Power Train Problems of Jeep Wrangler - part 2

2021 Jeep Wrangler 4xe unlimited rubicon. Death wobble steering stabilizer has been replaced. 4 alignments in a week . Was told that it was my tires nope not the case . I can’t not drive my Jeep at all . Now the transfer case is leaking the track bar that I told the mechanics it needed to be replaced . The mechanic at john jones told me not to bring it back because I was not a mechanic to find someone else . Ive had it sense oct2025 and put not even a thousand miles on it . Lemon laws do exist Jeep needs to make it write. I’ve almost went into on coming traffic 3 times in the last week . The 4xe needs recalled before someone gets killed or kills someone . .

See all problems of the 2021 Jeep Wrangler 🔎.

Death wobble.

When using electric mode, repeatedly and consistently, when I try to accelerate (for example to get onto a highway) despite having the acceleration fully depressed, the car does not accelerate. After some time, the gas powered engine will rev, the rpm will shoot up and then the car will start to accelerate. If I slow down the electric engine will take back over, but then if I try to accelerate again the same thing will occur. I have videos of the dashboard confirming electric mode, delay to accelerate and eventual activation of the gas motor and rpms. This same issue was noted by Jeep technicians after the fix for a previous recall on the battery. This is dangerous, if I am not able to accelerate I can not safely drive change lanes, go onto highways, or avoid danger. It has been occurring, but my first video is from Feb 2026, and most recently July 2026.

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.

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While driving on the highway, the check engine light illuminated. Approximately 5 to 10 minutes later, the battery warning light came on. Upon exiting the highway and coming to a stop at an intersection, the automatic engine start/stop system engaged and shut down the engine. When attempting to safely proceed, the vehicle suffered a complete electrical failure due to the 48v mild-hybrid etorque system failing to restart the engine. The vehicle refused to crank, would not shift, and became entirely disabled and stranded in the middle of a live intersection, creating an extreme safety and collision hazard. The vehicle was towed to an authorized dealership, where technicians officially confirmed the failure. The dealer diagnosed the root cause as an internal electrical failure of the motor generator unit (mgu / belt-driven hybrid starter generator assembly), which completely disabled the vehicle's charging and hybrid restart capabilities. The failed component is available for inspection.

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I am reporting a recurring loss/reduction of expected electric propulsion in my 2025 Jeep Wrangler willys 4xe after fca safety recall 68c / NHTSA 25v-741 was completed. Before 68c, I routinely drove my normal route, including sustained uphill/high-load portions, in electric mode for the full trip to/from & expending the full battery capacity. After the recall software update, electric propulsion frequently is sluggish with no acceleration. Additional accelerator input does not immediately produce the expected increase in propulsion, and the vehicle then transitions to hybrid operation with abrupt/jerky gasoline-engine engagement. After this occurs, it does not return to electric mode until I stop, then intermittent electric. This is not simply reduced ev range. It is a loss/reduction of available electric propulsion followed by delayed gasoline-engine torque substitution, creating unpredictable acceleration during hills, merging, passing, and other situations where immediate propulsion may be safety-critical. My post-68c symptoms are materially similar to other NHTSA complaints involving Wrangler 4xe vehicles, including 11747685, 11765613, 11767648, 11768376, and 11768812. Those reports describe staged electric-power reduction, approximately 43–45 kw available output in one case, 10–15 seconds of deteriorating propulsion despite accelerator demand, electric mode temporarily unavailable, delayed ice engagement, abrupt high-rpm engine operation, and similar behavior despite substantial battery state of charge. I am not asserting my vehicle has been independently measured at 43–45 kw or that a fixed 10-second timer exists. I am reporting a substantially similar post-68c operating pattern. I request NHTSA investigate whether the 68c bpcm/hcp/ahcp/powertrain calibration can reduce allowable hv-battery discharge and delay gasoline-engine torque substitution, and whether this condition is related to Wrangler 4xe loss-of-motive-power issues evaluated under odi rq24012.

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After the 68c recall the power of the electric drive is limited. Frequent power loss occurs on highway driving during acceleration (merging onto highway or passing other cars). Despite the battery being charged up to 50% there is only 25% power available. The car is a plug in hybrid vehicle. The internal combustion engine starts in these cases with several seconds delay. During that time the car does not accelerate sufficiently to safely merge onto a highway or pass other cars. The power loss happens without warning during critical drive situations like merging onto a highway or passing other cars. The driver expects a continuous level of power by the car, not a sudden power loss. This is reported by countless other drivers on all social media platforms as a consequence of the 68c recall that affects 350 000 Jeep Wrangler 4xe and grand cherokee 4xe. Jeep does not respond to customer complaints or requests for clarification.

