Other Fuel System Problems of Jeep Wrangler - part 2

I purchased my Jeep Wrangler 4xe on sept. 27, 2025 thinking all battery issues were addressed by the manufacturer. Then a month later the 68c hybrid battery recall is issued. My hybrid battery passed the 68c recall on Dec. 22 at the dealership. Ensuing 78c and 21d recalls meant I couldn't park in my garage and charge my vehicle for weeks at a time. My electric motor would not start on Aug. 11. Check engine light on, electric mode unavailable and ac not working. Then the vehicle forced itself into park while reversing to be towed to the dealer and died in the street. These vehicles are dangerous because there is no warning when they stop working. They just stop - sometimes in traffic or the middle of the street. With 68c, we were led to believe that only some batteries would have issues and that the installed software would monitor battery health. What we began to see was the batteries were structurally deficient and all batteries would fail at some point. The software was designed to shut the vehicle down if it detected a fault. Post 68c recall, many owners experienced a decrease in the performance of their Jeeps as the internal computer sought to balance battery load. This meant we weren't getting the mpg advertised and promised. We also received a warranty extension of unlimited miles and unlimited years. But, the fine print says the battery will be replaced only if the value of the vehicle is more than the cost to replace the battery. My Jeep has lost $14,000 in value in less than a year while I put less than 10,000 miles on it. The dealer has had my vehicle for a month and confirmed the hybrid battery is the problem. They have ordered a new one, but the new ones have the same defect. Owners are also seeing additional electrical faults after a hybrid battery replacement.

See all problems of the 2024 Jeep Wrangler 🔎.

Since the 68c Jeep Wrangler recall was applied to my vehicle this past July, it has been exhibiting erratic behavior during acceleration. At varying times, when the accelerator is pressed from a stop, the vehicle will begin accelerating at normal rate, but then suddenly the power will drop off, resulting in the acceleration rate being dropped to where the car is barely accelerating. For instance, I was making a left hand turn from a stop, and when I accelerated onto the road, my speed quickly rose to 20 mph, but then the vehicle stopped accelerating, and remained at 20 mph. At the time, the vehicle was operating on battery power only. I immediately began increasing my throttle input, but the car failed to increase acceleration. Only once I had the pedal to the floor for a few seconds did the internal combustion engine activate, allowing the car to begin accelerating again, albeit at a slow rate that was not commensurate with the throttle position. This event has almost resulted in other vehicles colliding with my car when I was attempting to enter a busy road. This has occurred on a number of occasions, and the fact that this happens randomly presents an extremely dangerous situation that is not predictable. Other people who own the same Jeep Wrangler 4xe platform as me have also reported this occurring to their vehicles. Jeep, however, has not responded to this alarming problem, and simply has been telling customers who call Jeep customer service or take their vehicles to a dealer that there is nothing wrong, and the vehicles are operating normally. This is not acceptable, and with tens of thousands of these vehicles on the road, presents a significant danger to the owners and public at large. For the record, there were no warning lamps, messages, or any other symptoms prior to each incident for me. It also has occurred no matter the current capacity of the battery.

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Whatever I am driving in electric mode usually when I’m down to under 40% electricity, the vehicle decides to shut electricity off and start to load the motor. It’s still flashing on the dash that it’s an electric mode and I tend to lose significant power. I try to give it gas there is no reaction with the gas pedal and then all of a sudden the engine will kick on and I will go into the gas motor running the vehicle why it’s still in electric mode. This happens every day and this is getting ridiculous with the problems that this Jeep is having it seems like Jeep and solanus do not care. We call Jeep care and they just ignore all of our problems and I know this is a widespread problem throughout the us and canada these vehicles are unsafe to drive when you’re on the highway and electric mode and it all of a sudden you have no gas pedal in the vehicle significantly slows down and the regenerative braking does not work anymore either at any time after the 68c recall can you please help us.

See all problems of the 2023 Jeep Wrangler 🔎.

The vehicle feels unsafe due to lack of acceleration when in electric mode, or when the car elects to switch from gas to electric on its own. The car will constantly fluctuate between gas and electric mode on the highway even when in cruise. This all stared happening after getting the latest recall performed (68c) on my hybrid Jeep Wrangler.

