Jeep JT 4xe Weight/Payload/Towing

[PyrPatriot]

Placeholder thread for when we get more details on the JT hybrid.

How much will it weigh? What will be the GVWR?

Looks like the Sahara 4xe has 1000lbs more GVWR than the gas model, with about 100lbs less payload. Wonder how that works?
Saharah 4xe GVWR: 6200lbs compared to 5400ish on gas JLUS

https://www.jlwranglerforums.com/forum/threads/4xe-sahara-gvwr-weight-sticker-tag-6200-lb.69662/

ETA: does the 4xe come with Dana44 whereas the Sahara gassers come with Dana35?

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[Josh00333]

The same way the manual has 1700 pound's of pay load with the same axles as the rest of the trucks. Jeep just makes stuff up.

 

[WXman]

The max GVWR on JT right now is 6350 lbs. right? If they tack on another 1,000 just to handle the 4xe hardware, that would put the Gladiator GVWR above a nicely equipped Ram 1500. I just do not see that happening.

So, I expect that what we're going to end up seeing is a massive reduction in payload and towing from the numbers of a Sport with 3.6L engine.

The more interesting thing to me is cost of driving one of these.

Where I live, electricity is $0.10 per kWh. The JT will likely go 20 miles on its 17 kW battery pack. That means it'll cost almost $0.09 per mile to operate on electric power.

A current JT with 3.6L engine, if we assume 20 MPG @ $2.65/gallon for fuel costs about $0.13 per mile to operate.

A current JT with EcoDiesel engine, if we assume 24 MPG @ $2.90/gallon for fuel costs about $0.12 per mile to operate.

Granted, we're only talking about fuel usage alone. And I'm using local pricing, so your results will vary. But the difference is not nearly as huge as people think. And if you drive that 4xe farther than 20 miles and run out of battery power, then the cost per mile becomes literally a wash between all the engine options.

I still don't see the point. But I'm following this closely....

 

[Trippin01]

As I've commented on other 4xe threads. Very cool to see Jeep (FCA) attempting to get out in front of this. But not for me, just yet. Until the weight comes down, and the Hybrid part is dialed in, or until I can plug into a current bush for recharging, it's just not for me. Especially with the competition from Hummer and Rivian. Jeep just has a long ways to go, but I'm hoping they can do it. The simpler Jeep is, the more they are liked.

 

[jsalbre]

The max GVWR on JT right now is 6350 lbs. right? If they tack on another 1,000 just to handle the 4xe hardware, that would put the Gladiator GVWR above a nicely equipped Ram 1500. I just do not see that happening.

So, I expect that what we're going to end up seeing is a massive reduction in payload and towing from the numbers of a Sport with 3.6L engine.

The more interesting thing to me is cost of driving one of these.

Where I live, electricity is $0.10 per kWh. The JT will likely go 20 miles on its 17 kW battery pack. That means it'll cost almost $0.09 per mile to operate on electric power.

A current JT with 3.6L engine, if we assume 20 MPG @ $2.65/gallon for fuel costs about $0.13 per mile to operate.

A current JT with EcoDiesel engine, if we assume 24 MPG @ $2.90/gallon for fuel costs about $0.12 per mile to operate.

Granted, we're only talking about fuel usage alone. And I'm using local pricing, so your results will vary. But the difference is not nearly as huge as people think. And if you drive that 4xe farther than 20 miles and run out of battery power, then the cost per mile becomes literally a wash between all the engine options.

I still don't see the point. But I'm following this closely....

Your calculations are correct if you’re getting on a freeway and not touching the brakes until the tank runs out, but the big advantage a hybrid has is in stop and go traffic. Every time you coast or slow to a top it’s recharging the battery some. Drive down a long mountain road descent and you’ll probably hit the bottom with a full charge.

 

[kltk1]

I'm curious to see if they'll even have a MAX tow option available on the 4XE version. In all likelihood, we're going to the same setup that's currently available in the Wrangler with the 2.0T motor.