See all problems of the 2023 Jeep Wrangler 🔎.

While driving from [xxx] to [xxx], the vehicle experienced two sudden loss-of-propulsion events at highway speed. During the first incident in downtown [xxx], cruise control disengaged, the transmission abruptly downshifted, and the accelerator became largely unresponsive. The vehicle rapidly lost speed in traffic, and another vehicle nearly rear-ended me because I could not maintain speed or accelerate. The engine remained running, but the vehicle appeared to enter reduced-power or limp mode. I pulled over, shut the vehicle off, and restarted it. Normal throttle operation temporarily returned. The check-engine light and “stop/start not available” warning remained illuminated. After approximately three hours of otherwise normal driving, I activated cruise control again. The same condition immediately returned: cruise disengaged, the transmission downshifted, throttle response was lost, and the vehicle rapidly decelerated. Restarting again restored normal operation. This unexpected loss of propulsion created a serious collision risk because the vehicle abruptly slowed in moving highway traffic without allowing me to accelerate out of danger. The problem appears directly associated with cruise-control activation, although the exact mechanical or electronic cause is unknown. The vehicle has approximately 40,300 miles, was purchased as Jeep certified pre-owned, and had a new oem battery installed by an authorized Jeep dealership shortly after purchase. I am requesting that NHTSA investigate similar reports involving sudden throttle loss, abrupt downshifting, reduced-power operation, or loss of propulsion at highway speeds. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

While driving in electric mode this morning, my Jeep experienced a loss of motive power in traffic. When the power loss occurred, I pressed the accelerator, and nothing happened. Moments later, I got a warning telling me electric mode unavailable. Then, a couple moments later again, the gasoline engine started and the vehicle surged ahead nearly causing a collision. Since the 68c recall was performed the vehicle randomly and unexpectedly experiences this phenomenon. The vehicle was previously left at the dealer to repair this defect. No repair was made. The dealer stated that it drives normal but also stated that power loss is now forced by software after the 68c recall software update and it is now normal to lose electrical motive power in order to keep the battery from getting hot. The danger is that this happens unexpectedly in the past, and happened unexpectedly again, causing traffic around me to take action. It is important to note that this phenomenon occurred today and generally occurs usually below 45-50% hybrid battery charge.

My 2024 Wrangler 4xe has 27,000 miles on it. On Friday, 7/10/2026 around 7:00 in the morning the check engine light came on. I immediately called the dealer to set up an appointment and they could not get me in until 7/15/2026. At about 9:30am that day when I was pulling a small trailer the battery light also came as I was driving on the interstate. As soon as I exited and slowed down, the car lost all power. It would not start or move. I was stranded on the exit ramp in the turn lane, with a trailer, unable to get to the shoulder. There was quite a bit of traffic around me. I was able to have it towed to the dealer. I had to safely get out of the vehicle and direct traffic around the vehicle. Today, 7/15/2026, the dealer ran the diagnostics and determined that the hybrid battery has failed and needs to be replaced. The car currently has 27,000 miles on it and this is now the second hybrid battery replacement and the third time the Jeep has stranded me and has required a tow to the dealer. It is unreliable and unsafe as it becomes immobile and loses power on the roadway.

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.

The anti-lock brake system (abs) control module on my 2015 Jeep Wrangler unlimited failed, resulting in a c2200 internal abs module fault. The failure disables the abs, electronic stability control, and traction control safety systems. The failed component is available for inspection upon request. The initial symptoms were abs, traction control, and stability control warning lights appearing intermittently. The issue was later confirmed through diagnostic scanning to be an internal abs control module failure. As the condition progressed, the vehicle lost the speedometer signal and began experiencing abnormal automatic transmission behavior, including delayed shifting, holding gears longer than normal, and higher than expected engine rpms. This appears to be related to the vehicle losing accurate speed information from the failed abs system. The vehicle was inspected and diagnosed with the c2200 abs module fault. The required oem replacement abs module is reportedly unavailable through normal parts channels and has been on extended backorder, leaving owners with limited repair options and significant repair costs. This failure presents a safety concern because critical driver assistance systems, including abs and electronic stability control, are disabled. In addition, the loss of vehicle speed information can affect transmission operation and normal vehicle drivability. The problem appears to be a known failure affecting other vehicles of this generation, and replacement parts are difficult or impossible to obtain through standard repair channels.