My 2023 Jeep Wrangler 4xe high altitude received fca recall 68c. Since the recall was completed, the vehicle has experienced repeated and unpredictable reductions in available propulsion during normal driving. The problem is most noticeable when accelerating to merge onto highways, enter traffic, or pass slower vehicles. During these situations, I depress the accelerator expecting normal acceleration, but the vehicle frequently provides significantly reduced power. There is a noticeable delay before the gasoline engine produces sufficient propulsion, leaving the vehicle unable to accelerate as expected for several seconds. Based on my experience, the condition is significantly worse during hot weather. As outside temperatures increase, the hesitation and reduction in available propulsion appear to occur more frequently and are more pronounced. This has caused me to lose confidence in the vehicle's ability to accelerate when needed. This condition creates a serious safety hazard because surrounding traffic continues at highway speeds while my vehicle is unable to accelerate as commanded. In [xxx], this hazard is particularly acute because many interstate and highway entrance ramps are relatively short, requiring drivers to accelerate quickly to merge safely into traffic traveling at highway speeds. When the vehicle unexpectedly limits propulsion or delays engaging the gasoline engine, there may not be sufficient distance to reach the speed necessary to merge safely, increasing the risk of a collision. The same issue also affects attempts to pass slower vehicles on two-lane highways, where timely acceleration is essential for safe operation. The vehicle does not display diagnostic trouble codes or warning messages when this occurs. Because no diagnostic codes are stored, I have not taken the vehicle to the dealer, as other owners have reported that dealerships are unable to identify or repair the condition in the absence of fault codes. The lack of diagnostic codes information redacted pursuant to the freedom of in.

2022 Wrangler 4xe plug-in hybrid. The hybrid high-voltage system failed the first time it was used, in April 2026 at about 35,000 miles. I had not charged or used hybrid mode before that because of the manufacturer's high-voltage battery fire-risk recall guidance (recalls 23v-787, 24v-720, 25v-741) not to charge and to park away from structures. The check engine light came on at first use and has not stayed off except when cleared by the dealer. The vehicle was taken to an authorized Jeep dealer for the same hybrid high-voltage system concern on 4/19/2026, 6/17/2026 and 7/5/2026 without a fix. On 8/4/2026 the vehicle would not start at all and had to be towed. It stayed at the dealer 29 days (8/6 to 9/4/2026). The dealer replaced the main battery and found dtc p0e15-00 (electric coolant heater performance) with the high-voltage coolant heater in a 'locked permanent' unrecoverable state, and replaced the hv heater. The three earlier visits never identified this high-voltage thermal-management failure. Safety risk: a sudden no-start / loss of propulsion, and a failed cooling component in the high-voltage system of a vehicle population already under repeated battery thermal-runaway / fire recalls, where the manufacturer has acknowledged fires in vehicles that had received earlier remedies. The failures were confirmed and documented by the dealer on repair orders. The manufacturer (stellantis) has been notified in writing and has declined to repurchase the vehicle. Repair orders are available on request.

See all problems of the 2022 Jeep Wrangler 🔎.

Post the 68c recall the acceleration profile of the vehicle is inconsistent and at times significantly delayed. To the point where when making left hand turns or merging into freeway traffic becomes dangerous. One specific instance while making a left I started to go but the accelerstion was extremely slow. Pressing the pedal nearly all the way down with traffic bearing down in me the enging finally kicked in at nearly full throttle. Causing a very chaotic turn. This is particularly noticeable while driving in electric mode, and usually shows up after driving for a little while. However I have had it happen very shortly after starting a drive. It does seem to be related to either battery or motor temperature, but it is very inconsistent. Typically when it does happen you try to accelerate and the normal response of acceleration doesn't occur. You keep pressing the pedal until it is nearly all the way to floor before the engine kicks in and suddenly is floored and you get more acceleration than you were trying to get. Not necessarily a safety issue, but further evidence that battery or electric power has been restricted. Since the 68c recall my fuel economy has reduced a out 8 mi/gal. I make the same road trips on a regular basis and the same trip prior to the 68c recall I got nearly 100mi more per tank of gas. It seems the battery charging and electric assist has been retarded from the original performance. Again this is more dramatic in all electric and causes precarious situations as described above. There are no warning lights or error messages, the dealer either can't reproduce the issue or calls it normal operation. I have over 90k miles on my vehicle and it is only the 10k or so since the 68c recall that I have noticed this issue. It is not performing "normally".

