2022 Jeep Wrangler Unlimited Rubicon 392
MSRP range: $79,595 Price range reflects Base MSRP for various trim levels, not including options or fees.
2022 Jeep Wrangler Unlimited Rubicon 392





+26
good
7.9/10
Edmunds Rating
The Wrangler Rubicon 392 offers the same strengths (endless personality, off-road capability) and weaknesses (on-road comfort, interior size) of a regular Rubicon, but with a V8 engine. Its muscle car-like soundtrack and acceleration will put ear-to-ear grins on everyone in the cabin. Though it's pricey, this unique combination represents tremendous value (and fun) to off-road enthusiasts.
Total MSRP | $81,190 |
---|---|
Edmunds suggests you pay | $78,001 |
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2022 Jeep Wrangler Unlimited Rubicon 392 Review

byRyan ZumMallen
Contributor
Ryan ZumMallen has worked in the automotive industry since 2012. He has written thousands of car-related articles and tested and reviewed hundreds of vehicles over the course of his career. Ryan has also contributed to Road & Track, Autoweek, Trucks.com and more. In 2019, Ryan published his first book, Slow Car Fast, on the millennial generation and its unique take on modern car culture.
Pros
- Unrelentingly capable off-road
- Extensive customization options
- Available diesel engine
- Removable top and doors
Cons
- 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 SUVs
What's new
- Minor changes to standard feature availability
- New High Tide and Beach editions
- Part of the fourth Wrangler generation introduced for 2018
We can't think of a more capable or iconic vehicle than the Jeep Wrangler. Want to cruise down by the beach or traverse a rugged trail? There's a Wrangler for you. Although Jeeps haven't changed that much in the grand scheme of things, their continued evolution means the current Wrangler offers more creature comforts and usability than ever before. Jeep also offers five different engines for the Wrangler, so whether you're looking for fuel economy, power or a mix of the two, odds are there's one that will satisfy.
Cost to DriveCost to drive estimates for the 2022 Jeep Wrangler Unlimited Rubicon 392 4dr SUV 4WD (6.4L 8cyl 8A) and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of $4.06 per gallon for premium unleaded in Virginia.
Monthly estimates based on costs in Virginia
$343/mo
Wrangler Unlimited Rubicon 392
vs
$193/mo
Avg. Midsize SUV
The Wrangler's best potential fuel economy comes from the Wrangler 4xe. It has a turbocharged four-cylinder engine and plug-in hybrid componentry. That combination produces 375 horsepower plus about 22 miles of all-electric range on a full battery charge. Frequently recharging can really help save on gas. But once you use up the battery, the 4xe hybrid only gets around 20 mpg, which is no better than the Wrangler's regular V6.
Prefer fuel swilling to fuel sipping? The Wrangler Rubicon 392 should satisfy. For this model Jeep drops in a thumping 470-hp 6.4-liter (392-cubic-inch) V8 engine. Hammer the gas and you'll rocket from 0 to 60 mph in just 4.7 seconds. Impressively, the Rubicon 392 retains all of the Rubicon's impressive low-speed off-road ability too.
However, the Wrangler is no longer the only big fish in its small pond. In recent years the Wrangler and Toyota 4Runner have been joined by other rugged SUVs. The Land Rover Defender is packed with sophisticated off-road tech while the Ford Bronco gives you Ford's take on what an off-roading SUV should be. Even with the added competition, the Wrangler is still a one-of-a-kind driving experience. Read our Expert Rating below to get our test team's take on the Wrangler's performance, comfort and more.
Edmunds Expert Rating
good
7.9/10
Edmunds Rating
Our VerdictThe Edmunds Vehicle Testing Team evaluates a fresh batch of vehicles every week, pairing objective assessments at our test track with real-world driving on city streets, freeways and winding roads. The data we gather results in our Expert Ratings. They’re based on 30-plus scores that cover every aspect of the automotive experience.
The Wrangler Rubicon 392 offers the same strengths (endless personality, off-road capability) and weaknesses (on-road comfort, interior size) of a regular Rubicon, but with a V8 engine. Its muscle car-like soundtrack and acceleration will put ear-to-ear grins on everyone in the cabin. Though it's pricey, this unique combination represents tremendous value (and fun) to off-road enthusiasts.
Rated for you by America's best test team.