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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.

On xxx at approximately 1000am, [xxx] was driving the Jeep on [xxx] at a speed of 72mph. The vehicle was in e-save mode and had 16 miles of battery life remaining. [xxx] switched over to electric mode and slowly began to lose speed. She put the accelerator all the way to the floor, but the gas motor did not activate. The Jeep dropped slowly down to 62mph where it leveled off. Shortly thereafter she exited the highway, so she was able to come off the accelerator. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

On xxx at approximately 1002am, [xxx] was on the exit ramp from [xxx] northbound to [xxx]. At the end of the ramp, she stopped and tried to make a left turn onto [xxx] northbound. The vehicle was still in electric mode (plenty of battery life remaining). The Jeep crawled through the intersection, with the accelerator all the way to the floor. [xxx] feared that she would be struck by oncoming traffic. The gas motor did not activate until sometime after she cleared the intersection. At that point there was a message on the dashboard "electric mode unavailable". The Jeep switched itself to hybrid mode. For the next two miles the Jeep ran utilizing the gasoline engine. The Jeep traveled erratically. It would slightly speed up and then slightly slow down. It was unable to maintain a constant speed. After two miles [xxx] stopped at a red light. The gasoline motor shut off. When the light turned green, she was able to easily travel the next mile home utilizing battery power only. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

I am submitting this complaint regarding a critical electrical issue and potential safety hazard that occurred immediately after the 68c safety recall software update was performed. Since the 68c recall completion, my vehicle has experienced significant overnight high voltage (hv) battery drain, losing approximately 10% of its state of charge while parked and powered off. I have returned the vehicle to the dealership three times for diagnostic testing. On the most recent visit, the dealership, working with Jeep engineers, claimed that the radio system fails to sleep, causing a continuous power draw from the battery. However, the dealership and Jeep engineer attributed this failure to a dash cam plugged into the factory 12v auxiliary power outlet (cigarette lighter socket). I believe this diagnosis is technically flawed and incorrect: the factory 12v outlet is off when the vehicle is powered down, meaning no current is drawn by the accessory once parked. The dash cam has been in continuous use since I purchased the vehicle without any issues; this battery drain issue began exclusively after the 68c software update. Blaming standard user accessories for the infotainment system's failure to enter sleep is unacceptable and ignores a likely software bug introduced by the 68c update. If the vehicle's electrical control modules fail to power down properly overnight, it poses unpredictable electrical and thermal risks. I escalated this issue to an fca case manager, who upheld the engineer's assessment without addressing the underlying software defect. Fca has failed to perform due diligence in resolving this issue.

See all problems of the 2022 Jeep Wrangler 🔎.

The contact owns a 2015 Jeep Wrangler. The contact stated that while driving at an undisclosed speed, the vehicle failed to accelerate into a higher gear and went into limp mode. The abs warning light was illuminated on the instrument panel and was also illuminated prior to the failure. The vehicle was driven back to the residence. A few days later, the vehicle operated normally, but the failure recurred after being driven several times. The vehicle was then taken to a dealer, where a technician diagnosed the vehicle's abs module failure. The contact was informed that the abs module needed to be replaced. The vehicle was repaired out of pocket. The manufacturer was notified of the failure. The failure mileage was 81,000.

Manual transmission pops out of 2nd gear during deceleration, (grinding not all the way in nuetral) untill put back in gear again. Getting worse over time. Found alot of same thing on internet, some getting 2 ,3, or 4 transmisions under warrenty.

See all problems of the 2018 Jeep Wrangler 🔎.

- the all electric drive system intermittently fails. The vehicle drive shuts down and stops suddenly when decelerating to a stop in full electric mode while in drive. The vehicle "drive" light on the gear shift then starts flashing when the drive system shuts down. Vehicle motors lock up and the vehicle comes to an abrupt stop. The vehicle then has to be shifted into park, and then back into drive, in order for it to re-engage. The incidents happened at all different levels of soc - from 98% charge to 1% charge. All happened at different times of day. Temperatures between 73-85 degrees. All in daylight with different sun/clouds. Yes it is available for inspection upon request. - safety is an obvious issue when the vehicle comes to a compete and sudden stop in traffic unexpectedly. - yes the problem has been reproduced and confirmed my an independent automotive engineer. I am an experienced professional automotive test driver/engineer for multiple oem's. - not as of this time. It is due for service on Thursday July 2nd for its 78c recall completion. At that time, I will have the dealership inspect it. - there were no warnings of any kind prior to each failure. I have only owned the vehicle for 14 days, and in that time, the issue has repeated 6 times. All when in full electric/battery mode, or, when in hybrid mode but the vehicle was operating solely on electric propulsion and the ice was not on or engaged.