The Wrangler 4xe after the latest recall has had issues with power, switching from driving with all electric to driving with the engine running. Have had several instances of very laggy pedal response (even at highway speeds) which could cause a safety issue or accident.

Supplemental safety complaint — post-68c recall throttle non-response and loss of drive power — case 11753417. Supplemental incident report referencing prior NHTSA complaint case number 11753417. August 2, 2026. 75°f ambient temperature, low humidity. Vehicle operated normal for approximately 15 electric miles at 40-55 mph, then with 7 miles remaining ev range, electric drive mode exhibited violent, random transitions to ice engagement. Critical safety concern: pressing accelerator produced zero throttle response for 1-2 seconds during transitions at several intervals. Driver (spouse) felt unsafe. **this incident demonstrates the post-68c software behavior is triggered by both thermal conditions and low battery state of charge — not temperature alone as previously documented. A throttle dead zone of 1-2 seconds during normal driving constitutes an unreasonable safety risk under federal standards, particularly during merging and intersection navigation. Requesting NHTSA investigate whether the 68c recall remedy introduced unaddressed safety defects affecting throttle response across the 4xe population.

Sometimes pulling out my Wrangler hesitates to accelerate. I've had couple of scary situations megeing onto the highway and pulling out at a intersection. Sometimes going up hill it seems to lose power. The Jeep used to never have a problem in any of these situations. Something has seemed to change. Help!.

Follow-up to complaint 11749455, same vehicle (2021 Jeep Wrangler ecodiesel, approx. 98,300 miles). Following recall 01a (high-pressure fuel pump replacement), a diesel fuel leak was discovered at a fuel supply component by the servicing dealership. That fuel injector supply line was replaced on 07/23/2026, which I paid for under protest. Within approximately one mile of leaving the dealership, the vehicle began leaking diesel fuel heavily and was returned the same day. The dealership then identified injector o-rings as the source and replaced them; after that repair, fuel injector #1 is now leaking. This is the third distinct fuel-system leak repair on this vehicle following recall-related service, and none has resolved the condition. The vehicle was released to me in a leaking, unsafe condition after a paid repair that did not fix the leak. The failed components have been confirmed and worked on by the dealership and are available for inspection. Concern: repeated diesel fuel leaks in the engine compartment present a fire and roadway hazard, and recall-related fuel system repairs have not reliably resolved the problem.

Vehicle has recurring failure of the uconnect infotainment system and underlying telematics box module (tbm). Diagnostic code b1560-13 (cellular antenna 1: circuit open or short to battery) has been documented on two separate dealer visits. On the most recent occurrence, the head unit displayed an android recovery boot loop screen preventing normal system operation. The vehicle is subject to open safety recall a7c / NHTSA 25v-710, which the manufacturer has classified as a loss-of-drive-power defect caused by incomplete communication between the tbm and hybrid control processor (hcp). Safety risk: per the manufacturer's own recall description, the hcp may reset while driving, causing loss of motive power without warning. This creates a crash risk for the driver, passengers, and surrounding vehicles. The uconnect failures appear to be a symptom of the same tbm communication defect. First reported to dealer may 2025 at approximately 8,687 miles (ro docs917129). Dealer performed tbm2 reset per star bulletin s228a000005 and cleared codes. Same defect returned. Reported again June 2026 at approximately 24,969 miles (ro docs935140). Dealer documented the exact same code b1560-13, referenced the same star bulletin, and stated in writing: "the remedy for this condition is not currently available. " dealer reseated a connector as an interim measure. Failure has since recurred with the android recovery boot loop. Warning symptoms prior to failure: intermittent "uconnect box see dealer" service messages on the dashboard display, followed by system reboots. Component is available for inspection. Vehicle has been inspected by an authorized Jeep/Chrysler dealer on two occasions. No independent inspection has been performed. No police or insurance involvement — no crash has occurred yet.