Performance
8.0/10
How does the Wrangler 392 drive? It's like a rocket-propelled cinder block. Endowed with a 470-horsepower V8, this Wrangler has absurd acceleration. Smack the gas pedal and the rear tires bark before reaching 60 mph in 4.7 seconds and passing the quarter mile in 13.3 seconds. The ease and smoothness of the acceleration are perversely entertaining, but drivers with poor impulse control will quickly find the braking, steering and handling shortcomings that are intrinsic to the Wrangler.
Solid front and rear axles, 33-inch all-terrain tires, an electronically disconnecting front anti-roll bar, generous exterior clearances and ample torque make this one of the most accomplished off-roaders you can buy new from the factory.
Solid front and rear axles, 33-inch all-terrain tires, an electronically disconnecting front anti-roll bar, generous exterior clearances and ample torque make this one of the most accomplished off-roaders you can buy new from the factory.
Comfort
7.5/10
How comfortable is the Wrangler 392? The Rubicon can be fatiguing during extended drives at freeway speeds. The off-road hardware responsible for the Rubicon's rock-crawling prowess is also responsible for the subpar on-road ride quality on anything but a smooth surface. Similarly, the boxy design and all-terrain tires create plenty of wind and road noise.
The Wrangler doesn't place a great importance on passenger comfort, but there are a few highlights. The front seats are well shaped and remain livable on long trips. The rear bench is flatter and firmer, but it reclines a bit. The climate system is highly effective and largely quiet, and it features intuitive controls for adjustments. Heated front seats and a heated steering wheel are standard on the 392.
The Wrangler doesn't place a great importance on passenger comfort, but there are a few highlights. The front seats are well shaped and remain livable on long trips. The rear bench is flatter and firmer, but it reclines a bit. The climate system is highly effective and largely quiet, and it features intuitive controls for adjustments. Heated front seats and a heated steering wheel are standard on the 392.
Continue reading Edmunds Expert Rating below
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2022 Jeep Wrangler Unlimited Rubicon 392 pricing
in Ashburn, VA
Unlimited Rubicon 392
6.4L 8cyl 8A
Edmunds suggests you pay
$78,001
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Interior
7.5/10
How’s the interior? The Wrangler 392's from-the-factory lift kit means it's a touch higher than a regular Rubicon, so it requires a bit more effort to hop inside. Anyone of average height or shorter will need to use the grab handles. On the other hand, this height combined with the large windows and narrow pillars equals superb outward views with minimal blind spots.
The driving position is fairly upright, but there's a useful range of adjustment from the seat and steering wheel. The interior feels tight — the Wrangler has less shoulder room and legroom than rivals. Though there are many controls (especially in the Rubicon and its many adjustments for off-road driving), the layout is refreshingly intuitive.
The driving position is fairly upright, but there's a useful range of adjustment from the seat and steering wheel. The interior feels tight — the Wrangler has less shoulder room and legroom than rivals. Though there are many controls (especially in the Rubicon and its many adjustments for off-road driving), the layout is refreshingly intuitive.
Technology
8.0/10
How’s the tech? The Rubicon 392 comes standard with the Wrangler's top-of-the-line 8.4-inch infotainment system, which offers sharp graphics and generally quick responses. Some features, including the off-road application, take a long time to load. There are plenty of easy-to-access charging ports (USB and USB-C), and Android Auto and Apple CarPlay smartphone integration is supported. Wireless charging is not available.
When it comes to driver aids, the 392 comes standard with all of the Wrangler's technology, including blind-spot monitoring, collision mitigation and adaptive cruise control. The forward- and rear-facing exterior cameras are a massive help in both parking lots and when climbing trails.
When it comes to driver aids, the 392 comes standard with all of the Wrangler's technology, including blind-spot monitoring, collision mitigation and adaptive cruise control. The forward- and rear-facing exterior cameras are a massive help in both parking lots and when climbing trails.
Storage
7.0/10
How’s the storage? The Wrangler's narrowness compared to other SUVs limits cargo space. Its 31.7 cubic feet of capacity behind the rear seats is a touch less than what off-road competitors such as the Toyota 4Runner and Land Rover Defender offer. You can fold the rear seats flat to increase cargo space. Up front, there aren't many places to store small items, and the door pockets are nothing more than shallow nets.