I own a 2022 Jeep Wrangler sahara 4xe. My vehicle underwent recall 68c and related high-voltage battery evaluation/software work. The high-voltage battery was later replaced by Jeep under warranty. Immediately after that battery replacement, I noticed a significant change in the vehicle’s propulsion behavior that I had not experienced before. Prior to the replacement, when electric mode was selected and sufficient battery charge was available, the vehicle normally remained on electric propulsion. Since the warranty battery replacement, the gasoline engine can engage unexpectedly even though electric mode is selected and usable battery charge remains. I have also experienced hesitation during acceleration, including a delay or change in propulsion response before the gasoline engine engages. This has occurred repeatedly since the battery replacement and was not characteristic of the vehicle beforehand. I am concerned that the battery replacement, recall 68c-related software, or associated battery/propulsion-control calibration may have altered the vehicle’s electric-mode operation. I consider this a safety concern because predictable acceleration is important when entering traffic, crossing intersections, making turns, or merging. Unexpected hesitation or a sudden transition from electric to gasoline propulsion can cause the vehicle to respond differently or more slowly than the driver anticipates. I am requesting that NHTSA investigate whether recall 68c, subsequent high-voltage battery replacements performed under warranty, or associated software/calibration changes have introduced hesitation or unpredictable propulsion behavior in Jeep Wrangler 4xe vehicles.

On 6-22-26 at approximately 1035 am, I was traveling southbound on rte 140 in taunton. I was in the left lane, traveling at a speed of approximately 55 mph. The Jeep was in electric mode. I attempted to accelerate so that I could get around a tanker truck. I pressed down on the accelerator, but my speed only went up to 56 mph before slowly starting to come down. I pressed harder on the accelerator, but my speed continued to drop. There was a vehicle traveling close behind me that was clearly getting aggravated by my slow speed (posted 65mph zone). I came off the accelerator and moved into the right lane. At this point the gas engine finally came on and gave me additional acceleration power.

While driving, regardless of whether at neighborhood or highway speeds, my Jeep Wrangler 4xe suddenly loses drive power without warning. Electric propulsion drops in stages — to about 50%, then 25% — then the dash displays "electric mode temporarily unavailable" and the vehicle forces itself into hybrid mode. When this happens, I press the accelerator and get little or no response for several seconds before the gas engine engages. This is a serious safety hazard when merging or pulling into traffic. I have had a couple of close calls due to the lack of acceleration. It is repeatable and occurs during normal driving. This all began after having the 68c recall performed. Also, while driving in electric mode at highway speeds, the engine constantly starts and stops, causing a lurching each time. In other instances, when the acceleration is lagging, and the engine does start and engage, the vehicle accelerates more than expected, which could be a serious safety risk.

"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. ".

The contact owns a 2018 Jeep Wrangler. The contact stated that while driving 20 miles away after an hour, the vehicle lost power steering and power braking functionality, and the transmission unexpectedly downshifted to a lower gear. The vehicle was turned off. The check engine warning light was illuminated. The vehicle was towed to the residence. The local dealer was not contacted. The vehicle was not diagnosed or repaired. The manufacturer was not notified of the failure. The failure mileage was approximately 91,300.

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.

1. The vehicle caught fire during normal operation. It is a 2021 Jeep Wrangler (VIN [xxx]) subject to fca us recall 21d / NHTSA campaign 26v363000, which identifies the electric hydraulic power steering (ehps) pump and its wiring as a fire source that can overheat and ignite. The exact failed component has not yet been confirmed by diagnostic, but the fire is consistent with the defect described in that recall. The vehicle is intact and available for inspection — it was towed to waxahatchie Jeep, an authorized stellantis dealer in waxahachie, TX, on June 19, 2026 and remains in their custody under repair order [xxx]. 2. The vehicle caught fire while being driven on the highway between waxahachie and ennis, texas, with two occupants returning from a boy scout trip, my husband, the driver, and our [xxx] son. The driver was forced to take evasive action, steering off the roadway into a service station to get the occupants clear and stop the fire from spreading further. This created a serious risk of burns, of a collision during the evasive maneuver, and of harm to the occupants and other motorists. 3. Has the problem been reproduced…? no. No diagnostic has been performed. The vehicle has been in the authorized dealer’s custody since June 19, 2026 ([xxx]), but the manufacturer has not completed an inspection or diagnostic. The underlying defect is the subject of an active recall (21d / 26v363000) affecting more than one million 2021–2025 Jeep Wrangler and gladiator vehicles, for which the manufacturer has stated no remedy is yet available. 4. The vehicle was towed by aaa to waxahatchie Jeep on June 19, 2026 and has remained there since. It has not yet been formally inspected or diagnosed by the manufacturer. 5. There were no warning lamps or messages prior to the fire. The first indication of a problem was smoke from the engine area at which point the driver immediately pulled off the road and saw a plume of smoke coming from the exhaust. Information redacted pursuant to the freedom of information act (foia), 5 u. S.