I was driving my 2024 Jeep Wrangler 4xe on a public road when the vehicle experienced a sudden loss of propulsion. Before driving, the check engine light was illuminated, and the air conditioner was blowing hot air instead of cold. Shortly after pulling onto the roadway and while approaching a stoplight, the vehicle lost power while it was still in motion and became inoperable, requiring it to be towed to the dealership. The dashboard displayed “service hybrid electric vehicle system. ” the vehicle has fewer than 20,000 miles. I believe this is a serious safety concern because the loss of propulsion occurred while driving, leaving me stranded in traffic. I no longer feel confident in the safety and reliability of this vehicle.

Following the 68c recall remedy, my vehicle's electric drive mode exhibits intermittent and unsafe power loss during normal operation. Symptoms include sudden rpm spikes, abrupt ice engagement, loss of drive power with a delay before the gas engine catches, and electric mode becoming temporarily unavailable — occurring unpredictably during stop-and-go traffic, merging, and intersection navigation. I have documented a consistent thermal threshold trigger: symptoms reliably emerge after 10-20 minutes of electric mode operation in ambient temperatures above approximately 80°f, and onset is faster when the battery is warm from prior use. No fault codes are generated because the power limiting appears to be intentional software behavior implemented via the 68c recall remedy — not a malfunction. As a result, dealers scan the vehicle, find no codes, and characterize the behavior as normal operation. Stellantis marketed this vehicle on its electric drive capability. Following the 68c recall, a software update appears to have throttled that capability to protect the battery pack from thermal overload — likely because the cooling system cannot maintain safe battery temperatures under sustained electric load. Jeep now calls this reduced capability "normal operation," effectively DE-featuring the vehicle via recall remedy while introducing a new safety risk: unexpected power loss during merging and intersection navigation with a dangerous delay before ice engagement. I have an open fca customer care case on this issue. The dealer has declined to road-test the vehicle until symptoms are actively occurring. I am requesting NHTSA investigate whether the 68c recall remedy introduced an unaddressed safety defect affecting all 4xe vehicles in this population. Videos of symptoms available via youtube: [xxx] [xxx] [xxx] information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

Subject: safety complaint – 2021 Jeep Wrangler 2. 0l fuel pump failure (loss of power while driving. ) I am filing this complaint regarding a 2021 Jeep Wrangler equipped with the 2. 0l engine due to what I believe is a significant safety issue involving the fuel pump. The fuel pump has failed, making the vehicle unsafe and/or inoperable. A sudden fuel pump failure can cause the engine to lose power or stall without warning, creating a serious safety hazard, especially when driving at highway speeds, in heavy traffic, or while crossing intersections. A loss of engine power in these situations places both the driver and surrounding motorists at risk of a crash. What is equally concerning is that the replacement fuel pump is currently on a national backorder, with my dealership estimating approximately 45 days or longer before the part will be available. This suggests that many owners may be experiencing the same problem and that replacement parts cannot keep up with demand. As a result, my vehicle is unusable while I wait for a critical safety-related component. This creates a significant financial and personal hardship, including transportation difficulties, missed work, and additional expenses. A safety-related component should not be unavailable for such an extended period if this issue is affecting numerous vehicles. I respectfully request that NHTSA investigate whether fuel pump failures in the 2021 Jeep Wrangler 2. 0l represent a widespread safety defect. If a pattern is identified, I urge NHTSA to require stellantis to issue a recall or other appropriate corrective action to protect vehicle owners and the public. Thank you for your consideration of this complaint.

After the 68c recall on the hybrid battery system, I have noticed on multiple occasions after 6-10 miles of driving the vehicle went from electric mode to hybrid mode even though sufficient battery percentage was left, and it was followed by significant loss of propulsive power. This loss of power is unexpected and has occurred at critical times that caused significant risk of having an accident. Fortunately no accident has occurred yet.

On Friday, July 10 at about 5 pm I was parking in front of one of my favorite restaurants in my new Jeep Wrangler. When shifting going to complete. The park job the gear shift locked the engine began revving and the vehicle lurched forward. I applied the brakes got push back the tevving increased the vehicle lurched forward again. I re applied the brakes the revving increased the shift was locked and I lurched forward impacting the rear of the car in front of me parked. The throttle then released I was able to shift to park the revving stopped.

