road enthusiasts thanks to its rugged design and considerable aftermarket support. Jeep even offers the popular off-road-focused Rubicon trim level that comes straight from the factory with features such as big all-terrain tires, lockable differentials and a front electronically disconnecting stabilizer bar.

This latest generation JL Wrangler is appealing in other ways besides just rock-crawling ability. Though it employs traditional body-on-frame construction, the Wrangler is still perfectly livable even if you never venture off pavement. The seats are supportive, the driving position is comfortable, and the cabin materials are substantially nicer than in previous-generation Wranglers. Finally, there's the Wrangler's iconic style and removable top, which no other SUV can match.

Certainly, the Wrangler isn't for everyone. It's noiser, stiffer-riding and less utilitarian than other similarly priced crossovers and SUVs. But if you want capability and personality, the Jeep Wrangler is the best there is.

What's it like to live with the Wrangler?

The Edmunds editorial team purchased a Jeep Wrangler Rubicon and then tested it out for two years and about 50,000 miles. Want to know about what it's like to live with a Wrangler day to day, or how reliable ours was? You can find those answers and more by reading our long-term test. Note: We tested a 2018 Wrangler. The 2020 is of the same generation, though, so most of our observations still apply.

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The Wrangler oozes personality. It's fun to drive in a visceral way and is unbeatable off-road. On the downside, the steering, handling and ride quality suffer from this SUV's off-road focus. Overall, though, the Wrangler has just enough of a modern vibe to make it feel nicely up-to-date.
There's no doubt the Wrangler is a beast when it comes to off-road prowess. No stock vehicle is better, especially the Rubicon trim and its 33-inch tires and lockable differentials. But everyday steering and handling suffer because of the traditional body-on-frame construction, solid-axle suspension and old-school steering. The brake pedal travel is long, which is great for modulation off-road but not ideal for everyday driving.

The 3.6-liter V6 is stout and makes plenty of power — our four-door Sahara test Wrangler scooted to 60 mph in a respectable 7.6 seconds. The eight-speed automatic transmission shifts smoothly and always seems to be in the right gear.
The Wrangler doesn't place a great importance on passenger comfort, but there are a few highlights here. The front seats are well-shaped and remain livable on long trips. The rear bench is flatter and firmer, but it reclines a bit. We like the effective climate system, which also features rear air vents.

But the body-on-frame construction that gives the Wrangler its ready-for-anything personality also contributes to a brittle ride on anything but the smoothest road surfaces. The boxy design and large tires create a heap of wind and road noise, though the cabin is quieter than in previous Wranglers. The hardtop is significantly quieter than the soft top.
Though there are many controls (especially in the Rubicon and its numerous adjustments for off-road driving), the layout is refreshingly intuitive. Slender pillars and square windows greatly reduce blind spots. The driving position is fairly upright, but there's a useful range of adjustment from the seat and steering wheel. The soft top's new design makes it easier to remove than the previous Wrangler's.

Because of the Wrangler's high stance, most people will need to use the grab handles to help get inside. We're also unimpressed by the amount of interior room — there's less shoulder and legroom compared to rivals.
The Jeep Wrangler is surprisingly modern when it comes to infotainment and smartphone integration. The optional 8.4-inch Uconnect system offers sharp graphics, quick responses, and one of the best infotainment interfaces in the industry. Plenty of charging ports (USB and USB-C) are available. Apple CarPlay and Android Auto come standard with the Wrangler's 7- and 8.4-inch touchscreens.

The Wrangler falters when it comes to advanced driving systems. You can get some features, such as blind-spot monitoring, but you won't find high-tech aids such as automatic emergency braking or lane keeping assist.
The Jeep's narrow body is an off-road strength, but it does limit ultimate cargo capacity. There's a decent amount of cargo space, but it's a bit smaller than what competitors offer. Even so, the rear seats fold neatly into the floor if you want to carry extra stuff. And there are even six rugged tie-down points and an underfloor compartment. Up front, there aren't many places to store small items, and the door pockets are nothing more than shallow nets.

Car seats are easy to fit in the Unlimited so long as they're not too bulky — you might have to move the front seat forward to fit a rear-facing seat. The Wrangler can tow up to 3,500 pounds and can be flat-towed behind a motorhome.
At 20 mpg combined, the Wrangler Unlimited with 4WD and the V6 is 2 mpg better than the Toyota 4Runner, its closest SUV competitor. However, we've struggled to meet these estimates in traffic-clogged Los Angeles; our average fuel economy over 30,000 miles in a long-term Rubicon was 17.6 mpg. The optional 2.0-liter turbo is rated at 22 combined (22 city/24 highway), which nearly matches mainstream crossovers such as the Toyota Highlander and Ford Edge.
The Wrangler looks like Jeep put real effort into the interior. Much of the switchgear looks distinct and is satisfying to use. The dash and seat materials are attractive and have a good tactile feel. The price tag is a little high, but the improved materials and design feel like it's worth the cost. Jeep's warranty coverage is average.
There is nothing like a Jeep Wrangler, and that distinction gets more sharply defined as each off-road SUV nameplate (ahem, Blazer) gets watered down and turned into a city-friendly SUV. This is one of the few no-compromise off-road vehicles left. And it happens to be an iconic convertible! Forget about steering and handling because, after all, these things are forgettable. You can go anywhere with one of these.

Which Wrangler does Edmunds recommend?

We think the new Black and Tan model represents a happy medium for those who want both off-road capability and modern tech features. It costs a little bit more than the Sport S trim, but you get the larger touchscreen, all-terrain tires, and Apple CarPlay and Android Auto compatibility. If its price tag is too high, make sure you at least get the Sport S — it adds desirable features such as air conditioning, power mirrors, and remote locking and unlocking.

Jeep Wrangler models

The 2020 Jeep Wrangler is a truck-based midsize SUV available in a pair of body styles: the two-door and four-door Unlimited. It is sold in three primary trim levels: Sport, Sahara (Unlimited only) and Rubicon. There are also several sublevels throughout the lineup: The Sport has Sport S and Black and Tan variants, and Unlimited models have an additional Altitude variant on Sport and Sahara trim levels.

Both body styles are available with a soft-top convertible or a hardtop. The Sport has a very basic set of features that provide a good starting point, but most savvy buyers will want features afforded by its sublevels or the Sahara. The Rubicon is the most capable off-road thanks to its special features, including shorter axle gearing and an electronically disconnecting front stabilizer bar.

Several powertrains are available, starting with the standard 3.6-liter V6 (285 horsepower, 260 lb-ft of torque). By default, it's paired to a six-speed manual transmission, though an eight-speed automatic is optional.

A turbocharged 2.0-liter four-cylinder (270 hp, 295 lb-ft) is optional, and it's mated exclusively to an eight-speed automatic. Versions of both engines with the mild hybrid eTorque system are available on Sahara models. A turbocharged 3.0-liter diesel V6 is also available (late availability). It makes 260 hp and 442 lb-ft of torque.

The Sport trim level is somewhat basic, with standard features that include 17-inch steel wheels, skid plates and tow hooks. It also has foglights, removable full metal doors with crank windows, a fold-down windshield, manual mirrors and locks, cruise control, push-button start, a height-adjustable driver's seat with two-way lumbar adjustment, and a one-piece folding rear seat.