Child safety seats are easy to fit in four-door Wranglers so long as they're not too bulky. You might have to move the front seat forward to fit a rear-facing seat. With options, the Wrangler can tow up to 3,500 pounds and can be flat-towed behind a motorhome.
Child safety seats are easy to fit in four-door Wranglers so long as they're not too bulky. You might have to move the front seat forward to fit a rear-facing seat. With options, the Wrangler can tow up to 3,500 pounds and can be flat-towed behind a motorhome.
Fuel Economy
6.5/10
How economical is the Wrangler 392? If you're expecting good fuel economy from a V8-powered Wrangler, you're going to have a bad time. With an EPA fuel economy rating of 14 mpg combined (13 city/17 highway), the Wrangler 392 trails every other similarly priced off-road SUV available.
Value
7.0/10
Is the Wrangler 392 a good value? The Wrangler Rubicon 392 has a steep starting price, but it presents a unique package that has endless value to select buyers. Its robust hardware (from locking differentials to the V8 engine), capability and character are unmatched by any competitor currently on sale. More casual shoppers will be disappointed by the fuel economy and cost.
The construction and build quality appear strong at first, with attractive materials used on the dash and seats. Alas, after owning a Wrangler Rubicon for over 50,000 miles, we found more than a few parts that didn't live up to expectations. Warranty coverage and ownership perks are average among competitors.
The construction and build quality appear strong at first, with attractive materials used on the dash and seats. Alas, after owning a Wrangler Rubicon for over 50,000 miles, we found more than a few parts that didn't live up to expectations. Warranty coverage and ownership perks are average among competitors.
Wildcard
10.0/10
The non-V8 Wrangler Rubicon already nails the personality and fun-to-drive metrics through a mix of iconic design and unparalleled off-road prowess. Toss in a powerful and loud V8 engine, and the score moves off the charts. On the road, the sound and acceleration make everyone in the cabin giggle like children — you'll want to surprise first timers in the passenger seat. Off-road, the V8 soundtrack pops and cracks when you're crawling down a hill in low range.
You can still remove the doors and roof, as well as drop the windshield, and owners can enjoy a nearly endless aftermarket. Everyone knows the shape of a Wrangler, and most folks think it's cool even if they don't identify as a car enthusiast.
You can still remove the doors and roof, as well as drop the windshield, and owners can enjoy a nearly endless aftermarket. Everyone knows the shape of a Wrangler, and most folks think it's cool even if they don't identify as a car enthusiast.
Which Wrangler does Edmunds recommend?
The Rubicon remains the Wrangler to get. Its enhanced off-roading hardware opens up a world of possible adventures whether you're a first-timer or a seasoned conqueror.
Jeep Wrangler models
The Jeep Wrangler is an SUV available as a two-door model or as a four-door model called the Unlimited. The two-door Wrangler is available in two main trim levels: Sport and Rubicon. There are also a few subtrims based on the Sport: Willys Sport, Sport S, Willys and Altitude. The four-door Wrangler Unlimited offers the additional choice of the Sahara, the 4xe plug-in hybrid (Sahara or Rubicon trim only) and the Rubicon 392. Most Wranglers come with a part-time four-wheel-drive system with low-range gearing. A full-time 4WD system is optional.
There are five engines from which to choose:
- 3.6-liter V6 (285 horsepower, 260 lb-ft of torque) paired with a six-speed manual or an eight-speed automatic transmission
- Turbocharged 2.0-liter four-cylinder (270 hp, 295 lb-ft of torque); automatic transmission only
- Turbocharged 3.0-liter diesel V6 (260 hp, 442 lb-ft of torque); automatic and four-door only
- 6.4-liter V8 called the 392 (470 hp, 470 lb-ft of torque); automatic, four-door Rubicon only
- Plug-in hybrid powertrain called the 4xe (375 hp, 470 lb-ft of torque); automatic and four-door Rubicon and Sahara only
Sport
Starts you off with the basics, such as:
- Foglights
- Tow hooks
- Skid plates
- 17-inch steel wheels
- 7-inch touchscreen
- Apple CarPlay and Android Auto smartphone integration
- Crank windows and manual door locks
Sport S
Adds a few creature comforts such as:
- Alloy wheels
- Leather-wrapped steering wheel
- Air conditioning
- Power windows and door locks
Willys Sport, Sport S, Willys and Altitude
These are similar to the Sport but add a varying mix of additional features (air conditioning and power windows and door locks, for instance) or special styling details.