I am filing this safety complaint regarding my 2021 Jeep Wrangler unlimited sahara altitude. The vehicle is experiencing a fuel gauge/fuel reading malfunction. The gauge does not accurately reflect the amount of fuel in the vehicle, which creates a serious safety concern because the vehicle may run out of fuel unexpectedly while being operated on public roads. This defect places me and other drivers at risk, especially if the vehicle stalls in traffic, on a highway, or in an unsafe location. I am requesting that NHTSA review this issue as a potential safety defect.

Since the 68c recall work was done, it does not have the horsepower in electric mode that it used to and the gas motor of the hybrid kicks in much sooner than before. I was accelerating onto a freeway onramp when the ice turned on with high rpm, the motor backfired causing some sensor to trigger limp mode (60mph max). I had big rigs behind me going 75 braking hard. I will not let my wife drive it. It's not safe anymore.

After recall 68c (NHTSA 25v-741), a software-only update applied after my high-voltage battery passed physical inspection, my 2024 Jeep Wrangler 4xe began severely limiting battery discharge power during normal driving. This was not present before the update. The vehicle limits high-voltage battery output during sustained load, such as climbing grades and highway merging, at states of charge as high as 75% or more, worsening as charge drops toward 50% and below. The limiting persists after the load is removed, continuing on flat ground and even while descending, showing it is held by control software rather than being a momentary response to demand. This is a safety concern because the power loss occurs without warning during the exact maneuvers that require power: accelerating up grades and merging into highway traffic. A sudden, sustained reduction in propulsion power while merging or climbing risks being unable to accelerate out of a hazard or keep pace with traffic. I captured obd-ii data from the battery control module during these events. The cooling system works correctly (coolant chilled about 25f below its starting temperature), yet available discharge power still dropped about 16% over 25 minutes, and one cell location stayed hot while the rest of the pack cooled. This indicates the software is derating the battery due to a single degraded cell (identified by the module as cell 73) that the recall's own pass/fail inspection did not detect. Running the a/c gave only brief, partial recovery before the limit re-engaged. The remedy appears to mask rather than correct a battery cell defect, creating an unpredictable propulsion-power-loss condition that did not exist before. I request NHTSA review whether the 68c remedy is adequate and whether affected vehicles need battery inspection or replacement rather than a software derate.

2023 Jeep Wrangler sahara 4xe has been recalled several times for battery potential fire risk issues due to faulty hi voltage battery design. Each time, a software patch was applied to provide a 'fix'. With my engineering background, I am very sensitive to machinery and its behavior. I have noticed with each successive update, the power output of the traction battery has been capped or limited to restrict maximum current draw from the battery to prevent over heating. With the latest 68c recall, there is now a clear safety issue. Power is restricted so much, pulling on a highway is dangerous. As I accelerate, battery output climbs to 50%, the engine comes on and there is a significant pause before acceleration can resume safely. Under battery only acceleration, the car bogs down with loss of power. The 4xe no longer resembles the vehicle I purchased. Jeep needs to do a physical remedy to restore original specs or buy back the car, 100% of purchase price. This is a clear safety issue. While Jeep has tried to fix the fire risk, they have created a new safety hazard.

After performing the 68c recall vehicle no longer drives the way it was designed. When in hybrid mode pushing the accelerator to the floor results in a 2-6 second delay waiting for the gas motor to kick in and then it slams the power into the car. This car is extremely unsafe and impossible to merge into the highway correctly now. Car does not show any warnings and dealer claims this is normal operation.

After the latest 68c recall, something has been altered in the vehicle that has changed its operability. It has lost total available power when in electric mode. The system now doesn't respond as well as it used to. This has caused a loss of acceleration and often time transitions to using the gas engine poorly when trying to get up to speed. It causes issues with climbing hills and when pulling out in to traffic. It feels as though it has been current limited to protect the faulty battery instead of replacing the battery with a better design. The fault with the battery is also causing early degradation. The issue that lead to the b9a, 95b and 68c recalls still resides in the battery. It seems as though Jeep has attempted to compensate for a poor battery design by altering the performance capabilities of the vehicle.

