Jeep® Wagoneer/Grand Wagoneer 4xe Will Arrive In 2026 MY

Jeep® Wagoneer/Grand Wagoneer 4xe Will Arrive In 2026 MY​

Will Share Range-Extending Powertrain With Ram 1500 Ramcharger...​

Jeep® is set to expand its Wagoneer lineup with the addition of 4xe models, slated for release in 2026, according to sources close to MoparInsiders. These all-new Wagoneer and Grand Wagoneer 4xe models will bring a fresh electrified powertrain to the lineup. However, unlike traditional plug-in hybrids (PHEVs) like the Renegade, Compass, Grand Cherokee, and Wrangler 4xe offerings, the Wagoneer 4xe will be based on the same range-extending electric vehicle (REEV) powertrain as the 2025 Ram 1500 Ramcharger, which combines an internal combustion engine with a high-capacity battery and electric motors for improved efficiency and performance.

Jeep® Wagoneer/Grand Wagoneer 4xe Will Arrive In 2026 MY

Jeep® is set to expand its Wagoneer lineup with the addition of 4xe models, slated for release in 2026, according to sources close to MoparInsiders. These all-new Wagoneer and Grand Wagoneer 4xe models will bring a fresh electrified powertrain to the lineup. However, unlike traditional plug-in...

moparinsiders.com

 

[bill burke]

I still maintain the Wagoneer sub luxury brand at Jeep is a good idea, please note, still in its infancy that we must be patient with awhile. This is another step in the right direction. Seeing lots of Wagoneers, fewer Grands though, here on Long Island, a traditional stronghold for Jeep. We love our Jeeps here for sure.
Hopefully this upscale idea will solidify and expand. The Wagoneer is the route to high end segment penetration for Jeep in my opinion. Stick with it.

 

[cygnus]

The Series Hybrid powertrain is the shining star in the future Product Portfolio.

I can't tell the Wagoneer S is actually a Jeep from 10 feet away, and the Jeep Recon styling is...well, it leaves a lot to be desired.

JM Series Hybrid, later this decade, is the one I have hope for.

They're planning 2028/2029 stuff now. Say a prayer for a cleansheet, electrically assisted, new Hemi. We're fighting for it internally.

 

[cygnus]

I still maintain the Wagoneer sub luxury brand at Jeep is a good idea, please note, still in its infancy that we must be patient with awhile. This is another step in the right direction. Seeing lots of Wagoneers, fewer Grands though, here on Long Island, a traditional stronghold for Jeep. We love our Jeeps here for sure.
Hopefully this upscale idea will solidify and expand. The Wagoneer is the route to high end segment penetration for Jeep in my opinion. Stick with it.

As I understand it, the Wagoneer 'concierge' service is just a STLA employed phone jockey between you and the dealer. Nothing more. It's been a total flop, based on what I've read from owners - Wagoneer Client Services - Phone Experience

I haven't heard of any changes in strategy to the Wagoneer support services in 2024, or anything planned for 2025. Has anyone else?

 

[Jared B]

The Series Hybrid powertrain is the shining star in the future Product Portfolio.

I can't tell the Wagoneer S is actually a Jeep from 10 feet away, and the Jeep Recon styling is...well, it leaves a lot to be desired.

JM Series Hybrid, later this decade, is the one I have hope for.

They're planning 2028/2029 stuff now. Say a prayer for a cleansheet, electrically assisted, new Hemi. We're fighting for it internally.

I, and I think a lot of others, would love to see an all-new Hemi, smaller displacement with direct and port injection, dual overhead cams, and electric assist.

Throw a set of twin turbos on a hot version for 1000 plus hp and kick the competitions ass all over the place again.