 

[Oilburner]

Drive down a long mountain road descent and you’ll probably hit the bottom with a full charge.

And you will get worse mileage when you are driving up those hills due to the extra weight. But you are spot-on about city driving (which I do practically none)
TFL has a 4xe now, so soon we will see mountain / tow tests, a lot will be revealed.

 

[XJADDICTION]

Battery Technology is about to change everything. Thank you for providing a place holder for 4XE. Let’s not mess it up like the other thread with useless “today, what you think” technology. These auto manufacturers and oil companies know something we don't.... kind of. Do some research outside of Jeep 4XE and you’ll start to see what they see. Major Auto manufacturers don’t just build stuff for a niche market. Look at every major automobile manufacturer, foreign and domestic, they are all offering hybrid and straight plug in electric vehicles.

IMOP hybrid and petrol/diesel engines will go bye-bye soon.

Then you have all these new car manufacturers like Rivian buying a defunct Mitsubishi plant to convert to serious straight electric vehicle mass production facility.

This is with what is available right now:

From Rivian website

“Our powertrain, thermal system and frame structure enable the R1T to tow up to 11,000 lbs in all variants. When towing at full capacity, you can expect around a 50% reduction in range.¹” (battery tech at the moment is limiting factor)

Payload
“Rivian says that every R1Tcan tow more than 11,000 pounds and the pickup offers a payload capacity of 1760 pounds.Apr 1, 2021”

“a 180 kWh battery with 410 miles of range, 700 horsepower, and 826 lb.-ft of torque. Curb weight measures in at a very truck-like 5842 pounds”

The gladiator can easily become lighter, and the 4 motors at the wheels will be lighter and more powerful than a regular petrol motor. I am sorry to say solid axles may be nearing their end.

Add in new battery tech with the Glass sodium option and everything changes. 1/3rd the size needed to power an electric vehicle vs lithium ion batteries. Thermal dynamics are much cooler therefore allowing much faster battery charging, minutes to get full capacity. And range that is estimated to be 1000 miles.

So, YES, I am positive Jeep is paying attention as is all other manufacturers.

 

[kltk1]

At the very least, let’s try to keep the thread:

- On topic
- Factual
- Polite

 

[XJADDICTION]

Well, maybe solid axles won’t go away but the technology for Jeep May change them. What if they design some type of portal axle/electric motor?!

 

[XJADDICTION]

I apologize, but my mind can’t help it.

What would it be like?

Warm summer day, top down, your cooled seats running, and cruising with a very noticeable silence. Then turn on the interior 6.4 Hemi stereo sound simulator if you must.

 

[aldo98229]

Placeholder thread for when we get more details on the JT hybrid.

How much will it weigh? What will be the GVWR?

Looks like the Sahara 4xe has 1000lbs more GVWR than the gas model, with about 100lbs less payload. Wonder how that works?
Saharah 4xe GVWR: 6200lbs compared to 5400ish on gas JLUS

https://www.jlwranglerforums.com/forum/threads/4xe-sahara-gvwr-weight-sticker-tag-6200-lb.69662/

ETA: does the 4xe come with Dana44 whereas the Sahara gassers come with Dana35?

Sports and Saharas come with a D35 unless you get Selec-Trac, the rear LSD, or the EcoDiesel.

In every of those instances you automatically get upgraded to a D44.

IDK about 4xe.

 

[XJADDICTION]

“4xe and Sahara 4xe come standard with a full-time 4x4 system, 2.72:1 low-range gear ratio, front and rear Dana 44 axles, and a Selec-Trac two-speed transfer case.”

