2023 Jeep Wrangler Sahara 4xe Review

Mike Schlee
by Mike Schlee
The Jeep look without the hard-core off-road capability, the Sahara 4xe might just be the best Jeep for the majority of us.


Engine: 2.0L Turbo I4 Plug-in Hybrid
Output: 375 hp, 470 lb-ft.
Transmission: 8AT, 4X4
Fuel Economy (MPG): 20 (combined)
Fuel Economy (L/100 KM): 11.7 (combined)
Starting Price (USD): $58,640 (inc. dest.)
As Tested Price (USD): $69,970 (inc. dest.)
Starting Price (CAD): $64,190 (inc. dest.)
As Tested Price (CAD): $74,380 (inc. dest.)

Not all Jeeps have to go off-road.

Contrary to popular belief amongst some crowds, not every Wrangler needs to have Dana lockers on both axles, Bridgestone KO2s on all four corners, and six winches installed. For some, there’s other appealing factors to Jeep’s long-running, rugged SUV.

Most notable, is the fact it’s one of the very few mainstream four-door convertibles currently on sale. Most drop-tops have rear seats that no self-respecting adult wants to spend much time in. With the Wrangler, this isn’t the case. Take off the roof, remove the doors, load it up with friends, and pack enough gear for an epic road trip. That’s where the 2023 Jeep Wrangler Sahara 4xe shines.

2023 Jeep Wrangler Sahara 4xe

Jeep is readily aware of the brand’s diverse customer base. It offers the current Wrangler with several engine, drivetrain, trim, and suspension choices. Custom builders, moderate off-roaders, and those just looking to live the Jeep lifestyle are all covered.

The Sahara trim is designed more for those who want the off-road look but don't really intend to get out there. However, it's still Trail Rated and can get the job done.

The latter is firmly where the Sahara 4xe resides. It’s one of the most road-going versions of the vehicle currently on sale. Of course, road-going is a relative term, as every Wrangler, even the Sahara, is still quite capable off-road. It’s built into the vehicle’s DNA.

Softening the Punch

The 275/55R20 tires on our Wrangler tester are a strong indication that this truck is built more for the street.

For starters, there are still solid axles both up front and at the rear. Jeep has done wonders to soften the ride characteristics of the Wrangler, despite this rugged, if not antiquated set-up. The new generation SUV features less bouncing and crashing while driving down the road than Wranglers of yore.

SEE ALSO: 2024 Jeep Wrangler First Drive

The Sahara still includes a two-speed transfer case, but with a more modest 2.72:1 low range ratio compared to the more aggressive 4.00:1 found in the Rubicon. Our test vehicle also lacks locking differentials but did come with the optional limited slip rear differential.

Jeep is known for offering stunning colors on its models like this shade of purple called Reign.

The limited slip is designed to aide with cornering, but handling is still laughable. A corner carver the Sahara 4xe is not, even with the beefy 275/55R20 tires. The less aggressive suspension settings does its best to keep the Jeep stable, but with a 5,100 lbs. (2,313 kg) curb weight sitting on top of 10.1-inches of ground clearance, it’s hard to overcome physics.

So far, it might sound like the 2023 Jeep Wrangler Sahara 4xe is a bit compromised: an off-road SUV that’s trying not to be an off-road SUV. In part that is true. But it’s more a case of working with what you got. As mentioned earlier, the Sahara, especially the 4xe, is a year-round adventure vehicle. One that can take a group of friends roof-less to the beach in the summer, and still climb up to that remote ski chalet in the winter.

The Numbers Game

Pairing a 2.0-liter 4-cylinder with an electric motor results in an impressive 375 hp and 470 lb-ft. of torque.

For those new to the Jeep brand, 4xe is a designation given to the manufacturer’s plug-in hybrid vehicles. The drivetrain consists of the Wrangler’s entry level 2.0-liter turbocharged four-cylinder that produces 270 hp and 295 lb-ft. of torque. It’s couple to a pair of electric motors. First there is the eTorque belt-start motor with a modest 44 hp and 39 lb-ft. of torque. Next, there’s the integrated transmission traction motor, with a more robust 134 hp and 181 lb-ft. of torque.

In total, the three powerplants work together to generate a combined 375 hp and 470 lb-ft. of torque. This makes the 4xe the second most powerful Wrangler currently on sale. In fact, that torque figure matches the Rubicon 392, which houses the mighty 6.4-liter V8 Hemi. Of course, like all Wranglers, the 4xe uses an eight-speed automatic transmission.

Great Response, Seamless Transitions

Despite the hefty curb weight, the Wrangler 4xe still moves with authority. Power and torque are available at all speeds, and it’s easy to get this heavy box on wheels to exceed posted freeway speed limits.

At those speeds, wind noise is excessive, which should be expected for a vehicle with a removable plastic roof. Crosswinds conspire to change the vehicle’s intended path, which again isn’t much of a surprise for such a high-riding, square-shaped SUV.