Also included are a 5-inch touchscreen, a rearview camera, Bluetooth, an eight-speaker sound system, and a USB port. Besides its two extra doors, the Unlimited version also has a bigger gas tank, air conditioning and a 60/40-split folding rear seat.

The Sport S is less spartan, with alloy wheels, air conditioning, automatic headlights, remote locking and unlocking, heated power mirrors, power windows and locks, a leather-wrapped steering wheel, and sun visors. The Unlimited-only Altitude further adds 18-inch wheels, heavy-duty brakes and suspension, a hardtop, and a rear window defroster and washer.

There are three special-edition Wrangler models that build off the Sport S. The Black and Tan model equips the Sport S with all-terrain tires, side rails, a larger driver information display, a 7-inch touchscreen, satellite radio, and Apple CarPlay and Android Auto compatibility. The Willys adds off-road equipment in the form of a limited-slip rear differential, heavy-duty brakes, rails and shocks lifted from the Rubicon trim, and 32-inch all-terrain tires. You also get a handful of unique appearance upgrades. Finally, the Freedom package pads on military-themed graphics, a soft top, tinted windows and all-terrain tires.

The midlevel Sahara is only available in the four-door configuration and adds most of the features from the above Altitude and Black and Tan models, in addition to painted exterior body panels and trim. A full-time four-wheel-drive system with a lockable center differential is optional. Its Altitude trim includes the hardtop and rear window washer and defroster, plus leather upholstery and a leather-wrapped shifter.

The most off-road-capable of the Wranglers is the Rubicon. It gets Sahara equipment plus 17-inch wheels, special tires, heavy-duty axles with shorter gearing, 4.0-to-1 low-range gearing (other trims come with a 2.72 ratio), electronic front and rear lockable differentials, an electronically disconnecting front stabilizer bar, rock rails, and upgraded cloth upholstery.

Much of the upper-level equipment is available in groups or as stand-alone options for lower trim levels. Other options include remote start, keyless entry, heated seats, a heated steering wheel, leather upholstery, an 8.4-inch display with navigation, and a nine-speaker Alpine sound system.

All trims are also available with a higher-quality soft top as well as a black or a body-colored hardtop. If you're looking for additional safety features, the Safety Group package adds a blind-spot monitor and front and rear parking sensors, while the Advanced Safety Group package includes adaptive cruise control and a forward collision warning system.

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Consumer reviews

Read what other owners think about the 2020 Jeep Wrangler.

Average user rating: 4.2 stars
14 total reviews
5 star reviews: 50%
4 star reviews: 36%
3 star reviews: 7%
2 star reviews: 0%
1 star reviews: 7%

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    2020 Jeep Wrangler videos