High Tide
This new beach-oriented variant is based on the Sport S trim and adds:
- Xtreme Recon package (see below)
- Hardtop with Sunrider fabric section
- LED exterior lighting
- Rock rails
- Unique badging
Jeep Beach
This package is available as an add-on to the High Tide and also has:
- Body-color fenders
- Unique exterior and interior badging
- Premium leather upholstery
Sahara
A more plush and stylish Wrangler with:
- Body-colored grille and fender flares
- 18-inch wheels
- Full-time 4WD
- 8.4-inch touchscreen with integrated navigation
- Upgraded driver information display
- Automatic climate control
- Remote keyless entry
Rubicon
The Rubicon is a true warrior with these standard features to increase off-road capability:
- 17-inch wheels with all-terrain tires
- Heavy-duty front and rear axles with shorter 4.10 gear ratio
- 4:1 low-range gearing (provides extra traction when off-roading)
- Electronic locking front and rear differentials (provides extra traction when off-roading)
- Electronic disconnecting front stabilizer bar (enhances wheel articulation when off-roading)
- Rock rails (protects underbody when off-roading)
- Off-Road Plus drive mode
Rubicon 392
This high-powered model lacks the Rubicon's axle ratio and low-range gearing but adds:
- V8 engine
- High-performance brakes
- 2-inch suspension lift
- Fox shock absorbers
- Three-piece hardtop
- LED headlights
- Leather upholstery
- Heated front seats and steering wheel
- Alpine premium stereo system
- Blind-spot monitoring with rear cross-traffic alert (warns you if a vehicle is in your blind spot during a lane change or while in reverse)
- Adaptive cruise control (adjusts speed to maintain a constant distance between the vehicle and the car in front)
- Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
Many of the standard features found on the Rubicon 392 are available on the other Wrangler trims as part of the subtrim packages or other bundled option packages. Depending on the Wrangler's trim and configuration, other key options to look out for:
- Forward-facing camera (to help better spot terrain when off-roading)
- Trailer towing package
- Sky One-Touch Power Top (combines hardtop sides with a retractable fabric roof-length cover)
- Xtreme Recon package
- 35-inch tires on bead-lock capable wheels
- Fender extensions
- 4.56:1 axle gearing
- 1.5-inch suspension lift
- Reinforced hinge gate for the heavier spare tire

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Consumer reviews
Read what other owners think about the 2022 Jeep Wrangler.
5 star reviews: 80%
4 star reviews: 6%
3 star reviews: 0%
2 star reviews: 2%
1 star reviews: 12%
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5/5 stars, Dream Jeep
Miranda Critchley ,
Unlimited Rubicon 392 4dr SUV 4WD (6.4L 8cyl 8A)
Love my Jeep, very roomy and just what I wanted!
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2022 Jeep Wrangler videos
TRAVIS LANGNESS: The Jeep Wrangler has been the king of off-roading for a long time and with good reason. It can go places other vehicles can't even dream of, and it does so in a relentless pursuit of being really good off road while sacrificing some on-road comfort, no matter what Jeep Wrangler owners will tell you. Uncomfortable, loud? I'll show you uncomfortable and loud. I'll take the doors off and throw them in a river for good. (SLOW MOTION) In a river for good. But no reign as the king of off-roaders can last forever, and that is where the Ford Bronco comes in. [MUSIC PLAYING] This thing is aimed right at the heart of the Jeep Wrangler. It comes in 2- and 4-door configurations just like the Wrangler, a soft top and hardtop configurations just like the Wrangler. These two are competing to see which one is the best SUV for you and which one will get all of your off-roading cash. Speaking of cash, if you want a cash offer on your car today, go to edmunds.com/sellmycar. [LAUGHS] King of segue. I bet you didn't see that one coming. Aside from trophy truck stuff, things like the RAM TRX and the Ford F-150 Raptor, the Bronco and the Wrangler are the best off-roaders you can currently buy. And why? Well, like trucks, they're built on body-on-frame construction. They've got four-wheel drive, knobby tires, great approach and departure angles, locking differentials, tons of articulation. The list goes on and on. But these things will go places that nothing else will. f And more than just getting to those tough places or going up steep rock hills, we want to know what they're like on their way there. Are they comfortable? Do they soak up bumps? But then what are they like when they get there? What's the articulation like? How easy is it to switch out of two-wheel drive into four-wheel drive? Et cetera, et cetera. And we've got tests for all of those things, including that bump factor. These off-roaders ain't cheap. Sure, the Bronco and the Wrangler start under $30,000, or at least that's what the brochures tell you, but that's before you include destination, which is part of the price of the vehicles, and before you option them up to be able to take on any off road