 

[XJADDICTION]

From amazonaws


2021 Jeep® Wrangler 4xe
SPECIFICATIONS
Specifications are based on the latest product information available at the time of publication. All dimensions are in inches (millimeters) unless otherwise noted.
All dimensions measured at curb weight with standard tires and wheels.
GENERAL INFORMATION
Vehicle Type Assembly Plant EPA Vehicle Class
BODY/CHASSIS
Layout Construction
ENGINE: 2.0-LITER TURBO I-4
Type and Description Displacement (cu. in. / cc) Bore x Stroke
Valve System
Fuel Injection
Construction
Compression Ratio
Power (SAE net) (hp / kW@rpm) Torque (SAE net) (lb.-ft. / N•m) Max. Engine Speed (rpm)
Fuel Requirement
Sport-utility vehicle
Toledo Assembly Complex, Toledo, Ohio Multipurpose vehicle
Longitudinal, front engine, transfer case, four-wheel drive Ladder-type frame, open steel and aluminum body
I-4 16-valve with direct injection, turbocharging, with throttled, cooled EGR 121 cu. in. (1,995 cu. cm)
3.31 x 3.54 (84 x 90)
Chain-driven DOHC, 16 valves
Direct Injection
Aluminum block, aluminum alloy heads
10.0:1
270 hp (200 kW) at 5,250 rpm
295 lb.-ft. (400 N•m) at 3,000 rpm
5,800 rpm (electronically limited)
Minimum unleaded regular, 87 octane (R + M)/2; 91 octane or higher recommended for optimum fuel economy and performance
2021 Jeep® Wrangler 4xe |
SPECIFICATIONS http://media.fcanorthamerica.com | 1

Fuel Tank Capacity (gallons) Oil Capacity
Coolant Capacity
Emission Controls
Max. Gross Trailer Weight Assembly Plant
17.2
5 quarts (4.7 liters)
9.9 quarts (9.4 liters)
GPEC4 engine-management system with close-coupled catalyst and wide range O2 sensor
3,500 lbs.
Termoli, Italy, and Trenton South Engine Plant, Trenton, Michigan
eTORQUE BELT-START GENERATOR/MOTOR
Peak power 44 hp (33 kW) Starting torque 39 lb.-ft. (53 Nm)
TRANSMISSION: 8P75PH PHEV AUTOMATIC, EIGHT-SPEED OVERDRIVE
Description
Plug-in hybrid automatic transmission with AC traction motor with Motor Interrupting Clutch and Integrated Launch Element; adaptive electronic control and Auto Stick driver-interactive manual control
Gear Ratios
1st 4.71 2nd 3.14 3rd 2.11 4th 1.67 5th 1.28 6th 1.00 7th 0.84 8th 0.67 Reverse 3.32
INTEGRATED TRANSMISSION TRACTION MOTOR
Peak torque Peak power
181 lb.-ft. (245 Nm) 134 hp (100 kW)
2021 Jeep® Wrangler 4xe |
SPECIFICATIONS
http://media.fcanorthamerica.com
| 2

HIGH VOLTAGE BATTERY
Chemistry
Charging Modes Operating Voltage Gross Capacity Maximum Charge Rate
TOTAL POWERTRAIN OUTPUT
Peak combined torque Peak combined power
Lithium Ion Li-NMC
Level 1 — 120V AC, Level 2 — 240V AC 260 – 400 VDC
17.3 kWh
7.2 kW
470 lb.-ft. (637 Nm) at 3,000 rpm 375 hp (280 kW) at 5,250 rpm
TRANSFER CASE: MP3022 SELEC-TRAC (4xe and Sahara 4xe)
Type
Operating Modes Low Range Ratio
Full-time
2WD High; 4WD Auto; 4WD High; Neutral; 4WD Low 2.72:1
TRANSFER CASE: MP3022OR ROCK-TRAC (Rubicon 4xe)
Type
Operating Modes Low Range Ratio
AXLES
Front
Differential type
Rear
Differential type
Axle ratios
Full-time
2WD High; 4WD Auto; 4WD High; Neutral; 4WD Low 4.0:1
3rd Generation Dana 44
Open (4xe and Sahara 4xe) or Tru-Lock electronic locking (Rubicon 4xe)
3rd Generation Dana 44
Open (4xe and Sahara 4xe) with available Trac-Lock anti-spin Tru-Lok electronic locking (Rubicon 4xe)
3.73 (4xe and Sahara 4xe) or 4.10 (Rubicon 4xe)
2021 Jeep® Wrangler 4xe
|
SPECIFICATIONS http://media.fcanorthamerica.com | 3