"the vehicle suffered a sudden, catastrophic high-voltage powertrain failure while operating at highway speeds 300 miles away from home. The failure occurred immediately after the vehicle received the manufacturer's safety recall 68c / NHTSA campaign number 24v-814 software update. The software flash completely 'bricked' the high-voltage battery system, induced an immediate vehicle shutdown, and stripped all hybrid propulsion. This defect created an immediate and severe highway safety hazard, rendering the vehicle entirely inoperable on the spot. The manufacturer is currently replacing the defective hardware with an identical physical battery cell structure, which fails to permanently resolve the underlying thermal fire risk and recurring safety hazard. ".

After a recent recall for the battery, the vehicle did not operate as it did before with regards to ‘electric only’ mode. The vehicle engine would intermittently start under seemingly normal conditions ( no major hills or hard pressing of gas) despite being in the electric mode. There would be a noticeably high rpm cycle when this happened.

When driving on the highway the Jeep would not accelerate. At about 60mph no matter how far I pushed the petal down it would only maintain speed. It happened again going much slower on local streets.

See all problems of the 2025 Jeep Wrangler 🔎.

Was traveling approximately 55 mph down the highway for 15 min in electric mode. Moved to the shoulder and stopped quickly using regenerative braking for an oncoming emergency vehicle. I got back on the highway and I suddenly lost almost all pedal response and it would not accelerate. I kept pushing the accelerator pedal harder and harder. That's when the ice kicked on and there was a sudden violent lurch forward and the engine was screaming at over 5000 rpm. There were cars approaching behind me and they had to suddenly stop and they honked horns and avoid hitting me. This sudden throttling of the battery/electric and very erratic switch over to ice is dangerous.

Vehicle: 2024 Jeep Wrangler 4xe (VIN: [xxx]) complaint description: my vehicle is currently under active NHTSA recalls 25v-766 and 26v-363. Following the 25v-766 software flash designed to detect internal engine bearing failure, the vehicle has experienced a sudden, unrecoverable loss of propulsion (limp mode) on the highway at 60 mph on three to four separate occasions. This has nearly resulted in high-speed rear-end collisions, making the vehicle incredibly dangerous for my family. The vehicle is currently grounded at criswell Jeep in maryland. Despite the vehicle experiencing the exact catastrophic failure outlined in 25v-766, stellantis corporate and the local dealership are refusing to authorize the mandated engine block replacement. The dealership claims their local technicians cannot physically replicate the failure and do not know how to extract the historical freeze-frame data from the vehicle's computer. Instead of dispatching a stellantis field technical specialist to pull the internal uconnect logs—which Jeep cares corporate admitted on a recorded line is the required next step if the local tech cannot duplicate the issue—the dealership has put over 150+ unnecessary test-drive miles on the vehicle and consumed half a tank of gas trying to blindly trigger the failure. Conducting 150 miles of highway test driving on a vehicle with a documented history of suddenly losing propulsion while it simultaneously has an active, unpatched fire risk (26v-363 "park outside" advisory) is a severe safety liability. Furthermore, Jeep cares explicitly refused to reimburse me for the gas and mileage, stating this excessive driving is just part of their diagnosis and quality control. The manufacturer is negligently failing to execute a federal safety recall by refusing to utilize proper engineering diagnostic tools, leaving information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

After the latest 68c recall fix, Jeep has adjusted the behavior of how the vehicle's electric mode operates. When the battery gets to a certain temperature when driving, the engine is supposed to turn on (to prevent the fire risk hazard). However, instead of the vehicle making the powertrain switch, the vehicle power will just stop. The pedal will go to the floor but no forward movement. It is dangerous in many driving situations, like the highway or among other vehicles when mine unexpectedly stops. Jeep has tried to fix this exact issue in 3 separate recalls, but it still occurs. They should buy back the vehicles as they seem to not be able to fix and they are not safe to drive.

Ever since the 68c recall I have had a multitude of safety related issues with my vehicle. It appears that in order to protect themselves from a known faulty hybrid battery pack Jeep has reprogramed the vehicle to reduce power. While driving in electric or hybrid mode the vehicle will suddenly lose power creating an unexpected power delivery (ie. One minute you have plenty of power to pass a slower vehicle for example then all of a sudden, you lose that power mid pass). Once power loss occurs the vehicle will start acting extremely erratic with the gas engine kicking on and off and revving high for no reason, constant gear changes etc. A substantial delay occurs between pushing the gas pedal and power delivery, dramatically increasing the vehicles response time to a necessary acceleration, etc. I have inquired to my local dealership about these issues multiple times but am always told by the service advisor that they are not aware of any problems which I know is not true as the online forums are filled with hundreds of stories of near crashes, etc and that Jeep has extended the battery warranty to "unlimited" acknowledging that there is an issue. The problem is that when these batteries fail (and mine has and has been replaced) they replace them with the same defective part.