    SPEAKER 1: If you've wanted an off-road SUV in America your options have been between a Toyota and a Jeep for, let's say, all of recent history. Take these two for example, the Jeep Wrangler and the Toyota 4Runner, arguably the two most capable offered SUVs you can get for your money. SPEAKER 2: But wait, there's more. And it's this, the all new Land Rover Defender. SPEAKER 1: And in 30 seconds our esteemed British cultural expert, Alistair Weaver, will give us the history of the Land Rover Defender. 30 seconds SPEAKER 3: 30 seconds. SPEAKER 1: Go. SPEAKER 3: Originally sketched on a Welsh beach back in 1947, is Britain's answer to the Jeep. The Defender was the original Land Rover, even if, technically, the Defender name didn't appear until 1983. By the time production ceased in 2016, over two million had been built. Like the original Mini, it is a British icon. The British army goes to war in them. My dad had one. I had one. Her Majesty, the queen-- God bless-- still has one. It is fish and chips in automotive form. SPEAKER 1: Little over 30 seconds, but we'll let it slide. SPEAKER 3: The eloquence is worth it. SPEAKER 2: Well, Thanks for that history lesson. This has some history too, it won World War II. SPEAKER 3: Even if it turned up late. SPEAKER 2: We're going to evaluate the Land Rover Defender to see how it stacks up against these off-road specific SUVs. And, in the end, we should be able to tell you which one is the right fit for you. SPEAKER 1: We'll evaluate the new Defender by comparing it on and off road with these well-established peers. On the freeway we'll consider driveability and comfort. Off the freeway we have a few tests plan to explore the Defender's capabilities and place them in context with the Wrangler and 4Runner. Buckle up, it's going to be a long one. Before we get these cars too dirty, make sure to like, comment, and subscribe, and check the links below. And also visit Edmunds.com/sellmycar to get a cash offer on your-- Is that the elephant in the room? SPEAKER 3: No Carlos, it's a Bronco. The new Defender's priced around $50,000 and, like the Wrangler, is available as either a two or a four-door, called the 90 and 110 respectively. This is, obviously, the four-door, and it's one of the first cars off the boat. It's heavily specified topping out at over $72,000. Now that's a lot of money, but we played around with the online configurator, and we reckon a two-door with all the off-road kit costs around $53,000 in the spec that you'd want. That's about 15% more than the equivalent Wrangler. To be honest, when I first saw it in pictures I thought it looked a bit soft and even cartoonish. Certainly when compared to the very alpha original, but in real life, I think it works a lot better. And some of that's to do with the proportions. It's about the same length as a Wrangler and the 4Runner, but it's wider and taller, and that gives it a real presence. The Defender is deliberately not a retro pastiche of the original, but some of the detailing did make the cut. I love these Safari rear windows, for example. And I think what they've done with the light treatment here at the rear is just terrific. But the most controversial feature of the new Defender is this square. Mark Takahashi actually studied design and worked in design before he does whatever he does now. Mark, What do you think of the square? SPEAKER 2: It's triggering that record scratch in my brain right now. It could have extended top and bottom, been a little thinner, otherwise it's making a strong case for piano black, [? which is ?] something I really hate. SPEAKER 3: I kind of like it. Do you know what's really irritating me? On this side of the car it kind of lines up. On the other side it sort of doesn't, and it's really playing with my OCD. One feature this car does have which I wish it didn't was these rims, these alloys. You can get the Defender with 18 inch steelies, which just look awesome. Overall I do like the look of the new Defender. As I said, he's it's real presence about it. But can you imagine Jeep reinventing the Wrangler to this extent? Honestly, there'd be a march on Detroit. SPEAKER 2: The Jeep Wrangler is known as an off-road weapon, especially in this Rubicon trim which starts around $44,000. We've covered it a ton. We've had one in our long-term fleet, and you can read all about it in the links below. In addition to the tough-looking exterior, this Jeep actually has a lot underneath too. It has a solid front axle and a sway bar that can be disconnected with the touch of a button. You can get it with a V6, a Mild Hybrid V6, a turbo diesel V6, but this one has the turbo four cylinder that's good for 270 horsepower and 295 pound feet of torque. It's all run through an eight speed automatic transmission. On top of that, it has the 33 inch BFGoodrich K02 all-terrain tires that are bigger than the other two. The question is, how does all this off-road hardware affect on-road behavior and comfort? SPEAKER 1: Though capable, the 4Runner has been on sale for a long time. It's old. This generation has been out for, it feels like, over a decade now, but people seem to really like it still. Why? Well, Toyota keeps improving and updating it. The current 4Runner is available in a wide range of options and configurations, from the base level all the way up to the luxury, limited model. You can get it with all wheel drive. You can get it with four-wheel drive. You can get it with a trick system that automatically disconnects the sway bars when you start driving it off-road. This is the 4Runner TRD Pro. If you want to know more about this particular Model you can see my other video on it that we made previously. But, in brief, it's the most expensive and most serious off-road 4Runner you can buy new. And it also kind of serves as an example to 4Runner owners what they can do with their 4Runner in the aftermarket. I like it because it's simple. It's four-wheel drive. It's got upgraded springs and shocks and a little lift kit that's going to give it more wheel travel, more control, and more durability when you're going off-road too. Now, the downside is, again, the age, and that really shows up underneath the hood. You have a four liter V6 that not only has the least amount of power here, but also the worst fuel economy. And you can attribute that to the five speed automatic transmission, which is about as relevant in 2020 as a fax machine, or the periscope app, or the concept of bipartisanship, or your right to personal privacy, or social gathering, or a trebuchet. SPEAKER 2: Carlos! SPEAKER 1: It's old. But it's still sturdy and dependable and trustworthy, and, hey, I kind of like it too. You have to drive to a trail in order to drive on a trail, so let's first cover with each of these do well and not so well on the road while you're commuting. The 4Runner, being an ancient car relative to the other vehicles in this comparison, you would expect it to seem and appear a lot worse on the road than it actually is. Let's start with the highlights, and the first is interior space and cargo space specifically. On paper, interior space actually isn't that great relative to the Jeep and the Defender, but in practice, it doesn't feel cramped at all. I've got plenty leg, head, shoulder room around me. The 4Runner's biggest strength though is the cargo volume, which is the biggest of this comparison. That makes it more of a usable vehicle in terms of daily driving. Yes it's dated, but beyond that, though, the interior remains surprisingly functional. Now even the steering works for what this vehicle is. It still rides on a truck-based construction, and it does steer better than the Wrangler. Now the downsides. First off, I'll say the TRD Sport exhaust that comes on this TRD Pro, I would get rid of that the first thing. It emphasizes probably the worst elements of the V6 noise at normal cruising speed. It sounds great when you're at wide open throttle, but at normal cruising speed it does not sound good. The worst bit though is definitely the 5-speed automatic transmission. The 5-speed automatic really makes itself noticeable when you're accelerating up an on ramp, when you're trying to maintain freeway speeds, even in moderate wind. This transmission really has a tough time maintaining speeds, freeway speeds especially. It is the thing that would hold me back from recommending the 4Runner to somebody, is that transmission. If this had the powertrain from even the Jeep, this would be a much nicer vehicle to drive. And I really think it's just a transmission away from being a tremendous success. In spite of the 4Runner's age and some of the flaws that come with that age, this thing still has a ton of charm that I find it really appealing for reasons that I can't quite explain. There is just a certain charm to the way this drives. It might have to do with the way it looks-- it looks fantastic in this army green and black motif-- but pretty much everybody in our group has found that the 4Runner has a charm in the driving experience that the others lack. I'd go on record and say I'd probably have one if it weren't for that transmission. SPEAKER 2: When it comes to purpose built vehicles, for me, when I'm evaluating them, it's a sliding scale. Like a sports car, on one end you have all out performance, and on the other end you have comfort. The same goes for off-road vehicles. On the spectrum for off-road vehicles, the Wrangler is definitely more hardcore and more focused on off-road performance, where comfort, It's not secondary, but it certainly isn't the priority. A lot of the things that make the Wrangler a great off-roader-- the solid front axle and the recirculating ball steering-- well, that doesn't play so well on the road. Right now we're on a highway and it takes a lot more tending to to keep it within its lane. It's a little lazy. It's kind of got a big dead spot in the middle. But, that's kind of exactly what you want when you're doing some serious off-roading. And there's also the noise. We have this kind of hybrid top with a fabric center, and it's doing a decent