obstacle you come across. The Bronco we brought out is our first edition long-termer. We keep it in our fleet for a year and test it. If you haven't seen our video on that, go ahead and click the link to check it out, but it is basically the most expensive Bronco you can currently get aside from the Raptor, which isn't out yet. So to compete with it, we had to get a pretty well-equipped Wrangler, which is what we have. We got the Wrangler Rubicon 4XE which is the Rubicon version. That's the basically most affordable version of the Wrangler, and the 4XE means it's a plug-in hybrid. Now, we could have brought out the Extreme Recon with the 3.92 V8, but we thought that was overkill. Plus, if you consider the price of this particular Wrangler being around $68,000 with the one-touch convertible top, you take that $4,000 option off, you've got a $64,000 truck, a lot closer to what the first edition Bronco is rocking with its $62,000 price. So the first of the off-road tests for these vehicles is the world famous ziggurat of integrity. We're going to take both of these trucks up to ziggurat and see how far they go before lifting a tire up. Essentially, it's an articulation test, and I'm going to give them the best chances they've got. I'm going to disconnect sway bars, engage lockers, four-wheel drive low, see how high it can get before the rear tire comes off the ground. And it might not come off the ground at all. And in that case, it would be a success for both the Wrangler and the Bronco. But Wrangler first. All right, sway bar is disconnected, front and rear lockers engaged, four low, moving up, easy does it. All right, now we watch the 5 foot 8 man climb out of the car that's 12 feet off the ground. Oh, that was fun. So as expected, Wrangler made it all the way up. Rear tire's still on the ground. That is a win over the ziggurat. You can see all the fun hardware underneath here, the body-on-frame construction we talked about, the lockers. There's not much different about the 4XE underneath. And that's kind of what makes it cool, is it's a plug-in hybrid that's also still a Wrangler. Now, I got to get back in, which is going to suck. Does anybody have a step stool, guys? No? This is where you need flexibility. The technique is, please don't die. All right, so now we're going to go for the Bronco. I've got the front and rear lockers engaged, stabilizer bar disconnected, four low, same chances as the Wrangler. See how well it does. I feel that rear wheel coming up. I'll give it a looksie. So we have found a weak spot for the Bronco. And as I get out of it, you see even more that this rear wheel is off the ground, which means you're going to lose traction. So that's a point in the Wrangler's favor because it's going to maintain traction longer. Now, this thing is larger, wider. It has taller tires on it, so I thought it would do better. In this case, I would err down significantly if I was going off road. With 35's, make the comfort better, make traction a little bit better. But I'm actually pretty surprised that the Bronco didn't make it all the way up there without keeping all four wheels on the ground. And yeah, I can see full air underneath. Now, it could make it up there, but the point I'm looking to prove here is which one has better articulation. And in this case, it's clearly the Wrangler. Now, we're going to do the "less famous than the ziggurat but still world famous" hill climb. This one has actually caught out a couple of vehicles in the past, where it's high centered and we couldn't make it all the way up. But I don't think the Wrangler and the Bronco are going to have any trouble with it. I'm going to start out in four high. I'm not going to engage the lockers, and I'm see how far I can make it up the hill. If there's a problem, if I lose traction, if I can't quite make an articulation move, then I'll start changing settings. All right, pretty simple. Here we go. Up the hill climb. Now, I try and pick the same line every time, sort of right up the center, do my best not to get stuck. I don't want to give myself a problem that I have to solve later. I'm still in four high, still in four high, and the electric motor on this is really good at just crawling up things. I don't think I'm even going to need to go into four low. Oh, hey, there we go. Big, big ditch. Still in four high, going to make it out, though. My high center a bit, oh, a little bit of sliding, sliding. Stayed in four high. [LAUGHS] Definitely got some dirt spitting out there, but made it to the top. Well, that was fun. I had to send it a little bit. Got some dirt inside the cabin because the window was open, but had a good time. It was relatively easy, and I stayed in four high the whole time. Let's try it with the Bronco. All right, we're going up the same line. I can actually see where the tire tracks are from the Wrangler just a moment ago. I'm still in four high in the Bronco. I want to treat it the same way, see if it can make it up without any assists from the systems. Sway bars still connected. Ooh, four high doesn't want to do it in the Bronco. I might have