Do you want to go off-road in your Jeep? The drive modes used are:
The Jeep Gladiator and Wrangler have a second shift lever.
Strong Points
- paradoxically fun
- Really cool rear wing
- Cool interior lighting too
Cons
- dichotomous ride
- Real-world EV range and charging
- need to choose lane
Wagoneer S Jeep’s first fully electric SUV, launched in the premium midsize market to compete with EVs from BMW, Tesla, Mercedes, and others. Smaller than the ICE-powered Wagoneer and powered by dual motors delivering 500 horsepower, it departs from Jeep’s traditional off-road focus and emphasizes speed, style, and quietness. Despite this (or perhaps because of it), the Wagoneer S can’t help but let its weirdness shine through.
For example, while most performance SUVs slam into submission, the Wagoneer S’s ride has a squishy yet firm lumpiness that reminds you of your great-grandmother’s mashed potatoes or a memory foam mattress on a gravel road. It’s clear that Jeep’s suspension is trying to do two things at once: poise and luxury, but it doesn’t quite get it done either. With large, loose undulations, the body begins to bounce, as if the damper has come off. On fast, sharp bumps, it suddenly punches in with a choppy jolt that feels out of sync with the refined serenity of electric driving.
Is the interior of Wagoneer S good?
At least the interior looks nice. Jeep’s designers seem to have studied luxury lighting like sommeliers study grapes. There’s an ambient strip that glows like twilight, and the Macintosh speaker grilles are illuminated in a soft blue, creating the feel of an upscale lounge and home theater. Looks rich.
Of course there are problems. The bottom touchscreen with temperature control is the answer to the question no one asked. As far as we know, most of what it does can be handled by the top screen, and the bottom screen can only be recovered by flipping up and hiding. The only useful part of this screen is the temperature slider, which remains visible when folded. This is a small advantage.
The seats are large, inviting and generally comfortable. However, it feels a little overstuffed, and every shift can make long drives more tiring. There’s plenty of room for all passengers, but given the S’s small size, it’s not quite as roomy as the Wagoneer name suggests. On the plus side, rear seat access is good.
As for storage, a small full rank on the front can hold a charging cable or 24 packs of cans, but not much else. Additionally, the key fob has no release button and is not powered, making it more of a novelty than anything else. The rear cargo floor is a little high, but there’s plenty of room for a family of four, with bonus storage space underneath.
Speed, even more speed
Jeep has given the Wagoneer S some serious electric grunt. Dual permanent magnet motors (201 horsepower front, 335 horsepower rear) combine to deliver 500 horsepower and 524 pound-feet of torque. That’s enough to accelerate the 5,724-pound SUV to 60 mph in just 3.4 seconds, making it faster than most gas-guzzling muscle cars.
Well, it’s very fast, I feel that way. When you press the accelerator, the Wagoneer S lurches forward like a bolt of lightning, hurtling toward the horizon and into the driver’s seat. The steering is almost silent in corners, and it feels light in your hands when you press the right pedal on a straightaway, but the old-fashioned fun of the Wagoneer S’s tires fighting for grip is something most EVs still can’t manage. Most electric SUVs are too polite and too digital, but this one has a slightly wilder side.
Even if that wasn’t Jeep’s intention, it certainly tickles our pleasure centers. Well, when it’s not even a little scary. In cold weather or on less grippy pavement, searching for grip can feel like you’re losing control. Still, it’s oddly fascinating if you know what happens. If you live in an area with four seasons, just budget for winter tires.
What’s less appealing is the regenerative braking system’s habit of resetting to a lower speed every time you start the SUV. We prefer one-pedal driving, but re-selecting high every time is a pain. Friction brakes are very powerful and can be difficult to operate because they apply the brakes as soon as you stop. If you don’t understand, your neck may break a little just right.
Cruising distance, charging amount, and performance numbers
The 94.9 kWh lithium-ion battery gives it an EPA-rated range of 494 miles, and we’d love to see it hit that mark. The Wagoneer S returned just 345 miles in our 110 mph road trip range test, but you’ll get even less if you exert that performance too often. DC fast charging isn’t very good either, adding 81 miles in 15 minutes and 138 miles in 30 minutes. At least you can kill time by explaining, “No, your Jeep doesn’t have an engine, and no, it shouldn’t actually go off-road,” thank you.
On back roads, the Wagoneer S feels more broad-shouldered than agile. Fully capable, but by no means enthusiastic. You drive like a big, heavy car that happens to go fast, so you have to do a lot of planning on turn-in and how wise to accelerate on corner exit.
The 2025 Jeep Wagoneer S isn’t the most refined of its contemporaries, and it can’t decide whether it wants to be an adorable luxury SUV or a wild-child Dodge. If it sounds like we liked the Wagoneer S, but we didn’t, you’d be right. It’s fast, it’s flawed, it’s fun, it’s a little confusing, and it’s very confusing. If this sounds interesting and you can deal with the limited range and slow fast charging, you’ll probably find a good deal.
Photo credit: Jim Fetts