job of cutting out a lot of the wind noise. But with these off-road tires, you're hearing a lot of tire howl, but not nearly as much as if you went with some really serious mudder tires. Now, you'd think, right off the bat when you look at the specs for this car, that the four cylinder engine would be kind of a pig, but it's not. And the thing about serious off-roading is it's not so much how much power you have, it's the gearing that you have. This has the goods right off the bat. SPEAKER 3: So let's cut to the chase, comparing how this car drives on road versus the old Defender is a bit like comparing a full burger with the finest Waygu beef. Is not just better than the old Defender, it's also miles better than the Wrangler and the 4Runner. Land Rover has done a great job of creating a vehicle that feels more like a sophisticated SUV than a traditional off-roader. The ride quality is comfortable even on these all-terrain tires. The steering has a wonderful kind of positivity about it. It's easy to place on the road. You don't not get that kind of wandering that you do in the Wrangler. What I would say though, is that it's exceptionally heavy. We take every test vehicle down to our private test track, and we spend a fortune on this every year. We're one of the few publications left in the world that actually bothers to do this. But here's why, Land Rover claims that this vehicle should be around 5,000 pounds. It's actually 5,600 in this specification. Now, that's more than the current Range Rover and more than our heavily specified Ram 1,500 truck. That's insane for a car on a new platform. It's also reflected in the 0 to 60 time. Land Rover claims 5.8 seconds. We did 6.7 seconds, which is still the fastest vehicle here, but even so, it's almost a second slower than the manufacturer claims which has definitely a mark against it. Having said that, it is super refined in here. Land Rover has done a great job with this interior, mixing a sort of utilitarian sheet with some interesting material choices. I particularly like this magnesium bar that runs the length of the fascia and is actually structural. It's a trick that Ford's trying with the new Bronco, too. Did I mentioned Bronco, by the way? It also really works from a practical perspective. There's oodles of storage space in here. And you can also replace this center console bin here with a little jump seat so you can sit three and three in both the 110 and the 90. I think that's really cool. There's also a lot more space overall. It's weird that the wheelbase on this car is pretty much identical to the Wrangler, but there is a lot more room inside. The driver's seat has a lot more rearward travel-- which is great if you're tall like me-- and rear seat occupants just have a lot more head, shoulder, and knee room. If you're going to buy this car as a family vehicle, then that's a huge bonus. There's also some pretty imaginative material choice in here, though we did have some reservations about its durability. This cup holder, for example, is marked up pretty badly already. Interestingly, the Defender also has a longer wheelbase than the Discovery, and I think it's much more roomy inside, and this is going to be a problem for Land Rover. The idea is that the big daddy Range Rover is the luxurious choice. The Discovery is the family versatile alternative. And then Defender is the beat it up, go off-road, alpha male. Except that, in many ways, I think this is much cooler than the Discovery. I think it looks a lot better, and it's got more interior space. Land Rover have got to be really careful they don't just end up stealing sales from themselves. SPEAKER 1: Now that we're done whining about on-road refinement, let's start our off-road evaluation. We have two deceivingly simple tests that are designed to bring out the strengths and weaknesses of each of the SUVs here. To start our off-road analysis we're going to start with a hill climb. Now this hill may not look like much, but the surface is actually really slippery-- it's mostly sand-- and so each one of us are going to try to climb this hill using the fewest amount of electronic controls and advancement and tools that we have available. Now the 4Runner doesn't have much, but I'm going to see what I can do. I'm going to start out by shifting to low gear. I'm in neutral, shift to 4 Low. I'm in 4 Low. Put it in first gear-- I do like the fact that it's just a lever and you move over-- and I'm going to crawl my way up and see what can happen, see how far I can get before I need to start leaning on some of the controls this 4Runner has. We're just beginning to start the climb. All good so far. And I've stopped making progress. All right. So let's try locking the rear diff. A little bit more. Hey, locking the rear diff helped. And, next step. So I'm going to turn on the crawl control. That's only available in 4 Low, but that's basically an off-road cruise control with five different speed settings. Once I turn that on-- I've got it set at the lowest possible speed-- it's kind of like off-road cruise control. My foot is off the gas pedal, it's hovering the brake, and the crawl control is managing the traction of the front tires by selectively applying the brakes, basically doing the job of a front differential-- a locking front differential-- if this had one. And it's actually doing a really good job, even though it doesn't sound that great. Although at this point, with this kind of incline, I would love to have a forward facing camera to see where I'm going once I crest this hill, but I don't, so I just have to, you know, let Jesus take the wheel. And that did it. In order to climb that hill, though , once I crest the top, I'm going to dial up speed a little bit. So that made it, but I had to use every single electronic control the 4Runner has available. So it's nice that you have those tools, but you do have to lean on them. I started out in 4 High-- I started out in 4 Low, I had to lock the rear diff, and then I had to engage the crawl control. It's nice that you have those, and it's nice that it works, I guess is the big takeaway. SPEAKER 2: Carlos made it up the hill but he needed all the bells and whistles to get there. I'm going to try and go as minimal as possible. So I'm going in 4 High. Throw it into manual. So I'm keeping the sway bar connected, I'm not locking anything, and I'm confident I'm going to make it up. It might take a little effort but, I don't think I'm going to have to engage anything else. Well, we'll see. Slow and steady, slow and steady. Baby, Baby hold together. Aw! Nyet! Going 4 Low. That's going to give me all the warnings, that auto park, forward collision, and all that other good stuff is off. Sway bar is still connected. Let's try 4 Low. Come on baby, you can do it. Yeah, Yeah. And I'm just barely breathing into the throttle. Yeah, this is easy-peasy. Tried to crab a little bit but-- Yeah. 4 Low, that's all she wrote, easy-peasy, big blue Jeep-y. Here we go. Ain't no thing. So, not surprising at all, that the Wrangler made it up with only going into 4 Low as opposed to Carlos, which had to use all of his bells and whistles, and crawl control, and everything else. And I had a ton of other tools in my toolbox and I didn't even get to. I didn't have to lock any diffs, I didn't have to disconnect the sway bar. So I had several more levels to go. SPEAKER 3: The key big difference in this car is so much is actually controlled through the electronics and through the screen. So, if we go into 4x4 information here, we've got various different setups. And you've even got a mode here for wade sensing to tell you how much water's underneath-- we'll worry about that later. You've also then got these configurable setups, auto terrain response. So you can actually toggle through mud and ruts, grass, gravel, snow, sand, rock crawl, wade. And then it's actually configurable within the system to allow you to choose things like how you want the differentials to work, how you want the powertrain, steering, traction control. It's pretty clever stuff. I'm just going to leave it in Auto. So, in theory, now the car should do everything for me, but I am going to go back into four-wheel drive. I'm just going to now raise the suspension to give us some ground clearance. So it should give you a notification here that I'm going to off-road height, which it's done. I've got additional information sitting here on my dashboard. We're going to follow what the Wrangler did, which is start off in High and away we go. For Queen and Country. Here we go. Now this weighs a lot more, now that could be a double-edged sword in that it might help me with traction but it also might help me get bogged down. I'll try and keep it rolling, here we go. Here you go. Come on, baby. Come on, baby. Come on. This is still in 4 High this, is pretty impressive. Blimey. We're also on less aggressive tires than either the Wrangler or the 4Runner, and it's just monstering its way to the top. [CHUCKLES] Ding-dong. Hello. The other thing that it's got, when I get to the top here, we've got a little camera that can show me the terrain over the top. So if I get to a top like this, and it looks a little bit dicey, the reality is I can just roll down the other side and I can actually see what I'm doing. Again, really clever stuff. Well that was easy. I think I won that one. Oh, yes. Rule Britannia. Rule Britannia. SPEAKER 1: That should feel pretty good, Yes? SPEAKER 3: We had a little chat before we set off and I explained that this was for Queen and Country, and it just kind of lifted up its skirt and up it went, 4 High. Didn't even have to engage low ratio. SPEAKER 1: What's the saying, keep calm and carry on? SPEAKER 3: Stiff upper lip, dear chap. SPEAKER 1: It looks more curved from here. SPEAKER 3: Seriously though, that was really impressive. I didn't have to do-- I just kept a sensible space, I didn't really modulate the throttle. I just kind of let the car do the work. It was really good. SPEAKER 1: Yeah I'm kind of ashamed of our performances . Here I think we need to find a more