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).

On [xxx] at approximately [xxx] pm I was at the intersection of [xxx] and [xxx]. When the light turned green I attempted to make a left turn. The Jeep was in e-save mode, but the gas engine was not on at the time. I stepped on the accelerator, but the vehicle moved very slowly through the turn, no matter how hard I pressed down on the accelerator (electric motor engaged at this time). I feared that I would get struck by other vehicles due to the very slow rate of speed. When I cleared the intersection, the gas motor finally turned on and supplied me with the required amount of acceleration. 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.

This is apparently an ongoing problem with all Jeep 4xe's that have passed the 68c recall. The vehicle will no longer operate in "electric" mode in normal driving conditions, this is our second Wrangler 4xe and we have a total in excess of 50k miles of typical driving in "electric" mode. The vehicle will no longer function safely in "electric" mode as it did prior to the recall, it now fails to accelerate for minor hills and slows down to the point of causing following vehicles to come dangerously close to the rear of the vehicle. After a long delay with the pedal now to the floor and the vehicle slowing further as it's trying to go up an incline the ice (gas engine) violently starts and lurches forward in an unnatural manner. The response by stellantis is that this is "normal" operation of the vehicle. I can 100% tell you this is not normal as neither of our 4xe's operated in this manner prior to the recall. I can only imagine what would happen if we attempted to merge into traffic or try to cross an intersection and this "normal" operation happened.

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.

While driving my 2024 Jeep Wrangler 4xe on the garden state parkway and approaching traffic on the driscoll bridge, a turtle warning icon suddenly appeared on the dashboard, indicating limited vehicle performance. Moments later, the dashboard displayed a message instructing me to "shift to park. " immediately after this warning, the vehicle suffered a complete hybrid/electrical system failure and lost all motive power. The vehicle became completely unresponsive, and I was unable to accelerate, move the vehicle, or restart it. The vehicle came to a stop in an active travel lane of the garden state parkway on the driscoll bridge, leaving me stranded in live highway traffic. This created an immediate and serious safety hazard, as vehicles were approaching from behind and I was exposed to the risk of a high-speed rear-end collision. The vehicle could not be moved under its own power and had to be removed from the travel lane and towed to a nearby parking lot. Roadside assistance later performed a battery reset, which temporarily restored vehicle operation and allowed me to drive the vehicle home. No permanent repair was performed, and the cause of the failure remains unresolved. The vehicle currently has multiple open safety recalls, including recall 68c involving the high-voltage battery system. Stellantis has also recently announced an additional recall involving electric hydraulic power steering pump wiring and fire risk. The primary defect is the sudden loss of propulsion and complete electrical/hybrid system shutdown while driving, resulting in the vehicle becoming disabled in active highway traffic without warning. This defect created an immediate risk of a serious crash and could have resulted in severe injury or death.

In electric mode vehicle loses battery power (at 25% power draw)and several seconds later starts the gas engine to compensate. It does this at least once within every full charge (about 28 miles)-usually when the remaining charge is between10-20%, but on occasion it happens at around 50% and at least once when the battery showed 80%. When it happens at lower charge, it continues until the charge is 0 and it switches to hybrid mode. When the remaining charge is higher it will continue to lose power/start engine and then shut engine off for several miles and then revert to acting normally again. There is no indication on the dash that there is a problem. The Jeep does not revert to hybrid mode -it stays in electric mode. This is repeatable. It happens at least once every full charge. . . Usually while accelerating from a stop. I've had it lose power while accelerating through an intersection for several seconds before the engine starts. . . Unsafe. Jeep dealer said no fault codes/software is up to date -so nothing they can do. On the phone, the rep said they have no way to troubleshoot this problem.