 

[vbondjr1]

I like the idea behind the Ramcharger powertrain, but I have questions. With such an amazingly designed setup, why is stellantis wasting valuable resources and money on a 400V system when an 800V system would be superior in every way? Why not just move straight to the 800V system with the 3.6L range extender V6 and the three-speed gearbox with dual motor and tri-motor setups as that kind of setup would not only add power but also increase range and reduce charging times. This comes into play especially when the upgraded battery technology reaches production. Same with the Wagoneer S and the Recon, except for they would probably benefit more from the 1.3L powertrain as the gas powered range extenders. An electric vehicle like the Charger Daytona Banshee would have to rely on a gas powered generator mounted atop the front EDM, ridding the car of it's under hood cargo space and possibly requiring the six pack style hood and front fascia, restyling the R-wing into something that more resembles the 68-70 hood but still allows air to pass through the front grill area and over the hood just like the R-Wing. To me, that makes more sense. One electric 800V architecture means less money spent on different architectures and parts, Everything has a 3-speed gearbox for improved range and power, everything has a gas powered range extender for extending range, everything has an 800V system for more power, reduced weight and faster charging and everything uses the new solid state batteries for improved power delivery, faster charging times, extended range and reduced weight. Oh and everything needs a fratzonic system.

 

[patfromigh]

With such an amazingly designed setup, why is stellantis wasting valuable resources and money on a 400V system when an 800V system would be superior in every way? Why not just move straight to the 800V system with the 3.6L range extender V6 ...

This isn't 1969 when all the powertrain engineers had to do was put 3 deuces on a 440 Magnum instead of the usual Carter 4 barrel. Please have mercy on that poor little Pentastar V6, it will have its work cut out for it with 400V. A Cummins X10 diesel would be required for the electrical generation for an 800V system, and it won't fit under the hood of a Ram 1500. The generator unit the IC engine is hooked up with also has to be exponentially larger as well. Did you miss the part about the liquid cooled batteries? Hybrids are a lot harder on their batteries than pure battery electric where a vehicle is plugged in to charge.

People need to understand what demand charging is. Demand charges are about the flow of money in the electrical utility's financial pipeline. The money flows out of the pocket of a customer to the financial account of the electric company. Most residential customers pay a fixed rate and don't run into demand charges. Commercial and industrial customers are charged at the rate for their peak demand period of electricity, no matter what the average demand is over a billing cycle. This is because a utility has to have to resources lined up to meet the peak demand, whether or not it's needed at any given moment. High speed battery charging and 800+ volt architecture in battery electric vehicles introduces the average consumer to demand charging rates. This is because such systems require a bunch of electrical energy to be used in a very short time period. Whatever the EV charging network pays to the electric utility for rates is then passed on to the consumer when they connect to the network. The higher the charging speed the more it is going to cost.

Bring all this back to the topic on hand, if a utility company has to upgrade a segment of their grid for high speed EV charging, then logic dictates the same thing will have to happen under the hood of a hybrid vehicle. Simplicity is also part of efficiency. While the Rancharger's setup is complex, it doesn't need to be even more so.

 

[TripleT]

I, and I think a lot of others, would love to see an all-new Hemi, smaller displacement with direct and port injection, dual overhead cams, and electric assist.

Throw a set of twin turbos on a hot version for 1000 plus hp and kick the competitions ass all over the place again.

The engine produces 390 kW (530 hp) of power at 6,800 rpm and accompanies this with 650 Nm of torque from 2,000 rpm to 4,000 rpm. This maximum normal torque figure can be automatically overboosted to 710 Nm from 2,250 rpm to 3,500 rpm.

Not Poo Poo anything, I am trying to inform. Don't assume for a moment that a V8 will be more potent the I6. We can go into the physics of heat, geometry for airflow and head retention, balance, and turbo wave forms.

I get it Marketing and Heritage on the V8 powerplant and I6 packaging hasn't been solved until recently.

Is the Juice (effort) to produce a less potent V8 worth the (squeeze) results? Does STLA retard the i6 development just to say the SRT V8 is more potent?

These are marketing not engineering decision ..... I don't even like the idea that. Ford and GM have decided in very low volumes to have Hyper V8 engines so I suppose bespoke SRT version if you have the resources has some justification as long as you selling the crap out more affordable and nearly as potent production i6.

Not sure why we found out way to this in a thread about a Wagoneer family that need an SRT engine like hole in the head.

As for the 4xE.... I would hope it is the I6 paired with the ZF torque converter replaced Hybrid powerplant because that is what I am greedy for in the Charger.

But I pretty sure it will be the EV and REV.

