The new Wagoneer S debuted last year as the first all-electric Jeep in history, other than full-on prototypes shown off at Moab and SEMA. By finally delivering upon the promise of the 4xe nameplate — previously seen only on hybrid models — Jeep takes a different direction than those hardcore off-roaders, catering instead to the mid-size electric crossover market.

　　The decision to start with a crossover seems smart, given that Wrangler and Gladiator buyers might still feel hesitant to commit to charging challenges and range anxiety. So, to prove the new EV’s road manners, range, and performance, Jeep invited select media to a drive program around San Diego in a fleet of Wagoneer S Launch Editions.

　　As I learned over the course of the day, though, such a brief taste only left me wondering more about the promised Trailhawk version coming sometime later this year.

　　In short: Jeep’s first EV never aimed to take the 44 community by storm. Instead, the Wagoneer S aims to deliver solid driving dynamics, plenty of luxury and tech, plus an easy transition to electrification that will attract commuters more accustomed to traditional internal combustion vehicles.

　　2024 Jeep Wagoneer S EV Review

　　(Photo/Michael Van Runkle) Specifications Battery: 100.5kWh lithium-ion (400V architecture) Motors: Dual 250kW Transmission: Single speed, open differentials Horsepower/Torque: 600 hp / 617 lb.-ft. Range: 303 mi. (EPA estimated) MPGe: 99 MPGe combined Fast charge: 23 min. (20-80%), 100 miles in 10 min. (claimed) 0-60 mph: 3.4 sec. (claimed) Top speed: 124 mph Weight: 5,667 lbs. Dimensions: 192.4” L x 64.8” H x 74.8” W (w/out mirrors) Ground clearance: 6.4” Approach angle: 19.2 degrees Departure angle: 23.4 degrees Breakover angle: 14.0 degrees Towing capacity: 3,400 lbs. Payload capacity: 1,033 lbs. Cargo: 30.6 cubic feet (second row up), 61.0 cubic feet (second row down) Price: $71,995 (Launch Edition incl. destination), lower trims to come Pros Smaller than expected, but with a spacious interior Premium materials and thoughtful design throughout Minimal wind and tire noise Cons Launch Edition costs way too much Not much off-road capability Some tech and feature glitches on early production cars Michael Van Runkle

　　(Photo/Michael Van Runkle) To start with some clarification, Jeep calls the new Wagoneer S a 2024 model-year vehicle. And early deliveries began over the holidays, despite the media drive following in late January. Customers can only purchase the Launch Edition currently, priced at $71,995 to start. Lower-spec trims will arrive later this year, along with the forthcoming Trailhawk variant.

　　(Photo/Michael Van Runkle) A strictly on-road drive program also came as something of a surprise to me, since early marketing material seemed to prioritize proving the point that Jeep’s first EV is, in fact, a real Jeep.

　　So, I planned to venture off the prescribed route at some point for a bit of exploration, if possible. But even in first impressions on streets and highways, the Wagoneer S impressed me with much more refinement than expected.

　　Size Scale

　　(Photo/Michael Van Runkle) This EV actually looks much smaller in person than in advertisements, yet the electric powertrain packaging allows for a surprisingly spacious interior. At 6’1” with long limbs, I stretched out easily in the front and back seats.

　　(Photo/Michael Van Runkle) The trunk cargo area’s large footprint allows for packing in plenty of gear, too, even if the total cubic footage measurement drops a bit because of the low-sloping rear window. As a plus, a small frunk allows for a bit of secure storage under the hood.

　　(Photo/Michael Van Runkle) Such a compact platform allows the Wagoneer S to tip the scales at just 5,667 pounds. That’s about 1,500 pounds less than the much larger Rivian R1S, for context.

　　(Photo/Michael Van Runkle) Power to Go Stop A curb weight thats more in line with a gas-powered SUV also helps make this EV’s ratings of 600 horsepower and 617 pound-feet of torque feel fairly impressive. I regularly put the pedal to the metal and easily lit up all four tires by sidestepping the brake pedal.

　　(Photo/Michael Van Runkle) Jeep stuck with a mechanical braking system, rather than brake-by-wire — as seen on some other EVs — so stepping on the brake and “throttle” simultaneously doesn’t cause any bogging software to get in the way of a hard launch.

