It’s going to climb up absolutely anything.

Emme Corridor/Roadshow

It is a very bizarre sensation: Right here I’m behind the wheel of a 2021 Jeep Wrangler Rubicon SUV, and I’ve simply chirped the tires and rocketed to 60 mph in lower than 5 seconds. It is unnatural. And I adore it.

It has been 40 years because the 1981 Jeep CJ had a 5.0-liter V8 underneath the hood, producing a mere 125 horsepower. Occasions definitely have modified — the 2021 Wrangler Rubicon 392 makes use of a 6.4-liter Hemi V8 with a stonking 470 hp and 470 pound-feet of torque. It makes for heart-pounding, head-tossing, seat belt-locking and maniacal laugh-inducing enjoyable. However there are nonetheless just a few points with this in any other case thrilling package deal.

Once I begin the 392, it defaults to the wake-the-neighbors loud setting, so straight away I do know it means enterprise. Round city, the V8 burbles and grumbles, the eight-speed automated transmission quietly working within the background. Once I attain an extended straight on a again highway, I swap to the paddle shifters (in a Jeep!) and ground it. The nostril rises up, my head snaps again and the full-time four-wheel-drive system will get the ability right down to the 33-inch BF Goodrich KO2 tires. After round 4.5 seconds, I am at 60 mph. Goodness.

Slowing down is a way more harrowing expertise. The 392 has the identical dimension rotors and calipers as a typical Jeep Wrangler Rubicon, and boy do I would like one thing extra able to dealing with this SUV’s energy — it is advisable cease a lot ahead of you assume. That is one case the place I would gladly go for bigger wheels if it means becoming greater brakes behind them.

I undoubtedly need higher steering, too. Jeep Wranglers are fairly imprecise on their finest days; add in a ton of energy and the 392 is downright ponderous. That is kind of to be anticipated given the Wrangler’s structure — it is a 5,000-pound field designed to go nearly wherever. The 392 is significantly fast in a straight line, however a corner-carver it’s not.

I truly need greater wheels, if solely so Jeep can provide bigger brakes.

Emme Corridor/Roadshow

The Wrangler 392 has a 1-inch carry over a Rubicon and a 2-inch carry in comparison with the usual Jeep Wrangler, so its off-road geometry is barely higher. Curiously, the 392’s floor clearance is definitely a half-inch decrease than it’s on the Rubicon — 10.3 inches in comparison with 10.8. The 392 has entrance and rear locking differentials, a disconnecting sway bar and a two-speed switch case. The 392 has Jeep’s Selec-Trac switch case with a 2.72 low vary, and as soon as the maths is completed with the three.73:1 remaining drive ratio within the Dana 44 axles, you come out with a formidable crawl ratio of 48:1. An ordinary Rubicon has a ratio of 77.2:1, however bear in mind, that is only a illustration of how a lot the torque is multiplied by way of the axles earlier than it hits the bottom. Since I’ve received 470 lb-ft, the 392 can nonetheless rock crawl with the perfect of ’em.

Nonetheless, in case you’re anticipating the Wrangler 392 to go bombing by way of desert whoops at 50 mph prefer it’s a Ford F-150 Raptor, you may neglect it. The Wrangler’s Fox shocks are tuned to deal with greater velocity, however the 392 can solely deal with 15 mph to twenty mph within the whoops earlier than you max out the suspension’s journey. It is method too straightforward to outdrive the shocks’ capabilities. An aftermarket long-travel package with piggyback reservoirs would undoubtedly be my first improve if I owned one.

470 horsepower in a Jeep Wrangler. Insane.

Emme Corridor/Roadshow

As I method some steep dunes, I press the Off-Highway Plus button and calibrate it for Sand, which adjusts the throttle, transmission and traction management. I may lock the rear diff in four-wheel drive excessive ought to it turn out to be vital. The dunes all have whoops on the backside, so I am unable to carry an excessive amount of velocity. However as soon as I am out of them, it is hammer down and the 392 simply scrambles to the highest. Right here, I can use the forward-facing digicam to get a peek at what’s on the opposite aspect of the dune earlier than barreling right down to the subsequent one.

And that is the delight of the 392. The usual Rubicon typically simply does not have the ability to speed up up dunes and different mushy, scratchy hills except momentum is carried throughout the decrease a part of the terrain. With the 392 I can child the Wrangler till it is protected and nonetheless make it to the highest like a boss. That is the Jeep I would like within the dunes.

I really feel like I can climb each mountain within the 392, and I may possible ford each stream if I may discover one out right here within the desert. The 392 has a trick consumption system that may flush out 15 gallons of water per minute. It is protected to ford 32.5 inches of water, even when the water initially comes up over the hood. And may the hood scoop get blocked by mud or snow, there’s a secondary path for the air to enter the engine. I will want to attend for monsoon season to do this out.

Greatest pushed with the roof off.

Emme Corridor/Roadshow

Visually there is not a lot to tell apart the 392 from a typical Rubicon save for some bronze accents, requisite badging, a thicker steering wheel and a few extra aggressively bolstered seats. The identical Uconnect infotainment system is discovered inside, with Apple CarPlay and Android Auto on an 8.4-inch colour touchscreen. Uconnect is simple to make use of and a Roadshow favourite. I really like Jeep’s off-road pages with info on pitch and roll, energy distribution, temperatures and GPS coordinates with altitude.

My tester additionally has with the fancy-pants Sky One-Contact energy mushy prime. It could be known as one-touch, however the button must be held the entire time for the highest to retract, and it takes 17 seconds to take action. It is a good improve, however the usual mushy prime is fairly straightforward to function. Properly, straightforward for a Jeep. Taking the highest down, the home windows out and the doorways off just isn’t precisely a fast course of. Oh, and phrase to the smart, remember to shut the highest in case you depart the 392 for any time frame within the desert solar. The black leather-based seats can get fairly toasty.

As is to be anticipated, all this loopy energy will price you. The 392 is the most costly of all Wranglers, beginning on the whopping worth of $74,995 together with $1,495 for vacation spot. That is $31,025 greater than a base Rubicon. My tester with the upgraded convertible prime, trailer tow package deal and forward-facing digicam involves an unimaginable $78,545. Yowza.

Not many autos are this hilariously enjoyable.

Emme Corridor/Roadshow

It is also price mentioning you may get a crate 392 engine from Mopar and all the required accoutrements for proper round $19,000 if you wish to go the DIY route, however that is not an possibility for many of us and there’s no form of manufacturing unit guarantee on components you put in your self.

Hmm, I suppose I ought to point out gasoline economic system, not that anybody’s shopping for a V8-powered something with effectivity in thoughts. The EPA charges the 392 at 13 mpg metropolis, 17 mpg freeway and 14 mpg mixed; after every week of testing, I am seeing 13.3. And you understand what? I do not even care. The 392 could be flawed, costly and thirsty nevertheless it gives foolish thrills you will not discover wherever else.