ELECTRICAL SYSTEM
Architecture
DC/DC Converter Capacity Low Voltage Battery
SUSPENSION
Front Stabilizer bar Shock type
Rear
Shock type
STEERING
Type
Overall ratio
Turning diameter (curb-to-curb) (ft)
Steering Turns (lock-to-lock) P/S pump
BRAKES
Type Front
Rotor size and type
Caliper size and type Rear
Rotor size and type Caliper size and type
Powernet
2.5 kW
600 CCA, maintenance free (Standard) 700 CCA, maintenance free (Optional)
Solid axle, link coil, leading arms, track bar, coil springs, stabilizer bar Electronic sway-bar disconnect system (Rubicon 4xe)
4xe: Gas-charged twin-tube shock absorbers with full displacement Multi-tuned Valve (MTV) technology
Sahara 4xe: High-pressure gas-charged monotube shock absorbers with MTV technology
Rubicon 4xe: High-press gas-charged monotube shock absorbers with MTV technology and hydraulic rebound stop
Solid axle, link coil, trailing arms, track bar, coil springs, stabilizer bar
4xe: Gas-charged twin-tube shock absorbers with full displacement MTV technology
Sahara 4xe: High-pressure gas-charged monotube shock absorbers with MTV technology
Rubicon 4xe: High-pressure gas-charged monotube shock absorbers with MTV technology and hydraulic rebound stop
Electro-hydraulic power 13.7:1
39.4
3.1
Electro-hydraulic
Hydro-electric anti-lock braking system with fully blended regeneration capacity
12.9 x 1.1 (330 x 28) vented rotor 2 (51) twin-piston floating calipers
13.6 x .86 (345 x 22) vented rotor
2 (51) single-piston floating calipers
2021 Jeep® Wrangler 4xe |
SPECIFICATIONS
http://media.fcanorthamerica.com
| 4

DIMENSIONS AND CAPACITIES
Wheelbase
Overhang — Front
Overhang — Rear
Track — Front
Track — Rear
Overall Length (includes spare tire) Overall Width
Overall Height
CLEARANCES
Approach angle, degrees Breakover angle, degrees Departure angle, degrees Ground clearance, inches
CURB WEIGHT (lb.)
ACCOMMODATIONS
Seating Capacity, F/R
SAE Total Interior Passenger Volume, (cu. ft. / cu. m)
Front
Headroom Legroom Shoulder room Hip room
Seat travel
EPA front volume index
118.4 (3,008) 29.5 (749.8) 40.3 (1,023) 64.4 (1,636) 64.4 (1,636) 188.4 (4,786) 73.8 (1,875) 73.5 (1,868)
42.2 (4xe and Sahara 4xe), 43.8 (Rubicon 4xe) 22.0 (4xe and Sahara 4xe), 22.5 (Rubicon 4xe) 35.2 (4xe and Sahara 4xe), 35.6 (Rubicon 4xe) 10.1 (4xe and Sahara 4xe), 10.8 (Rubicon 4xe)
5000 (4xe); 5100 (Sahara 4xe); 5222 (Rubicon 4xe)
2/3
103.3 (2.93)
40.8 (1,036) hardtop / 42.8 (1,087) soft top 40.8 (1,038)
55.8 (1,417)
53.9 (1,370)
8.1 (206) 54.6 (1.55)
2021 Jeep® Wrangler 4xe |
SPECIFICATIONS
http://media.fcanorthamerica.com
| 5

