Jeep has officially entered the EV landscape with its first electric vehicle aimed at the American market: the 2024 Jeep Wagoneer S. This five-passenger, midsize crossover SUV shares only its name with the larger, body-on-frame Wagoneer also produced by Jeep—and it completely abandons gas engines for the time being.
The Wagoneer S is built on the same STLA Large platform utilized by the Dodge Charger EV, making it the second electric model Stellantis plans to introduce in the U.S., alongside the Wrangler-like Recon EV. In practical terms, it serves as a companion to the Grand Cherokee but, with its under-floor battery, positions itself more as a direct competitor to vehicles such as the Tesla Model Y and Cadillac Lyriq.
Among its rivals, the Lyriq is the most fitting comparison. Similar to the Cadillac, the Wagoneer S excels in ride comfort and acceleration, but it offers less in terms of off-road capabilities and advanced charging features. Additionally, Jeep now faces a challenge reminiscent of what Cadillac experienced previously: Will Wagoneer customers truly seek a smaller, battery-powered utility vehicle, and are they willing to set aside traditional brand values to embrace this new offering?
Jeep Wagoneer S: More aerodynamic design than SUV
Designed to evoke the popular appearance of today’s Grand Cherokee while steering clear of the boxy shape of the full-size Wagoneer, the Wagoneer S features sleek body panels draping over a five-passenger cabin, showcasing more elegance than the typical SUV. Although attractive, its design lacks a striking appeal.
Part of this stems from Jeep softening the defining visual element of its brand among a sea of similar crossovers. The iconic seven-slot grille has evolved into a series of elements that support an LED light bar, missing the opportunity to create an impactful first impression.
Along the sides, the Wagoneer S relies on badges to establish its identity; its silhouette could easily belong to Jeep, Kia, or various other manufacturers. The Launch Editions sport black accents that create a slimming effect along the shoulder line and sills of the vehicle. Jeep boasts about the Wagoneer S’s impressive drag coefficient of 0.29, achieved partly through a prominent rear spoiler designed to redirect airflow off the back and shape the roofline. Above a slender LED taillight, the Jeep branding appears slightly elevated and angled inward, somewhat lost among the design.
The interior of the Wagoneer S features more captivating elements. A two-spoke steering wheel embossed with “Wagoneer” (but notably absent of the “Jeep” logo) introduces a horizontal style highlighted by metallic trim at the conjunction of the dashboard and door panels. The vehicle includes a wide array of digital displays: a 12.3-inch gauge cluster is paired with a 12.3-inch central touchscreen, while a 10.3-inch screen below manages climate controls; an optional fourth 10.3-inch display can be added for front passengers’ use.
Fortunately, there is less glossy black trim to distract from the screens’ vibrancy. The test version I experienced featured a striking lipstick-red leather interior hinting at the Wagoneer S’s potential as we exited the parking lot and sought out winding roads.
Jeep Wagoneer S: Raw power and agility
Equipped with impressive grip and driven by electric motors that deliver exhilarating torque, the Wagoneer S offers a driving experience that sets it apart from almost any other Jeep—except perhaps the former Grand Cherokee Trackhawk. Essentially, it embodies that vehicle but provides a more comfortable ride overall.
In terms of raw speed, it outshines the Trackhawk off the line. Featuring a 250-kW (335-hp) motor at each axle and a 100.5-kWh battery located under the floor, the Launch Edition Wagoneer S can accelerate from 0 to 60 mph in just 3.4 seconds—an impressive capability evident when engaged in Sport mode at a traffic light or stop sign. The dual-motor all-wheel-drive configuration delivers 600 hp and 617 lb-ft of torque, achieving a quicker time than the previously fastest Trackhawk by a tenth of a second.
The various drive modes adjust power distribution in the Wagoneer S, while a simple toggle behind a few screen presses allows different levels of regenerative braking. Auto mode optimally suits daily suburban driving, distributing power 40:60 front to rear. Other modes recalibrate power delivery for snowy conditions or sandy terrain; Eco mode switches off the front axle unless wheel slip occurs, optimizing rear-wheel drive for efficiency. Sport mode, although thrilling, feels less stable due to the overwhelming power; it surges forward even with minimal throttle pressure, exhibiting a 20:80 power split despite the Wagoneer S’s considerable curb weight of 5,667 pounds. Amid these drive settings, Jeep also incorporates Max and Min regenerative braking, with maximum ranging from 0.2 to 0.3g and minimum from 0.04 to 0.08g. My extensive drive of about a hundred miles primarily utilized the Auto setting with maximum regen, free from the driveline shudders experienced by my co-driver, though Jeep did swap vehicles at one point due to an odd axle-locking issue.