　　The two electric motors technically match each other, at 250 kW each. But, Jeep’s drive mode programming prioritizes power delivery to the rear.

　　(Photo/Michael Van Runkle) In Sport mode, for example, the computer sends 80% to the rear and just 20% to the front. That ratio doesn’t change while driving, though it does in Auto, Eco, Sand, and Snow modes.

　　The front wheels can also disconnect at the hubs for improved efficiency — though I noticed an audible clunk at times when this occurred while pushing hard or cornering.

　　(Photo/Michael Van Runkle) Is Eco Mode Best? In fact, I’ve never said or written this about any car ever before: I actually preferred the Wagoneer S in Eco mode. Here, the more progressive throttle modulation and dampened steering reduced a slight twitchy nature that kept my foot and hands on edge in Auto or Sport mode. Thats when the light steering seemed to get slightly overwhelmed by torque steer, and the gas pedal’s sensitivity made holding a steady speed somewhat difficult.

　　As a plus, Eco mode probably helped me to maximize range.

　　(Photo/Michael Van Runkle) EV Range It’s impressive that Jeep can squeeze an EPA-estimated 303 miles of range out of that 100kWh battery pack. Again, for context, a Chevy Silverado EV might do 480 miles or more of real-world driving on a single charge, but the battery capacity more than doubles the Wagoneer S. A smaller battery means less weight, which also helps range, while reducing the complexity and beefiness of other driveline componentry, too.

　　Jumping between cars and charging at stops, I couldn’t scientifically keep track of each little leg of the trip. But the range estimates seemed legit to my eye all day, even while blasting around at top speed, uphill, into intense headwinds. I’ll need more time with the car to truly test the claimed range and fast charge times.

　　Range matters to buyers, of course, and barely stepping over 300 miles should do the trick for just about anyone who commutes daily.

　　Easy ICE to EV Transition

　　(Photo/Michael Van Runkle) The point of the Wagoneer S, as a crossover, involves making the transition from ICE to EV easier, after all. To do so, Jeep crammed the vehicle full of tech. Almost too many screens, I’d say, especially since I never figured out how to turn on the passenger dash screen all day.

　　But the driving dynamics cater to a more typical experience, too, so one-pedal mode requires selection down in a few menu screens rather than turning on automatically.

　　Off-Pavement Performance

　　(Photo/Michael Van Runkle) However, all of the above means the Wagoneer S lacks any particular off-road capability. I still turned off the asphalt for maybe a mile of dirt trail testing, though.

　　Through some light ruts and gravel, the suspension lacked much in the way of compression or droop damping. And I overwhelmed the traction control easily by putting the pedal to the metal or trying to drift with any countersteering, despite selecting either Sand or Sport mode to turn ESC intervention down.

　　2024 Jeep Wagoneer S EV Review: Conclusions

　　(Photo/Michael Van Runkle) Jeep clearly wants to bank on brand loyalty with the Wagoneer S. Hence, all the design details and badging that harken to other models.

　　But pricing seems to present a challenge, as in terms of range, styling, and fancy features, the Wagoneer S appears to compete most closely with Chevrolet’s Equinox and Blazer EVs. But both of those options start at just over half as much as the MSRP for a Wagoneer S Launch Edition.

　　Even a Kia EV6 GT or a Hyundai Ioniq 5 N (the latter with an off-roady version on the way) prices out less. Yet I’d take a Jeep Wagoneer S over a Tesla Model Y, despite the recent Juniper update, without a moment’s thought.

　　I left San Diego mostly curious to see how the Trailhawk takes the Wagoneer S to a new level. With legit tires, better suspension, low range, and a “locking” differential in the rear, the Trailhawk might turn out to be a great soft-roading EV.

　　(Photo/Michael Van Runkle) The question of how much cheaper any other non-Launch Edition trims wind up, after Jeep attracts all of the eager first adopters, also seems critical for the popularity of the Wagoneer S. The drive in San Diego certainly proved this little electric crossover lives up to many of the most critical expectations of any consumer eyeing a potential EV purchase — even if it’s not quite the fully electric Jeep that I expected to arrive first.

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