Rear
Headroom Legroom
Knee clearance Shoulder Room Hip Room
EPA rear seat volume index (cu. ft. / cu. m)
Liftover height
Maximum cargo width at liftgate opening
Minimum cargo width at liftgate opening
Maximum cargo height at liftgate opening
Minimum cargo height at liftgate opening
Distance between wheelhouse interior trim
SAE Cargo Volume
Rear seat folded Rear seat upright
Total passenger plus cargo volume, (cu. ft. / cu. m)
WHEELS
Availability
Type and Material Size
Availability
Type and Material Size
40.3 (1,023) hardtop, 42.6 (1,082) soft top 38.2 (970)
61.6 (1,565.9)
55.8 (1,417)
55.9 (1,421) 48.7 (1.38)
29.7 (756.4) 47.9 (1,217)
41.5 (1,054) 36.0 (942.3) 35.7 (907.8) 45.0 (1143)
67.4 cu. ft. (1.91) 27.7 cu. ft. (0.78) 131 / 3.71
Standard (4xe, Sahara 4xe)
High-Gloss painted cast aluminum
20 x 8 in.
Standard (Rubicon 4xe)
Painted pocket with Mid-Gloss paint and polished cast aluminum 17 x 7.5 in.
2021 Jeep® Wrangler 4xe |
SPECIFICATIONS http://media.fcanorthamerica.com | 6

TIRES
Availability
Size and Type Mfr. And Model Revs per Mile (km)
Availability
Size and Type Mfr. And Model Revs per Mile (km)
Standard (4xe, Sahara 4xe)
275/55R20, on/off-road, black sidewall Bridgestone Dueler H/L Alenza
649 (403)
Standard (Rubicon 4xe)
LT285/70R17, on/off-road, black sidewall BF Goodrich KO2 All-Terrain
637 (396)
•••
Additional information and news from FCA US LLC are available at http://media.fcanorthamerica.com
2021 Jeep® Wrangler 4xe | SPECIFICATIONS http://media.fcanorthamerica.com | 7

 

[Firestarter]

They'd need new axles for that. My GAWR combined is 6850 lbs. The gross vehicle rating (gvwr) is just a reflection of the weakest link. The axles would be the weakest link throwing on 800 lbs of 4xe equipment. My GVWR is 6250, so 800 extra pounds and maxing out the axles would mean my payload would drop 200 lbs. Still better than a tacoma though.

Your electric range cost comparison also needs to include cost of maintenance along with a multiplier for renewables. If you have solar panels that will shift the cost around. Diesels take more maintenance and require DEF while electric motors don't even need oil changes. Regardless, you make a great point that the electricity isn't very beneficial.

For me, adding 800 lbs is too compromising off road. It'll make every obstacle that much harder, put more stress on every component, and add new modes of failure.

The max GVWR on JT right now is 6350 lbs. right? If they tack on another 1,000 just to handle the 4xe hardware, that would put the Gladiator GVWR above a nicely equipped Ram 1500. I just do not see that happening.

So, I expect that what we're going to end up seeing is a massive reduction in payload and towing from the numbers of a Sport with 3.6L engine.

The more interesting thing to me is cost of driving one of these.

Where I live, electricity is $0.10 per kWh. The JT will likely go 20 miles on its 17 kW battery pack. That means it'll cost almost $0.09 per mile to operate on electric power.

A current JT with 3.6L engine, if we assume 20 MPG @ $2.65/gallon for fuel costs about $0.13 per mile to operate.

A current JT with EcoDiesel engine, if we assume 24 MPG @ $2.90/gallon for fuel costs about $0.12 per mile to operate.

Granted, we're only talking about fuel usage alone. And I'm using local pricing, so your results will vary. But the difference is not nearly as huge as people think. And if you drive that 4xe farther than 20 miles and run out of battery power, then the cost per mile becomes literally a wash between all the engine options.

I still don't see the point. But I'm following this closely....

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