challenging test. SPEAKER 2: Sway bars may be great for on-road use, but when you're off-roading you want a little more articulation. So we're going to demonstrate climbing the ziggurat of integrity with the sway bar connected and then later with it disconnected. Easy, easy. Look at that. We're already off. All right, backing up. The best part with the Jeep is, it's just a button push, a couple seconds, SPEAKER 1: OK, now straight. There you go. You're doing great. SPEAKER 2: Oh, God. Here we go. Automatic door closer, it's an option. The one area where the Wrangler is unassailed is approach angle, but the other two measurements it loses to the Defender. But when it comes to real hardcore use, well we've got some cool stuff like, first of all, this cool red tow hook here. It's beefy, but it's open. But of course, part of the approach angle is because it has this cool, optional $1,500 steel bumper that's really beefy with some red hooks popping out the top, and it is really strong. It will take my COVID weight just fine. Yeah. I think I want one now. SPEAKER 1: The 4Runner may not have fancy disconnecting sway bars-- at least this TRD Pro doesn't-- but crawl control has not let me down yet. Don't fail me now. That feels kind of precarious. Did I get to the same step as the Jeep? Can I actually get out? Don't do this at home kids. That's fairly impressive considering no disconnecting sway bars, and the lack of clearances the 4Runner actually has on paper, in terms of specs, this has the lowest approach and departure angles of the Wrangler and the Defender. Also it has these massive sidesteps which really limit breakover clearance. We've scraped these a number of times already. Also, if you notice, there's about three or four inches of nothing between my rear tire and the ground. If you remember from the Wrangler, that rear tire was still in the ground, so this has less articulation even though it was able to get to the same step. SPEAKER 3: So now it's the Defender's turn for the-- what are you calling it again? SPEAKER 1 AND SPEAKER 2: The ziggurat of integrity! SPEAKER 1: The Ziggurat of integrity. I've put it into rock crawl mode because we're crawling rocks. And now my little party piece-- wait for this-- here we go. Up we come, sonny. Off-road height selected. Look at that. Now, in theory at least, they should be a tough test for the Defender because, with its independent suspension, it may not have the articulation of the Wrangler, but let's find out. So here we go. Gently does it. SPEAKER 1 AND SPEAKER 2: [LAUGHTER] SPEAKER 3: How are we looking, gentlemen? I can see from my little gadget inside I'm currently at 18 degrees. I believe this will go to 45, so we're well within the vehicle's capability. I think we can go a bit higher. My, God, this is when you feel the weight of the doors. Excuse me, I don't want to destroy the microphone. I just don't want to drop this on my leg. SPEAKER 1: If only you had a sidestep. SPEAKER 3: Carlos, I'm six foot four, I don't need a sidestep. SPEAKER 1: No. No. SPEAKER 3: So, despite the absence of trick anti-sway bar switch off gadgets, you can still see it's pretty impressive. We've reached the same step as both a Wrangler and the 4Runner. Interesting in the back, it has picked up a left wheel-- which the Wrangler didn't-- so maybe the articulation isn't quite as good. But if you journey around the other side, let's play the cutaway you can actually see there's less compression there than there was in the other vehicles. It's really just operating a different kind of suspension system. One other thing that's really impressed me, Land Rover says that this is structurally the most rigid vehicle they've ever produced. And look, [CHUCKLE] even at this angle, you can still open the rear door. I can just about shut it again as well. What is much less impressive though, is the fact that you haven't got readily accessible recovery hoops as you have on the other two vehicles. So then you're going to have to improvise with towing hooks or suspension parts, which really isn't cool. Maybe it doesn't think its customers will push it that hard. Either way, be a nice to have. Come on Baron, Baron VonBronco. SPEAKER 1: After performing our tests we then just played around a bit. Let's give an overall opinion of each of these SUVs. Let's talk about the 4Runner's overall off-road performance as I travel through this frame twister course. Ultimately this thing was able to do everything we subjected to all three vehicles. It was able to do all the tasks. Now, you could argue that we didn't do the most extreme off-road testing in the world. Unfortunately, there is an infinite number of ways we could have made this more challenging, but for the off-road tasks that we did find, the obstacles that we did find, this performed pretty admirably considering the deficits it has. This doesn't have the most clearance of the group. It doesn't have the most power. It's got the most archaic transmission, and yet it could do everything we basically asked from it. I had to lean on all the electronic controls to get there, but fortunately those controls are available. And if you want to do more with your 4Runner, well, hey, guess what? There's the aftermarket. You can put on bigger wheels and tires, and beefier shocks, and all that stuff is possible. That's frankly the way you should go. Overall the 4Runner shows its age off-road, but is still able to do all the stuff we would hope it could. SPEAKER 2: As a surprise to no one, the Wrangler does exceptionally well off-road, duh. What was the surprise, though, was how well the Defender did. But there's something about this Wrangler that really kind of got a hold of me, and that's this analog version of the other two. I have these big chunky levers and buttons and stuff to mess with that is all manual. You don't really rely on any computers to help you out versus the others which feel almost like a video game. A lot of it's done for you especially with the crawl mode on the 4Runner that Carlos is relying on so much. With this I really barely just got into its potential. SPEAKER 3: I think it's obvious by now that we are hugely impressed by the Defender's off-road ability. There was always going to this question of this car, is it a real Defender? And what people mean by that is, does it have the off-road chops? And I think the answer is a resounding yes. And it also makes everything very easy. Even if you're a novice, it's very smooth. All the electronics and sophistication mean you can tackle huge obstacles even if you're not massively experienced off-road. What counts against it? Well, all those electronics, all that technology. If this does break down in the boonies then you're not going to fix it with a spanner and a belt strap like you might have done the original. The other thing is you're not going to have the big aftermarket support that you have with a Wrangler and the 4Runner. So if you are a hobbyist who likes to modify your vehicle, then it's not so easy. I really hope that market develops because this vehicle deserves it. Believe me, this is a proper off-roader. It's really good. SPEAKER 1: This comparison has come to an end which is unfortunate because we've had a lot of fun with these three cars. What have we learned? Well, let's start with the 4Runner. This is a trusty, dependable rig that you really don't have to think about too much when you're driving it, which is nice. It may not be able to reach the same off-road extremes as these other two, but it can get most of the way there. Plus, it's pretty nice to drive on the road, especially thanks to the additional cargo space it has that helps with the day to day SUV stuff, just never mind that five speed automatic transmission. Overall, this is a much more palatable vehicle as the $40,000 TRD off-road instead of this $52,000 TRD Pro. SPEAKER 3: There's no question that has like an old school charm about it. For me it just feels like it's a gearbox and an engine short of actually still being really desirable despite being 10 years old. SPEAKER 1: And also cool looking car here. My vote. SPEAKER 3: Especially in the green. SPEAKER 2: Meanwhile, we have the seasoned veteran here that can go anywhere, do anything, and Yeah, there's some payback for that. It's-- SPEAKER 3: Ride quality. SPEAKER 1: Steering. Noise in the cabin, cabin space-- SPEAKER 3: Especially in the rear and the front SPEAKER 1: Yes. SPEAKER 2: But if you're not fragile, it's a really good choice. I mean it starting to sway me over. I might actually start thinking about one of these. SPEAKER 3: Great for the hobbyist. SPEAKER 2: Unlimited choices for aftermarket customization, whatever you want. SPEAKER 3: That's true, but I think we've all been genuinely surprised-- I think that's fair-- by just how good the new Defender is. SPEAKER 1: Shocked. SPEAKER 3: On-road, by far and away the best car here. Off-Road, super smooth, super capable, made everything feel really easy. It just took it in stride everything that we threw at it. SPEAKER 2: Went anywhere the Jeep did. SPEAKER 3: And it has a bigger interior space as well than the Jeep. It's a better family-- in fact it crosses that bridge between 4x4 and SUV really well. On the downside, it is heavily reliant on electronics if you're heading off into the wilderness. And, of course, it is more expensive. If you want one with all the off-road hardware you're going to be paying around $55,000 at least. It's about 15% more than the equivalent Wrangler. But we think, even that price, it's still pretty good value for what it does. But, of course, this is the eliminator for the main event. This whole 4x4 thing is not a three horse race. SPEAKER 1: Poor Bronco. SPEAKER 3: Poor Bronco. SPEAKER 1: And on that bombshell we'll stop ripping off Top Gear. SPEAKER 3: Think it's worth one more go? SPEAKER 1: OK. He's not going to land on his toes. SPEAKER 3: Maybe it's like a knife, where you can throw it straight from its nose. Shall we say one horse in the room? SPEAKER 1: This is not a three horse race. SPEAKER 3: No, that's good. I like that.

