2025 jeep wagoneer s limitedView exterior photos
Marc Urbano|Car and Driver
A strange thing happened to the 2025 Jeep Wagoneer S. The 2024 Launch Edition we first reviewed when it came out had an EPA range rating of 303 miles and a combined fuel economy of 97 MPGe. But then we got one in for this test—specifically a 2025 Wagoneer S Limited—and the EPA range estimate had dropped to 294 miles, and the combined fuel economy was 93 MPGe. The 2025 Launch Edition also has the same sub-300-mile range and the lower MPGe figure. Curious indeed. Lest you think some variable is at play, such as tires, we can assure you that the same Falken Ziex CT60 all-season rubber is fitted to both years.
Whatever the reason, Jeep can no longer boast that the 2025 Wagoneer S has a range of over 300 miles. But its range is still pretty good. In fact, in our 75-mph highway testing, a Launch Edition covered 280 miles. That’s solid compared with its EPA rating of 294 miles, and it would have been a decent result even if the EPA rating were 303 miles. The battery is still a fairly standard-size 94 kWh, and according to Jeep’s reckoning, it’ll fill from 20 to 80 percent in about 23 minutes at a DC fast-charger at speeds up to 203 kilowatts. We have yet to verify that, though.
2025 jeep wagoneer s limitedview exterior photos
Marc Urbano|Car and Driver
Both versions of the Wagoneer S are powered by permanent-magnet synchronous AC motors front and rear, with each churning out a maximum of 335 horsepower and 310 pound-feet of torque. The rear unit is the primary driver, and the front motor is engaged whenever the wheel-end disconnect mechanism is in play (an involuntary action). Total grunt is a little bit less than the sum of both figures: It’s 600 horsepower and 617 pound-feet in the Launch Edition, while the Limited is, er, limited to 500 horsepower and 524 pound-feet in stock trim. Our Limited test car, however, was fitted with an over-the-air option called the Power Group ($2500) that steps it up to the full 600 horsepower and 617 pound-feet.
HIGHS: Accelerates like a bat out of hell, real-world range is decent, pleasant inside.
The thing is, all of that power comes without any form of traction control if you’re in Sport mode. It’s there normally, but not in the Sport mode we use for acceleration runs. Keeping it hooked up took considerable effort, and several runs were tossed out because the Jeep simply roasted its front tires. It doesn’t help that the accelerator is touchy, and this is an issue even if you’re trying to pull away from a stop gently. When we did get a clean run, the 3.4-second to 60 mph matched Jeep’s prediction. This carries on to 7.6 seconds at 100 mph and an ultimate sprint in the quarter-mile of 11.5 seconds at 123 mph. Passing times are properly rapid, as the run from 30 to 50 mph takes just 1.5 seconds, and the 50-to-70-mph blast requires 1.8 seconds.
2025 jeep wagoneer s limitedview exterior photos
Marc Urbano|Car and Driver
When it’s time to slow things down, the Wagoneer S has too little grip and stopping power for its available speed, taking a full 206 feet to execute a panic stop from 70 mph. Up it to 100 mph, and it takes a full 416 feet to get the thing back to a standstill. We’ll fault the Falken tires for most of this, and the poor hookup under acceleration indeed seems to dovetail with the braking debacle. The S’s middling 0.80 g of grip on the skidpad somewhat supports that theory as well, though it’s not all that bad for a 5723-pound EV on all-season rubber. While this tire may have rather different longitudinal- and lateral-grip characteristics, not having the option of activating traction control in Sport mode is a bad idea. Yet that still wouldn’t address the Jeep’s poor stopping performance.
2025 jeep wagoneer s limitedview interior Photos
Marc Urbano|Car and Driver
More on the Wagoneer S
2025 Jeep Wagoneer S
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The Wagoneer S rides on struts up front and an integral multilink in the rear, and it uses steel springs and passive dampers. When the rather skinny 235/50R-20 tires aren’t honking around the skidpad, they seem to offer sufficient grip for their size, plus a fairly low level of noise throughout. But this Jeep’s steering feels disconnected and lacks self-centering during straight-line driving or the execution of routine turns. Up the pace and add some lateral load, and things become more focused.
LOWS: Woeful emergency braking, ride needs sorting, no traction control in Sport mode.
As for the ride, it feels rougher than the road looks, as if the whole shebang was magnifying the size of the bumps. Our test car seemed to jack itself down with every compression, as if slightly too-high rebound force was holding it down to the pavement. Can you say head toss? You will.
2025 jeep wagoneer s limitedview interior Photos
Marc Urbano|Car and Driver
The other aspects of the Wagoneer S are unchanged. It’s the same “coupe”-style SUV masquerading as a traditional one, with a large rear spoiler at the upper aft corner. But that spoiler masks the roof’s distinct sloping shape. Fortunately, the sloping roofline is not quite as intrusive as in, say, a BMW X4, so rear passenger headroom is not much affected. In fact, rear-seat accommodations are generous, with a full 38 inches of legroom back there, and there’s a decent 31 cubic feet of storage behind the rear seat. The main drawback is slotlike rear visibility. Thankfully, drivers can use the standard rear camera instead, and its view is quite expansive because it is mounted on the rear spoiler.
2025 jeep wagoneer s limitedview interior Photos
Marc Urbano|Car and Driver
Of course, the front is where you’ll sit as the driver, and here the Wagoneer S is on the money. There’s plenty of head- and legroom, and the controls are largely easy to understand. Ahead of you is a 12.3-inch screen that serves up the instruments, and to its right is another 12.3-inch center touchscreen for infotainment. Below that is a smaller 10.3-inch display for HVAC, seating, and related controls. You can opt for another 10.3-inch touchscreen ahead of the passenger; our test example had it as part of a comprehensive $4000 Comfort package that also includes ventilated front seats, a hands-free power liftgate, a power-tilting and -telescoping steering column with memory, a head-up display, and a killer 19-speaker McIntosh sound system. It all looks quite smart because of how Jeep has tied everything together with Wagoneer design cues.
Headshot of Dan Edmunds
Reviewed byDan Edmunds
Technical Editor
Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department.