With a ground clearance of 6.4 inches, the Wagoneer S trails behind competitors like the Subaru Outback, which boasts over 8.7 inches. Its street-centric Falken or Pirelli tires indicate it’s not fully prepared for off-road challenges just yet. However, a Wagoneer S Trailhawk Concept anticipated for production may address this gap with its electronic rear locking differential and all-terrain tires.
Engineered for urban road driving, the Wagoneer S I piloted was fitted with 20-inch Falken tires and achieved an EPA rating of 303 miles, which drops to 270 miles with more performance-oriented Pirellis. Jeep asserts it can reach peak charge rates around 200 kW, allowing a recharge from 20% to 80% in approximately 23 minutes.
The upscale areas where the Wagoneer S is likely to reside may not overly challenge its cornering abilities; nonetheless, outside of its initial aggressive throttle response, the Wagoneer S handles gracefully and smoothly, thanks to its expertly designed independent front and integral-link rear suspension. Like the Lyriq, the Wagoneer S does not require air suspension or adaptive damping to tackle rough roads; instead, it relies on its weight and well-selected shocks and springs. Jeep has calibrated the steering to lighten at lower speeds, enhancing the overall driving experience.
speeds but not excessively; in Auto mode, it responds quickly and maintains focus as it travels along the highway.
Jeep Wagoneer S: Smaller than it appears
Approximately the same length as the current Jeep Grand Cherokee, the Wagoneer S measures 192.4 inches and features a wheelbase of 113.0 inches. It is equipped with two rows of seats, without the option for a third row.
During my time driving it for about a hundred miles and sitting in both rows, I discovered that the front leather-trimmed seats offer excellent support comparable to the most luxuriously cushioned Grand Cherokees. However, it’s curious that the Wagoneer S restricts front passenger space, as a wheel housing intrudes into the foot area. While legroom is adequate, small-item storage is also satisfactory, whether in the door pockets or the center console.
As for the back seat, I barely managed to slide in beneath the panoramic roof’s frame. Standing just under 6 feet with a long torso, I found it reasonably accommodating. Although I found more headroom in a Lyriq, the Wagoneer S does offer superior under-seat foot room and generously sized door openings.
On the downside, the cargo space is limited. Jeep specifies it has 30.6 cubic feet behind the second row and a total of 61.0 cubic feet behind the front seats; in addition, there’s a front trunk offering around three cubic feet. For comparison, the Honda CR-V, which lacks a frunk, boasts 39.3 cubic feet and 76.5 cubic feet behind the seats.
The Wagoneer S is packed with various safety technologies, including adaptive cruise control and automatic emergency braking, all functioning across different drive modes, according to Jeep’s engineers. However, neither the NHTSA nor the IIHS has evaluated the vehicle yet.
What is the price of the 2024 Jeep Wagoneer S?
The 2024 Jeep Wagoneer S Launch Edition starts at $71,995 and is equipped with a variety of standard features—ranging from heated and cooled power front seats, multiple digital displays, wireless smartphone charging, to wireless Apple CarPlay and Android Auto, culminating in a captivating sound experience from a 1,200-watt McIntosh sound system that includes 19 speakers and a 12-inch subwoofer.
In just a few weeks, Jeep is expected to reveal the 2025 model-year Wagoneer S, likely to include more affordable variants with lower power and improved EV range.
The Wagoneer S will soon be accompanied by the battery-operated, Wrangler-sized Recon. Beyond that, Jeep’s strategy appears a bit hazy, as it plans to reintroduce a midsize hybrid SUV (potentially named Cherokee again), while updating the existing Grand Cherokee—possibly with a new inline-6 engine or even a hybrid variant.
There’s potential for the Wagoneer S to offer its own plug-in powertrain in the near future, sharing its STLA Large platform with the Dodge Charger and other upcoming “multi-energy” vehicles. Jeep has expressed its commitment to delivering the powertrains that consumers desire.
Does this diminish the allure of the first Jeep BEV available in America? Not really. However, it does raise questions. Will Jeep prioritize car-like battery-powered vehicles that compromise off-road capabilities in the interest of reducing emissions, or will it successfully navigate the balance between traditional gasoline engines and electric power, allowing for advancement while upholding its legacy?
The path forward is complex, and the future remains uncertain. The Wagoneer S marks one approach to progress for Jeep, while it remains poised to adapt as needed.
Image Source: Erman Gunes / Shutterstock