    2020 Land Rover Defender vs. Wrangler vs. 4Runner — The New Defender Goes Off-Road With the Big Boys

    Features & Specs

    Base MSRP
    MPG & Fuel
    21 City / 22 Hwy / 21 Combined
    Fuel Tank Capacity: 17.5 gal. capacity
    4 seats
    Type: four wheel drive
    Transmission: 8-speed shiftable automatic
    Inline 4 cylinder
    Horsepower: 270 hp @ 5250 rpm
    Torque: 295 lb-ft @ 3000 rpm
    Basic Warranty
    3 yr./ 36000 mi.
    Length: 166.8 in. / Height: 73.6 in. / Width: 73.8 in.
    Curb Weight: 4145 lbs.
    Cargo Capacity, All Seats In Place: 12.9 cu.ft.
    Check a dealer's price
    Bring back a dealer's quote, and we'll tell you if it's a good price!

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    Build Your Wrangler
    At a Glance:
    • 13 Trims
    • $28,295starting MSRP


    Our experts’ favorite Wrangler safety features:

    ParkView Rear Back-Up Camera
    Displays on the center console what is behind you. Rearview cameras aren't new, but they are a welcome addition in the Wrangler.
    Blind-Spot and Cross-Path Detection
    Warns the driver of other cars in the blind spots and approaching cars from out of the driver's view while in reverse.
    ParkSense Rear Park Assist System
    Gives audio alerts when approaching objects from the rear, helping to minimize low-speed bumps in parking scenarios.

    NHTSA Overall Rating

    The National Highway Transportation Safety Administration offers independent analysis.

    Frontal Barrier Crash RatingRating
    Overall4 / 5
    Driver4 / 5
    Passenger4 / 5
    Side Crash RatingRating
    OverallNot Rated
    Side Barrier RatingRating
    OverallNot Rated
    DriverNot Rated
    PassengerNot Rated
    Combined Side Barrier & Pole RatingsRating
    Front SeatNot Rated
    Back SeatNot Rated
    Rollover3 / 5
    Dynamic Test ResultNo Tip
    Risk Of Rollover27.9%

    Jeep Wrangler vs. the competition

    2020 Jeep Wrangler

    2020 Jeep Wrangler

    2020 Jeep Cherokee

    2020 Jeep Cherokee

    Jeep Wrangler vs. Jeep Cherokee

    The Wrangler and the Jeep Cherokee are similarly sized, but otherwise these two SUVs are meant for different uses. While the Cherokee's Trailhawk trim performs well off-road, this SUV is ultimately a family-friendly crossover best suited for the road. The Wrangler is a body-on-frame SUV that places a priority on off-road ability, partially at the detriment of on-road dynamics and ride comfort. Picking between them comes down to what you need more from your SUV.

    Compare Jeep Wrangler & Jeep Cherokee features 

    Jeep Wrangler vs. Jeep Renegade

    The Jeep Renegade is the Cherokee's smaller sibling. It's far removed from the Wrangler in terms of off-road performance. Like the Cherokee, the Renegade offers a Trailhawk variant that is more capable than competitors in its class, but it doesn't come close to matching the Wrangler once pavement turns to dirt. It's also quite a bit smaller than the Wrangler.

    Compare Jeep Wrangler & Jeep Renegade features 

    Jeep Wrangler vs. Toyota 4Runner

    The Toyota 4Runner is the only SUV in this price class that can go toe to toe with the Wrangler. Like the Wrangler, the 4Runner is a body-on-frame SUV with high-end versions that are perfectly suited for trail-busting adventures. Handling and ride comfort are surprisingly smooth given its capability. The 4Runner is ultimately a little more refined, while the Wrangler is a little more rugged and capable.

    Compare Jeep Wrangler & Toyota 4Runner features 

    Related Wrangler Articles

    2020 Jeep Wrangler EcoDiesel First Drive

    Torque: It's What's for Dinner

    Dan Edmunds by Dan Edmunds , Director, Vehicle TestingNovember 11th, 2019

    What is it?

    We've been fans of the Jeep Wrangler's new JL generation ever since it debuted in the 2018 model year. There's very little wrong with this rugged off-road machine. But one thing has been missing from the start: the 3.0-liter EcoDiesel V6 option that was described in the very earliest press releases. Now, at long last, the 2020 Jeep Wrangler is finally available with the promised EcoDiesel V6, and the wait has been well worth it.

    You might assume that this 3.0-liter EcoDiesel V6 is the same revamped engine recently reintroduced in the 2020 Ram 1500 lineup. But this EcoDiesel is not exactly the same because the Wrangler has a much smaller engine compartment and must retain the ability to ford streams as much as 30 inches deep. As such, Jeep had to make changes such as moving the alternator up higher and fully redesigning the air intake and accessory drive belt system. This led to a unique engine block casting. And so it went.

    The result is 260 horsepower and 442 lb-ft of torque. That's slightly less power than the Wrangler's 2.0-liter turbo-four and 3.6-liter V6, but its torque output crushes them both because neither gasoline engine can muster even 300 lb-ft. We may have been sold on horsepower our entire lives, but torque is what you feel when the light turns green, when you roll onto the throttle to pass someone, or when you creep over a fallen log or any rocky off-road obstacle.

    Interestingly, the EcoDiesel Rubicon comes with 3.73-to-1 gearing instead of the 4.10-to-1 ratio used in the gasoline versions. It may sound like a disadvantage at first, but axle gearing is really just a torque multiplier, and the diesel engine has a huge built-in advantage. The EcoDiesel makes 55% more torque than the torquiest gasoline offering. So even with its 3.73 axles, the diesel Rubicon can put down 41% more torque than a gas-engine Rubicon with 4.10 axles. This axle gearing issue is a nonissue.

    Such a big wallop of torque means that the Wrangler EcoDiesel is only available with the eight-speed automatic transmission. The six-speed manual simply can't hack it. In fact, the diesel does not even use the same eight-speed automatic that's paired with the Wrangler's gasoline engines. Diesel power brings with it a stronger version of this gearbox that has been borrowed from the Ram 1500 pickup. All of the gear ratios in both transmissions are identical, but the calibration of its shift timing of the heftier Ram gearbox has been adjusted to better suit the needs of the Wrangler.

    You can get the EcoDiesel in the Sport, Sahara and Rubicon models, but only in the Unlimited four-door body style, which makes sense in practical terms. Jeep believes the smaller and lighter two-door does not necessarily need the extra grunt. Beyond that debatable point, the reality is there simply isn't enough underbody space to package the diesel engine's more complex exhaust system.

    Why does it matter?

    A diesel's massive torque and superior fuel economy (and therefore driving range) are significant advantages when you're exploring wild places. But abundant torque and driving range are also beneficial to pavement-bound consumers. A diesel engine can be a hard sell in the case of sedans and more family-oriented SUVs because of its noise and vibration, but Jeep people might see it as a feature, not a drawback.

    What does it compete with?

    The iconic Jeep Wrangler lives in a segment unto itself. But various vehicles come close. These include the Toyota 4Runner and certain midsize trucks that do well off-road such as Jeep's own Gladiator, the Toyota Tacoma (TRD Off-Road and TRD Pro), as well as the Chevrolet Colorado ZR2. The new 2020 Ford Bronco is certain to be in the hunt, but what we know so far suggests it'll be more like Ford's take on a 4Runner instead of an all-out assault on the Wrangler. Among the group, only the Chevrolet Colorado ZR2 offers a diesel engine option.

    How does it drive?

    Upon startup, the diesel engine settles into a familiar clattering idle, and you'll still hear it grumbling while you bop around at parking-lot speeds. It's not an obnoxious sound, and here in a Wrangler, you can even argue it adds character.

    The EcoDiesel's abundant torque lives up to all the advance billing. Acceleration is smooth and strong. At cruising speed, the sound of the diesel disappears into the background — which, in a boxy Jeep, consists of a not insignificant level of wind noise. It only comes back into consciousness when things load up as you climb a grade or pull out to make a pass. In cases like this, it's not necessary to instinctively jump on the throttle to force the transmission to kick down a couple of gears. It just moves out smartly, dropping down what feels like one gear, at most.