to switch to four low. Oh, don't want to get stuck. All right, so I'm going to go into four low. I got to go into neutral for that. OK, we are switched into four low. That's real interesting. Did not want to go in four high. I wonder if the-- OK, no, now I'm just going to dig myself a hole, so I got to back out of it, give it a little bit better chance. I think what I'm going to do is engage the front locker. It seems that the left side on that one is-- remember, this is the same line as the Wrangler. I might have to do with the 35s, too. OK, lockers, lockers, now that did it. Front locker did it. It got me out of that mess. But now, I'm on a line that I do not like. I got dipped into a hole. This is not as easy for the Bronco as it was for the Wrangler. The Wrangler just went right up this stuff. So I'm going to do rear lockers as well. Four low, front and rear lockers engaged, going up the exact same line as the Wrangler. Now it feels a little bit easier. That was just too much for the Bronco without the lockers, which is, man, you think you know a truck, and you put it up against some tough stuff. Now, I probably could have left it in the four high and then just engage the lockers. But you try one thing. Then you try the next. And you're up the hill. Now, that was not as easy as I expected. It was a lot more difficult. I had to engage four low, which didn't do the trick. Then I had to engage the front locker, which got me past one of the sets of hills, and then I had to engage the rear locker to get me past another one of the sets of hills. And finding the buttons was easy on the dashboard, but boy, it's a lot easier to do that in the Wrangler than it was in a Bronco. All right, so we're going to do an out and back on the dirt. It's essentially a little course that we've designed here with some cones, and we've done it before with like the Ford Raptor. The best time I could get was around 30 seconds. Oh, boy. Come on, Raptor. Don't let me down. 37s. Whoops. Now I'm going to do it in the Wrangler, four high, see how fast I can do it. And hopefully, I do well. Count me down. JOHN: 3, 2, 1, go. TRAVIS LANGNESS: Oh, boy. I don't want to get too much dirt. Oh, there we go. Now this is much tighter. I thought I wasn't going to-- oh, can I make it? No, I got to back up. Oh, that's going to cost so much time. OK, the Bronco has the trail turn assist, so it's going to do better there. Boy, this thing is bouncy. OK, OK, OK, too much bounce there. Too much bounce. Oh, boy. A little faster and across the line. whoo, that is fun. It raises your heart rate quite a bit. What was my time, John? JOHN: 30.56 seconds. TRAVIS LANGNESS: [LAUGHS] Oh, man. That is like one second off of the Raptor's pace. That's really good. All right, now we're in the Bronco. We set a time about 31 seconds with the Wrangler, and I'm going to try and do better in the Bronco. That was a lot better than two of the other Fords we tested. This one, though, has a trick up its sleeve that I get to use at the other end, and I'm very excited for it. Four high, put it in drive. Let's go. JOHN: All right, go in 3, 2, 1, go. TRAVIS LANGNESS: Would it-- would it-- a little bit of loss of traction. This thing is so powerful. All right, and trail turn assist. Keep that inside wheel going [LAUGHS] and I do not have the 3-point turn. Now that is a big difference. That is going to save me like probably three seconds. Man, this part gets real dippy, and then I speed out at the end, cross the line. That trail turn assist is really cool. It breaks the inside wheel, and I can just do a really tight u-turn. And it does it at a pretty good speed to. It's doing it again. That's fun. What was the time, John? JOHN: 25:32. TRAVIS LANGNESS: Wow, wow. The fact that you don't have to do a 3-point turn really cuts the time down. Let's talk about the interior on the Jeep versus the interior on the Bronco, and we'll go with the Jeep first, obviously, because that's the one I'm sitting in. Now, this display, this is about 8.4 inch, I think, display, was one of our favorites when it debuted, and honestly, it's remained one of my favorites. I really enjoy the user functionality of this, how quickly it responds to inputs, and it's a really good-looking display. Plus, the forward-facing camera gives you a great view, forward if you're traversing some tough rocky areas. Then there's the layout of the buttons, pretty good except for the fact that the AUX controls, for example, if you hook up a winch or exterior lights, are buried behind this, the gear selector. The cup holder is reasonable size and a big large center stack here that has two separate openings, one for smaller items in the top. It's not great in terms of interior storage. The doors have nets because, well, they're designed to come off so why design them with cup holders? And they want to give more interior space. The Jeep is actually pretty narrow compared to the Bronco, so there's not much room. You're pretty close to the person next to you when you're sitting in the front. Otherwise, there's not much to explore in here. It's a reasonably nice