2025 Jeep Wagoneer S Limited 4xe Review

Jeep has spent the last few years turning “Wagoneer” into a luxury label. The Wagoneer S is the version designed for a world where luxury mostly means software, screens, and quiet speed.

It’s also the part that confuses everyone at first: the Wagoneer S is fully electric. And on this model, “4xe” is a brand badge, not a plug-in hybrid promise. You charge it, you drive it, and you try to figure out whether Jeep has finally built an EV that feels as polished as it looks.

The answer is complicated in a very modern-car way. The Wagoneer S Limited does some things incredibly well. It also stumbles in a few places that you touch, feel, and notice every single day.

Exterior

From the outside, the Wagoneer S is Jeep aiming for “premium EV” without abandoning the Jeep silhouette entirely. The nose is the headline: a seven-slot grille that’s now an illuminated signature instead of a functional intake. It looks great at night. In daylight, it reads more like a design flex than a Jeep thing, but that’s the point.

The rest of the shape is classic fastback-crossover. It’s low and sleek by Jeep standards, and it looks more like a performance-focused midsize EV than anything wearing the Wagoneer name has ever looked. The stance and proportions do a lot of the work here. You can park it next to a lineup of other premium EV crossovers and it won’t feel like the odd one out.

The tradeoff is predictable: the roofline that makes it look expensive also makes the rear glass feel narrow. Even before you drive it, the rear window and thick pillars tell you exactly what the visibility is going to be like.

Interior

Inside is where the Wagoneer S makes its best argument.

The cabin is modern, comfortable, and clearly designed to feel like Jeep’s version of “nice,” not Jeep’s version of “good enough.” The seats are comfortable, the front row feels properly premium, and the overall vibe is quiet and upmarket in a way Jeep interiors have not always been.

Space is solid for a two-row SUV. The second row is usable for adults, and cargo room is reasonable for daily life. There’s also a small front trunk, which is exactly what you want in an EV: a place for charging cables, a camera bag, or anything you don’t want rolling around in the back.

But again, the shape is the shape. The rear visibility compromise is real from the driver’s seat, not just from the outside. Parking lots are where you feel it the most.

Performance

The Limited trim has serious power. In stock form it’s rated at 500 horsepower and 524 lb-ft of torque, and Jeep even offers an optional boost that takes it up to 600 horsepower. That kind of output has become strangely normal in the EV world, but it still feels wild in a Jeep.

In the best moments, the Wagoneer S feels exactly like what you want from a premium EV. It’s quiet, it’s smooth, and it does that instant-torque thing where merging becomes a non-event.

In the worst moments, it feels like the car has more power than the chassis and tuning are fully ready to handle.

A bunch of instrumented reviews have pointed out that the Wagoneer S can struggle for traction under hard acceleration. That shows up as wheelspin when you’re trying to launch cleanly, even with all-wheel drive. Some reviewers also call out torque steer under full throttle, the kind of tug at the wheel you don’t expect from a modern dual-motor EV.

Then there are the brakes, which are the most consistent criticism across other testing.

The complaint isn’t just “stopping distances could be shorter,” although some tests have measured long stops for the class. The bigger issue is brake feel. Multiple reviewers describe the transition between regenerative braking and the physical brakes as awkward, with low-speed stops that can be grabby or inconsistent. It’s the sort of thing that takes a premium-feeling EV and makes it feel unfinished, because braking is not a corner case. It’s something you do constantly.

Ride quality lands in a similar spot. There’s a firmness here that can read as “sporty,” but on imperfect roads it often comes across as busy. The car is heavy, like every big-battery EV is heavy, and the suspension doesn’t always hide that weight gracefully.

None of this makes the Wagoneer S bad to drive. It just makes it less refined than you want at this price, especially when so many competitors have gotten the basics of ride and brake tuning right.

Infotainment

The Wagoneer S is a screens-first vehicle. If you like that, you’re going to have a good time. If you don’t, you might feel like the car is constantly asking you to manage it.

Jeep’s Uconnect system is packed with features, and on paper it checks all the boxes. Wireless CarPlay and Android Auto are available, and the vehicle offers a lot of driver-assistance tech like adaptive cruise control, lane centering, and parking aids.

The problem is execution.

Some have described the interface as slow or fussy, with small touch targets and menu layouts that add friction to basic tasks. A few have also called out an odd ergonomic choice: touch-sensitive surfaces placed where your hand naturally wants to rest while you use the screen. That kind of design makes the system feel less like a tool and more like a thing you need to avoid setting off by accident.

Driver assistance gets better marks than the UI, but it’s still not perfect. The general theme is that it's a capable system, but not as smooth or as confident as those considered best-in-class.

Charging and range

The Wagoneer S Limited is rated around 294 miles of range on the EPA cycle. Real-world range will depend on speed, temperature, and how much you enjoy 500 horsepower.

The spread in published real-world testing is meaningful. One highway test at typical freeway speeds landed near 280 miles, while another long highway run came in much lower, closer to the low-200s. The takeaway is not that the car is secretly terrible at range. It’s that this is a big, powerful EV crossover and it will reward gentle driving and punish constant high-speed cruising.

Charging performance is competitive for the class. Jeep says it can go from roughly 20 to 80 percent in the low-20-minute range on a good DC fast charger, and that kind of number is what makes EV road trips feel normal instead of like a spreadsheet.

Conclusion

The Wagoneer S Limited 4xe is a great example of where Jeep is right now.

It absolutely nails the high-level stuff. It looks sharp. It feels modern. The cabin is genuinely nice. The power is effortless. In a quick drive, it can feel like Jeep has finally arrived at the premium EV table.

But it’s also flawed in the exact places you can’t ignore. Brake feel matters every single stop. Ride quality matters every time the road isn’t perfect. Software matters every time you want to change the temperature or find a charger.

If you’re shopping the Wagoneer S, the advice is simple: drive it long enough to evaluate the braking and the ride on your actual roads. If those two things don’t bother you, the rest of the car is very easy to love.