On the positive though is just how seamless the transition from all electric to hybrid power is. The switch from just using the electric motors to when the gasoline engine engages is flawless. If it weren’t for the audible indication that the engine had turned on, we might not always be aware it’s happening.

Electric Range and Efficiency

Despite the modern tech under the hood, the Wrangler maintains its simplistic approach on the interior.

Driving around on all electric power is quite easy as well. With moderate throttle usage, the Wrangler will remain in EV mode, accelerating from a dead stop in a reasonable fashion. The 17.3 kWh battery pack is rated to travel 21 miles (35 km) on a single charge. During our wintery test, we were seeing about 18 mi (29 km) on average.

Once the 4xe switches to hybrid power, expect fuel economy figures to be about 20 mpg (11.7 L/100 km) for combined city and highway driving.

Where it Really Shines

There's no shortage of space inside the Wrangler.

We’ve prattled on enough about the vehicle’s mechanics, now let’s focus on where it really shines; inside. The Wrangler 4-door is a large vehicle and offers a lot of space for passengers. It has a very accommodating rear seat that includes 38.2-inches (970 mm) of legroom and 40.3-inches (1,023 mm) of headroom. It does feel a bit tighter than these numbers suggest, probably due to the massive black roof. But like we’ve mentioned a few times, that roof comes off and suddenly passengers have all the space in the world.

The interior features all the usual Wrangler design cues and has a utilitarian feel. Far from premium, it’s functional and well laid out. We especially love the infotainment system as it’s simple to learn and easy to use. All the system’s main functions can be controlled by hard buttons and dials. It’s the kind of simplicity we appreciate as there’s no searching or wondering where controls are.

Behind the rear seats resides 27.7 cu ft (780 L) of cargo carrying capability. This can expand to 67.4 cu ft (1,910 L) with rear seats down. For those looking to tow a small trailer, the Wrangler 4xe can haul upwards of 3,500 lbs. (1,587 kg) when properly equipped.

Maybe Too Well Equipped

Jeep's infotainment system continues to be one of the easiest units to operate.

Our test vehicle came equipped with the Tow Package as well as a few other added features. This includes the safety group and advanced safety group, which adds adaptive cruise control, brake assist, auto high beam, forward collision, blindspot and cross-path detection, as well as rear park assist. The other main package included is the cold weather group that consists of heated front seats, a heated steering wheel, remote start, and more.

SEE ALSO: 2024 Toyota Land Cruiser First Drive

With all options added, the 2023 Jeep Sahara 4xe’s price jumped from the starting point of $58,640, to an as tested price of $69,970 including destination charges. In Canada, the vehicle starts at $64,190, while our test vehicle came in at $74,380 as tested, once again including destination charges.

The Verdict: 2023 Jeep Wrangler Sahara 4xe

4xe models can tow up to 3,500 lbs.

The 2023 Jeep Wrangler 4xe is a bit of a paradox. It’s not a good Wrangler in the traditional sense, but it's a good go-anywhere four-door convertible. The latter is more important when it comes to this specific model. It’s a Wrangler for those who don’t plan to venture deep into the mountains, but still want to live the Jeep lifestyle, enjoy top-off motoring with friends, and rarely worry about road/weather conditions.

The pricey 4xe adds plenty of power, the ability to travel in full EV mode, and is decently efficient for the size/shape of this SUV. If the cost of the 4xe is too steep to swallow, a regular Sahara offers much of the same driving experience, albeit in a slightly slower, thirstier package.


How many miles per gallon does a 2023 Wrangler Sahara 4xe get?

Fully charged, combined it gets 49 MPGe. Once the electric power runs out, expected 20 mpg combined.

Is the Sahara 4xe worth it?

We do appreciate the extra power, efficiency, and all electric range. If you can afford the price increase, it is worth it.

Does Jeep 4xe need premium gas?

The 4xe does not require premium gasoline. It can run on regular grade gasoline, but Jeep does recommend premium fuel when possible.

How far can the Wrangler 4xe drive on electric only?

Jeep claims that 4xe models can travel up to 21 miles emissions-free, but expect to get slightly less in the real world.

How do you charge the Jeep Wrangler 4xe?

All Jeep 4xe models can be plugged into a conventional outlet which will take approximately 12 hours for a full recharge. Or, if you opt for a Level 2 charger, that time will drop to just 2 hours and 15 minutes.

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  • Powerful Hybrid Drivetrain
  • Spacious Interior
  • Convertible Summers / Go-Anywhere Winters


  • Handling
  • Wind Noise
  • Price

Mike Schlee
Mike Schlee

A 20+ year industry veteran, Mike rejoins the AutoGuide team as the Managing Editor. He started his career at a young age working at dealerships, car rentals, and used car advertisers. He then found his true passion, automotive writing. After contributing to multiple websites for several years, he spent the next six years working at the head office of an automotive OEM, before returning back to the field he loves. He is a member of the Automobile Journalists Association of Canada (AJAC), and Midwest Automotive Media Association (MAMA). He's the recipient of a feature writing of the year award and multiple video of the year awards.

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