interior. It's not what you would expect from a standard SUV in $60,000 to $70,000 price range, but I like it. So now let's check out the interior of the Bronco, and comparatively, the first thing that stands out up against the Wrangler is this massive 12-inch screen. And this is able to be here because of the way Ford has organized the buttons. These are, obviously, much smaller buttons than what you get in the Wrangler, so depending on your preferences, you may like one over the other. I don't think these are too small to operate. There's nice duplication of features down here in the buttons and on the touch screen. And then some of the off-road controls, for example, the locking front rear differentials, are up here. And where on the Wrangler there's the gear selector right in front of the AUX controls, Ford has decided to put the AUX controls up here. So you've got your Upfitter switches, and it's like being in an airplane. That's so cool. I much prefer that. It just kind of makes me geek out a little bit. And then you also get additional center console space. So in the Wrangler, there's kind of this weird slot underneath the controls that's not blocked off on either side, so if you put your smartphone there, it's just going to slide off to one side or the other. Here, you get wireless smartphone charging, the USB ports down in front, similar-sized cup holder space, and similar-sized center console. So a big deep center console, fit plenty of water bottles in there. Another benefit you get in the Bronco is wider seats. Because there's a wider interior, you can fit larger seats in here, and me, being a wider human, I like these seats better for road trips. Now, there is a drawback on the Bronco's interior. It, like the Wrangler, has nets on the doors instead of actual physical holders because they know you're going to be taking the doors on and off or at least they think you might be, and so they put in nets. But in the Bronco, the nets only go half the distance of the door. In the Wrangler, they go full the distance, so you get less net for your money. Oh, and one final thing-- the cameras on the Ford are excellent. The 360-degree camera is super high resolution, and when it's supported by a screen this large, when you have the forward- and rear-facing camera-- which you also get on the Jeep-- but when you have them here in such a big screen, it's easier to see. Plus, you can put this thing in Baja mode and go full speed ahead with a forward camera in operation. It's a pretty cool feature. The Rubicon, the four-door over there, it's got 31 cubes of cargo space behind the rear seats and 72 cubes when you fold them down. The Bronco, respectively, has 35 and 83 cubes, so more cargo space, which you would expect from a vehicle that's a little bit bigger. And I'd love to show you that cargo space, but it's broken. This is our long-term Bronco. We keep it in our fleet for a year and test it. We bought this one for the purposes of testing, and sometimes that includes when things break. Honestly, we've tried everything. We're going to take it to a Ford dealer to get it fixed next week, but trust me on this one. It's got more cargo space. We know what both of these are off road, but let's talk about them on road just for a brief moment. We've already done deep dives on both of these cars, how they are to drive with these trucks. So if you want to see those, check the links in the description below. But briefly, I'll talk about how this vehicle, the Bronco, has rack and pinion steering and the Wrangler has recirculating ball steering, which means the steering is really light, really vague, and when you're on the highway cruising 65, 70 miles an hour, it moves around a lot. If you have a big load in the rear or if you're towing something, it gets exponentially worse. The only thing that I can compare a modern Wrangler to in terms of driving dynamics is my old heavy duty van. It feels like its nose is pointed in the air and the tires are barely touching the ground. Honestly, the Bronco just wins outright. So if you want one that's better to drive every day, pick the Ford. So which one of these SUVs comes out on top? Well, the Wrangler is a little bit easier to off road. At least when it came to our hill climb test and our articulation test, the Wrangler won handily. But the Bronco did win in terms of the [? whoops ?] test. And the Wrangler comes with a number of different powertrains, the V8, the V6, the turbo four, or the plug-in hybrid where the Bronco only gets two choices for engines. But the Bronco wins in almost every other category. It's more comfortable. It's got better tech, better interior, more space, and it doesn't fight you when you're trying to steer it on the freeway. As a result, it wins out in the Edmunds ratings categories and, overall, ekes out a win against the Wrangler. But which one would you choose? Which one would you daily drive in? Which one would you want to go off-roading with? Let us know in the comments below. Click like and subscribe, and let us know what you want to see the Bronco and the Wrangler up against next.