    It rides and handles much like any equivalent gasoline-powered Wrangler we've driven. We test-drove both the subdued Sahara and the rowdy Rubicon. Both are steady, and the steering feel that comes with the Wrangler's solid front axle and recirculating-ball steering is the same as ever: indistinct and vague, but somehow predictable and easy to manage.

    It's all part of the plan. These vehicles aren't supposed to feel any different from their gasoline counterparts. Jeep retuned the suspension but only to compensate for the heavier mass of the diesel powertrain and its exhaust after-treatment systems.

    How is it off-road?

    The diesel's extra torque is even more eye-opening when pavement turns to dirt, and after dirt turns to deep sand and rocks. Our test course consisted of large boulders, sandstone ledges, awkward off-camber situations and lots of sand. Delicate throttle control is critical in such tricky terrain, and the EcoDiesel proves to be even easier to manage than we expected.

    Switch the Jeep's transfer case into low-range gearing and you've got plenty of torque, even at idle. Only gentle pressure is required to build enough steam to climb slopes you might need help climbing up on foot. Ledges and steps are easy to surmount without anything like a brute-force approach. In a weird way, it feels as if you can almost idle up and over almost anything, but at any speed you choose because you don't have to stab the throttle and rev the engine much to get the torque you need.

    What about fuel economy and range?

    EcoDiesel fuel economy and range figures have not been released, but we have enough related information to make an educated guess. Jeep engineers flatly stated that its range will exceed that of any other Wrangler. We also know that it can pull this off even though the diesel's 18.3-gallon fuel tank is 3.2 gallons smaller than what's found in gasoline-powered four-door Wranglers.

    For both of those to be true, the EcoDiesel's fuel economy would have to be at least 25 mpg combined or 26 mpg on the highway, depending on how you approach the calculation. Either way, those figures are 4 mpg — some 20% — better than the corresponding figures associated with the Wrangler Unlimited's turbocharged 2.0-liter four-cylinder or 3.6-liter V6 when paired to the eight-speed automatic transmission.

    The ratings even stand a fair chance of coming in higher. Jeep has not said how much better the EcoDiesel's range will be, so in our back-of-envelope calculations we could only assume the range equals that of current Wranglers. What's more, our long-term testing observations suggest that diesels are far likelier to meet or beat their EPA fuel economy estimates, and that would only widen the EcoDiesel's real-world advantage.

    How else does the EcoDiesel differ?

    Increased diesel torque does add strain to the system, and the beefier version of the transmission is not the only standard upgrade. Diesel-equipped Sport and Sahara models also come with the same wide-track heavy-duty Dana 44 front and rear axles that are already on a Wrangler Rubicon — but without the lockable front and rear differentials. And all share the diesel Rubicon's axle ratio of 3.73-to-1, too. These details make the diesel more attractive to those who would use a Sport or Sahara as the basis for a custom build.

    Inside, there are no new options, and the cabin retains the same attractive design, impressive build quality and logically arranged controls. If you scroll through the EcoDiesel's information screens, you will find a new page in the vehicle status section that indicates the current level of the diesel exhaust fluid (DEF) tank, but that's about it.

    That tank is located left of center between the trailer hitch and the rear axle. If there were such a thing as a Field Guide to the North American Jeep, it'd suggest you look below the bumper for the telltale lower edge of the 5.1-gallon DEF tank to identify a diesel-powered Wrangler. This tank doesn't hang down enough to hamper the all-important departure angle, but Jeep did see fit to protect it with a sturdy new skid plate.

    The DEF filler port itself is not obvious because Jeep managed to wedge it into the same round fuel door opening found on any other current-model Jeep. You'll see it instantly whenever you'll fuel up, but Jeep says you won't have to add DEF between oil changes unless you only add a single 2.5-gallon jug at a time, as we tend to do. In that case, you might add a jug every 5,000 miles, give or take.

    What else should I know?

    There are a few other changes for the 2020 Jeep Wrangler. In 2019, the four-cylinder engine came standard with eTorque, a mild hybrid system intended to boost fuel economy slightly. It does nothing to boost peak torque, however, and the eTorque fitment makes that engine more expensive than the 3.6-liter V6 (without eTorque).

    This year Jeep has straightened that out in two ways. The eTorque system has been removed from the 2.0-liter engine in the Sport and Rubicon trim lines, where the progression for automatic-transmission buyers is 2.0-liter at the bottom, 3.6-liter V6 in the middle and 3.0-liter EcoDiesel V6 at the top. Automatic buyers on the Sahara side will see the 2.0-liter with eTorque as its base offering, a new 3.6-liter V6 with eTorque in the middle and the 3.0-liter EcoDiesel once again at the top. In all cases and all trim lines, the cheapest offering remains the 3.6-liter V6 paired with a six-speed manual transmission.

    Pricing and availability

    A dealer can submit your order for a Jeep Wrangler EcoDiesel right now. But you might actually be able to get your hands on one sooner if you wait until they start arriving in dealerships in late December and early January.

    All powertrains are options when it comes to Jeep pricing, so figuring out the cost of the diesel is somewhat formulaic. The 2.0-liter engine and its automatic cost $1,500 more than the base manual-transmission setup, and the 3.6-liter V6 with an automatic costs $1,250 more than that. From there, the step up to the diesel is another $3,250. This price ladder is slightly different with the Sahara because of eTorque.

    The upshot of all this is that the cheapest diesel-powered Wrangler Sport four-door with no options will cost you $39,290, including destination charges.

    Edmunds says

    We've put more than 40,000 miles on our own long-term Jeep Wrangler Unlimited four-door. We're confident that we would have enjoyed every one of those miles much more had the EcoDiesel engine been available when we bought it. Even if it never pays for itself in fuel savings, the EcoDiesel is worth considering.


    Is the Jeep Wrangler a good car?

    The Edmunds experts tested the 2020 Wrangler both on the road and at the track, giving it a 7.8 out of 10. You probably care about Jeep Wrangler fuel economy, so it's important to know that the Wrangler gets an EPA-estimated 21 mpg. What about cargo capacity? When you're thinking about carrying stuff in your new car, keep in mind that carrying capacity for the Wrangler ranges from 12.9 to 31.7 cubic feet of trunk space. And then there's safety and reliability. Edmunds has all the latest NHTSA and IIHS crash-test scores, plus industry-leading expert and consumer reviews to help you understand what it's like to own and maintain a Jeep Wrangler. Learn more

    What's new in the 2020 Jeep Wrangler?

    According to Edmunds’ car experts, here’s what’s new for the 2020 Jeep Wrangler:

    • New diesel-powered V6 engine option
    • New V6 mild hybrid engine option on Sahara Unlimited trim
    • New Altitude variant for Sport and Sahara models
    • New special-edition models added; Moab trim discontinued
    • Part of the fourth Wrangler generation introduced for 2018
    Learn more

    Is the Jeep Wrangler reliable?

    To determine whether the Jeep Wrangler is reliable, read Edmunds' authentic consumer reviews, which come from real owners and reveal what it's like to live with the Wrangler. Look for specific complaints that keep popping up in the reviews, and be sure to compare the Wrangler's average consumer rating to that of competing vehicles. Learn more

    Is the 2020 Jeep Wrangler a good car?

    There's a lot to consider if you're wondering whether the 2020 Jeep Wrangler is a good car. Edmunds' expert testing team reviewed the 2020 Wrangler and gave it a 7.8 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2020 Wrangler is a good car for you. Learn more

    How much should I pay for a 2020 Jeep Wrangler?