Spitzer motors performed NHTSA safety recall 68 c on my vehicle. The dealer refuses to provide hv battery state of health percentage. Dealer told me to go to don nester autogroup instead. Jeep wave case number 96929145 was opened. The representative refused to escalate the case and was I advised to contact the dealer. Dealer did not cooperate. Jeep wave was contacted again and the representative suggested contacting the dealer again and to call back with the case if unresolved. Representative refused to give csi survey. The case remained unresolved and Jeep wave was contacted again. Case number 96929145 was prematurely closed. I was not notified about the case closure. There was no resolution. A new case was opened, number 97058705 to hide history. Representative advised to take the car to the dealer and pay for proper diagnosis. Representative refused to provide the csi survey. Sale was 26 days ago and no survey was sent. The survey window closes at the 30 day mark. Dealer appears to not have reported the sale to avoid csi. This violates NHTSA policy that recall inspections and documentation are free. Stella it’s/Jeep wave is telling the consumer to pay for recall compliance.

While driving in ev mode my Wrangler 4xe starts to limit power when the battery falls below 50%. The dash display which shows power output clearly starts to limit around 75%, then 50% once the battery hits 40-45% and then even lower as the battery depletes. This makes the car barely powerful enough to hold 50mph and it cannot even climb a hill and hold speed. Then the engine abruptly kicks on in the high 30% battery soc and ev mode is locked out until you charge it or park, turn it off and let it cool off. This is after the latest battery recall that Jeep performed. They seem to be limiting the battery output at lower soc to protect the battery but this means I am no longer able to operate the car I purchased in the way it was designed to originally, the way it was marketed, or even safely on a main road with moderate speeds without the engine kicking on. It is also limiting overall power which means I'm not getting the advertised hp and torque ratings. Jeep needs to do a real fix for the battery issue and not just a software band-aid.

While driving my 2025 Jeep Wrangler 4xe in normal conditions, the vehicle unexpectedly loses electric drive power. Power is reduced in stages — to approximately 50%, then 25% — then electric mode is disabled and the dash displays "electric mode temporarily unavailable," after which the vehicle forces into hybrid operation after a delay. During the delay, the vehicle does not deliver the power requested by the accelerator. This has occurred at 41%, 73%, and 81% battery state of charge during normal driving, with no wide-open-throttle demand — conditions under which the manufacturer's specification states electric power should continue. This is a loss of drive power. The manufacturer's own recall a7c (NHTSA campaign 25v710000) identifies a software error that may result in loss of drive power in these vehicles, and states that a loss of drive power increases the risk of a crash. My vehicle exhibits this condition but is not included in that recall population, which raises a question of whether the recall scope covers all affected vehicles. Safety risk: unexpected loss of drive power during normal driving — including when merging, crossing intersections, or pulling into traffic — creates a delay in which the vehicle does not respond to the accelerator as expected. Reproduced by the dealer: dealership service personnel personally experienced the loss of electric propulsion during a test drive, and the condition was also reproduced on a second 4xe vehicle at the dealership. In all cases, no diagnostic trouble codes were present, no repair was performed, and the vehicle was returned as "operating as designed. " a neutral arbitrator in the manufacturer's warranty arbitration found that a nonconformity exists with a propulsion issue on the vehicle. The condition has not been properly diagnosed because I am unable to obtain the diagnostic measurement I have requested. The manufacturer's case manager has stated that warranty coverage for diagnostic testing cannot be confirmed.

Our Jeep 4xe underwent the recall for the hybrid battery. The battery was replaced in may 2026, since then the vehicle hesitates to accelerate at speed causing a safety concern. This vehicle has been recalled so many times we have no confidence in the vehicle.

There has been an extreme loss of power after the 68c recall making it very unsafe when trying to accelerate. Eventually the car just died and was towed to the dealer.