Ford Bronco vs Jeep Wrangler 4xe: Head-to-Head Comparison
2022 Jeep Wrangler Unlimited Rubicon 392 Features & Specs
- Total MSRP
- $81,190
- MPG & Fuel
- 13 City / 17 Hwy / 14 Combined
- Fuel Tank Capacity: 21.5 gal. capacity
- Seating
- 5 seats
- Drivetrain
- Type: four wheel drive
- Transmission: 8-speed shiftable automatic
- Engine
- V8 cylinder
- Horsepower: 470 hp @ 6,000 rpm
- Torque: 470 lb-ft @ 4,300 rpm
- Basic Warranty
- 3 yr./ 36,000 mi.
- Dimensions
- Length: 188.4 in. / Height: 74.5 in.
- Overall Width without Mirrors: 73.8 in.
- Curb Weight: 5,103 lbs.
- Cargo Capacity, All Seats In Place: 27.7 cu.ft.
Compare the Jeep Wrangler
Jeep Wrangler vs. Ford Bronco
The Ford Bronco is a direct competitor to the Jeep Wrangler in nearly every measurable way — and it's a good one at that. This SUV comes in two-door and four-door configurations, with eye-catching looks and imposing off-road versions. The biggest difference between the two is the Bronco's civilized on-road manners, a characteristic that still eludes the rugged-above-all Wrangler.
Jeep Wrangler vs. Toyota 4Runner
The Toyota 4Runner differs from the Wrangler in several ways. For one, the 4Runner is a four-door SUV only, and it's available with a third row of seats. It's also larger than the Wrangler, with greater cargo capacity. It's less of a dedicated off-roader, but the 4Runner is plenty capable on trails — particularly in the tough TRD Pro form.
Jeep Wrangler vs. Land Rover Defender
A legend reborn, the Land Rover Defender is a modernized off-roader in every sense — from its intelligent traction systems to effusive luxury appointments throughout the interior. It's a step up, both in comfort and price, from the Wrangler. There are affordable base versions and costly higher trims, but in any form the Defender is a formidable — if fancy — off-road foe.

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Safety
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 Rating | Rating |
---|---|
Overall | 4 / 5 |
Driver | 4 / 5 |
Passenger | 4 / 5 |
Side Crash Rating | Rating |
Overall | Not Rated |
Side Barrier Rating | Rating |
Overall | Not Rated |
Driver | Not Rated |
Passenger | Not Rated |
Combined Side Barrier & Pole Ratings | Rating |
Front Seat | Not Rated |
Back Seat | Not Rated |
Rollover | Rating |
Rollover | 3 / 5 |
Dynamic Test Result | No Tip |
Risk Of Rollover | 27.9% |
FAQ
Is the Jeep Wrangler a good car?
The Edmunds experts tested the 2022 Wrangler both on the road and at the track, giving it a 7.9 out of 10. What about cargo capacity? When you're thinking about carrying stuff in your new car, keep in mind that the Wrangler has 27.7 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 2022 Jeep Wrangler?
According to Edmunds’ car experts, here’s what’s new for the 2022 Jeep Wrangler:
- Minor changes to standard feature availability
- New High Tide and Beach editions
- Part of the fourth Wrangler generation introduced for 2018
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 2022 Jeep Wrangler a good car?
There's a lot to consider if you're wondering whether the 2022 Jeep Wrangler is a good car. Edmunds' expert testing team reviewed the 2022 Wrangler and gave it a 7.9 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2022 Wrangler is a good car for you. Learn more
How much should I pay for a 2022 Jeep Wrangler?
The least-expensive 2022 Jeep Wrangler is the 2022 Jeep Wrangler Unlimited Rubicon 392 4dr SUV 4WD (6.4L 8cyl 8A). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $79,595.
Other versions include:
- Unlimited Rubicon 392 4dr SUV 4WD (6.4L 8cyl 8A) which starts at $79,595
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 Rubicon 392 4dr SUV 4WD (6.4L 8cyl 8A). For a full list of Wrangler models, check out Edmunds’ Features & Specs page. Learn more
Related 2022 Jeep Wrangler Unlimited Rubicon 392 info
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