    The least-expensive 2020 Jeep Wrangler is the 2020 Jeep Wrangler Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $43,450.

    Other versions include:

    • Unlimited North Edition 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) which starts at $44,465
    • Unlimited Rubicon Recon 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) which starts at $46,950
    • Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) which starts at $43,450
    • Unlimited High Altitude 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) which starts at $49,750
    Learn more

    What are the different models of Jeep Wrangler?

    If you're interested in the Jeep Wrangler, the next question is, which Wrangler model is right for you? Wrangler variants include Unlimited North Edition 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A), Unlimited Rubicon Recon 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A), Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A), and Unlimited High Altitude 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A). For a full list of Wrangler models, check out Edmunds’ Features & Specs page. Learn more

    More about the 2020 Jeep Wrangler

    2020 Jeep Wrangler Hybrid Overview

    The 2020 Jeep Wrangler Hybrid is offered in the following styles: Unlimited North Edition 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A), Unlimited Rubicon Recon 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A), Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A), and Unlimited High Altitude 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A).

    What do people think of the 2020 Jeep Wrangler Hybrid?

    Consumer ratings and reviews are also available for the 2020 Jeep Wrangler Hybrid and all its trim types. Overall, Edmunds users rate the 2020 Wrangler Hybrid 4.2 on a scale of 1 to 5 stars. Edmunds consumer reviews allow users to sift through aggregated consumer reviews to understand what other drivers are saying about any vehicle in our database. Detailed rating breakdowns (including performance, comfort, value, interior, exterior design, build quality, and reliability) are available as well to provide shoppers with a comprehensive understanding of why customers like the 2020 Wrangler Hybrid.

    Edmunds Expert Reviews

    Edmunds experts have compiled a robust series of ratings and reviews for the 2020 Jeep Wrangler Hybrid and all model years in our database. Our rich analysis includes expert reviews and recommendations for the 2020 Wrangler Hybrid featuring deep dives into trim levels including Unlimited North Edition, Unlimited Rubicon Recon, Rubicon Recon, etc. with careful analysis around pricing, features, performance, mpg, safety, interior, and driving and performance. Edmunds also offers expert ratings, road test and performance data, long-term road tests, first-drive reviews, video reviews and more.

    Read our full review of the 2020 Jeep Wrangler Hybrid here.

    Our Review Process

    This review was written by a member of Edmunds' editorial team of expert car reviewers. Our team drives every car you can buy. We put the vehicles through rigorous testing, evaluating how they drive and comparing them in detail to their competitors.

    We're also regular people like you, so we pay attention to all the different ways people use their cars every day. We want to know if there's enough room for our families and our weekend gear and whether or not our favorite drink fits in the cupholder. Our editors want to help you make the best decision on a car that fits your life.

    What's a good price for a New 2020 Jeep Wrangler Hybrid?

    2020 Jeep Wrangler Hybrid Unlimited North Edition 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A)

    The 2020 Jeep Wrangler Hybrid Unlimited North Edition 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $49,865. The average price paid for a new 2020 Jeep Wrangler Hybrid Unlimited North Edition 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is trending $4,705 below the manufacturer’s MSRP.

    Edmunds members save an average of $4,705 by getting upfront special offers. The estimated special offer price in your area is $45,160.

    The average savings for the 2020 Jeep Wrangler Hybrid Unlimited North Edition 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is 9.4% below the MSRP.

    2020 Jeep Wrangler Hybrid Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A)

    The 2020 Jeep Wrangler Hybrid Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $50,975. The average price paid for a new 2020 Jeep Wrangler Hybrid Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is trending $4,814 below the manufacturer’s MSRP.

    Edmunds members save an average of $4,814 by getting upfront special offers. The estimated special offer price in your area is $46,161.

    The average savings for the 2020 Jeep Wrangler Hybrid Rubicon Recon 2dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is 9.4% below the MSRP.

    2020 Jeep Wrangler Hybrid Unlimited High Altitude 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A)

    The 2020 Jeep Wrangler Hybrid Unlimited High Altitude 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $55,815. The average price paid for a new 2020 Jeep Wrangler Hybrid Unlimited High Altitude 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is trending $5,285 below the manufacturer’s MSRP.

    Edmunds members save an average of $5,285 by getting upfront special offers. The estimated special offer price in your area is $50,530.

    The average savings for the 2020 Jeep Wrangler Hybrid Unlimited High Altitude 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is 9.5% below the MSRP.

    2020 Jeep Wrangler Hybrid Unlimited Rubicon Recon 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A)

    The 2020 Jeep Wrangler Hybrid Unlimited Rubicon Recon 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $56,825. The average price paid for a new 2020 Jeep Wrangler Hybrid Unlimited Rubicon Recon 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is trending $5,382 below the manufacturer’s MSRP.

    Edmunds members save an average of $5,382 by getting upfront special offers. The estimated special offer price in your area is $51,443.

    The average savings for the 2020 Jeep Wrangler Hybrid Unlimited Rubicon Recon 4dr SUV 4WD (2.0L 4cyl Turbo gas/electric hybrid 8A) is 9.5% below the MSRP.

    Shop with Edmunds for perks and special offers on new cars, trucks, and SUVs near Ashburn, VA. Doing so could save you hundreds or thousands of dollars. Edmunds also provides consumer-driven dealership sales and service reviews to help you make informed decisions about what cars to buy and where to buy them.

    Which 2020 Jeep Wrangler Hybrids are available in my area?

    2020 Jeep Wrangler Hybrid Listings and Inventory

    Simply research the type of used car you're interested in and then select a car from our massive database to find cheap used cars for sale near you. Once you have identified a vehicle you're interested in, check the AutoCheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2020 Jeep Wrangler Hybrid.

    Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2020 Jeep Wrangler Hybrid for sale near you.

    Can't find a new 2020 Jeep Wrangler Wrangler Hybrid you want in your area? Consider a broader search.

    Find a new Jeep for sale - 5 great deals out of 21 listings starting at $17,190.

    Why trust Edmunds?

    Edmunds has deep data on over 6 million new, used, and certified pre-owned vehicles, including all models of the 2020 Jeep Wrangler Hybrid and all available trim types: Unlimited North Edition, Rubicon Recon, Unlimited Rubicon Recon, etc. Rich, trim-level features & specs and options data tracked for the 2020 Jeep Wrangler Hybrid include (but are not limited to): MSRP, available incentives and deals, average price paid, warranty information (basic, drivetrain, and maintenance), features (interior and exterior color, upholstery, bluetooth, navigation, cruise control, parking assistance, lane sensing, keyless ignition, satellite radio, folding rears seats,run flat tires, wheel type, tire size, sunroof, etc.), vehicle specifications (engine cylinder count, drivetrain, engine power, torque, engine displacement, transmission), fuel economy and MPG (city, highway, and combined, fuel capacity, range), vehicle dimensions (interior cabin space, vehicle length and width, seating capacity, cargo space). Edmunds also provides tools to allow shopper to compare vehicles to similar models of their choosing by warranty, interior features, exterior features, specifications, vehicle dimensions, consumer rating, edmunds expert review, safety rating, and color.

    Should I lease or buy a 2020 Jeep Wrangler?

    Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.

    Check out Jeep lease specials