I know while most of you are crying about not want an EV, and should be talking to your state governments, I am direly concerning that STLA will not make it fleet number to do business with half the population. And while most are not pay attention.... But as of Jan to do business STLA need 30% Zero emission fleet to sale and register and cars in 9 of the most populated states. This not idle threat, RV industry will be out of business to half the country.

It is not an Option to not sell to half the country ..... what more devastating is they may have to sell vehicles at a loss to stay in business.

 

[patfromigh]

Am I the only one noticing there is a lot of running gear which hasn't shown up?

First is the next generation mild hybrid system. For rear drive based vehicles, the ZF 8-speed uses a 48V electric motor in the transmission in conjunction with the BSG. The 48V BSG was quietly dropped in the Wagoneers when the inline six showed up. I don't know what the status of it in Ram trucks is.

Next are the full and plugin hybrid engines and transmissions. There was supposed to be a hybrid version of the Hurricane six and a GME-T4 EVO. All I can say about the next generation ZF is, still waiting. It was announced early on that none of the high voltage ZF technology was going into Wagoneers, but what about the STLA large vehicles?

Now that the Orange Man is being brought back as the new sheriff in town, maybe we will be saved from a made in China, French designed, dual clutch transmission. That mild hybrid transmission is for front drive based vehicles. I think it was also slated to be made in Italy as well. Which leads me to mention the hybrid transaxle made in Kokomo for the Pacifica PHEV. It is getting long in the tooth and hasn't been updated.

 

[TripleT]

Orange man can't fix the CARB state issue.

I like the simplicity of E-axle and Torque Converter. I also am a fan of what STLA is calling REV as it allows single vehicle structure and low loading on the ICE powertrain, lack of transmission.

The 1.6 Hybrid packaged like a EV motor is interesting but concerns me complexity and based of poor PSA engine.

As for Minivan that is simple EV and REV. Like Honda and Toyota have confirmed as long as people can put gas in and go they could care less if there is a transmission to break. Minivan is perfect application for that.

 

[vbondjr1]

This isn't 1969 when all the powertrain engineers had to do was put 3 deuces on a 440 Magnum instead of the usual Carter 4 barrel. Please have mercy on that poor little Pentastar V6, it will have its work cut out for it with 400V. A Cummins X10 diesel would be required for the electrical generation for an 800V system, and it won't fit under the hood of a Ram 1500. The generator unit the IC engine is hooked up with also has to be exponentially larger as well. Did you miss the part about the liquid cooled batteries? Hybrids are a lot harder on their batteries than pure battery electric where a vehicle is plugged in to charge.

People need to understand what demand charging is. Demand charges are about the flow of money in the electrical utility's financial pipeline. The money flows out of the pocket of a customer to the financial account of the electric company. Most residential customers pay a fixed rate and don't run into demand charges. Commercial and industrial customers are charged at the rate for their peak demand period of electricity, no matter what the average demand is over a billing cycle. This is because a utility has to have to resources lined up to meet the peak demand, whether or not it's needed at any given moment. High speed battery charging and 800+ volt architecture in battery electric vehicles introduces the average consumer to demand charging rates. This is because such systems require a bunch of electrical energy to be used in a very short time period. Whatever the EV charging network pays to the electric utility for rates is then passed on to the consumer when they connect to the network. The higher the charging speed the more it is going to cost.

Bring all this back to the topic on hand, if a utility company has to upgrade a segment of their grid for high speed EV charging, then logic dictates the same thing will have to happen under the hood of a hybrid vehicle. Simplicity is also part of efficiency. While the Rancharger's setup is complex, it doesn't need to be even more so.

That's understandable. My point was more about reducing the range anxiety and charging times on Mopar EVs.

 

[patfromigh]

That's understandable. My point was more about reducing the range anxiety and charging times on Mopar EVs.

I stand corrected. Today I found out I was wrong while on the Magna website and discovered they have an 800v hybrid system. Check out the posts in the Range Extended EV (Series Hybrid/ REEV) thread. I really don't know how the Magna engineers got by the limitations of charging that high of a voltage with the engines common to D and E-segment vehicles.