The Jeep Wrangler 392 is a fantasy fulfilled in the minds of many Jeep fans. Ever since the old AMC 304ci V8 was removed from the CJ lineup in 1981, Jeep enthusiasts have longed for another V8-powered trail machine. At one point in the late 1990s, it seemed like one was on the way.

We tested a 2024 Jeep Wrangler Rubicon 392 Final Edition.

Spy photographers at the time noticed throaty sounds coming from the exhaust pipes of TJ Wranglers near Jeep’s Chelsea Proving Ground. Naturally, they concluded that engineers were testing V8 Wranglers. They were right—sort of. These TJs were purely test mules. Vehicle Development Manager of Jeep Platform, Jim Repp, and his team were working on the yet-to-be-named Rubicon package. They wanted to stress-test the Rubicon’s parts to ensure they could withstand serious abuse. To do so, they dropped a few V8s into Wranglers to see if the driveline components would survive. They did, and we got the Rubicon package. But alas, no production TJs ever emerged from the factory with a V8.

It would take two more decades and two more generations of the Wrangler before Jeep would launch a V8 model. Finally, in 2021, the Wrangler 392 hit the market as the most powerful and quickest-accelerating Wrangler ever. For the past four model years, the 392 has been positioned at the pointy end of the Wrangler pyramid.

Sadly, Jeep says the 2025 model year will be the final one for the V8. So, we decided to borrow a $108,475 Firecracker Red 2024 Wrangler Rubicon 392 Final Edition and push it hard through the streets, highways, and trails near Los Angeles, California. Here’s what we discovered.

The 6.4-liter V8’s performance is astonishing, capable of propelling the vehicle from 0-60 mph in a smidge over four seconds.

The Hardware

The lifeblood of the Wrangler 392 is, of course, the engine. Under the heavy hood of the Wrangler is one of the greatest power plants available in any 4×4, at any price. The SRT-built 6.4-liter V8 is a total beast, delivering 470 horsepower at 6,000 rpm and 470 pound-feet of torque at 4,300 rpm. The big V8 is fed air by a large hood scoop and a Tri-Level Hydro-Guide air intake system, which allows the Jeep to handle 15 gallons per minute of water splashing over the hood and ford 33.6 inches of water.

The 6.4-liter engine is mated to an 8HP75 eight-speed automatic transmission and an MP3022 Selec-Trac transfer case with all-wheel drive, 4-Hi, and 4-Lo. The Wrangler 392 uses a heavy-duty, wide-track Dana 44 axle up front, which is similar in design to the one found on a Gladiator Mojave, with cast iron knuckles and thicker axletubes. And because the 392 has full-time all-wheel drive instead of 2-Hi mode, those axles have CV joints on their ends instead of U-joints. The front axle is suspended by coil springs, features a two-inch lift, and includes an electronic sway-bar disconnect system.

Like the front, the rear of the Wrangler 392 is fitted with a heavy-duty, wide-track Dana 44 axle. It has thicker axletubes and revised mounts for handling, as well as a heftier rear sway bar. Like the front, the rear suspension is a coil spring setup with a two-inch lift. Both the front and rear axles utilize 4.56:1 gears and a Tru-Lok electronic locking differential.

Off-Road Plus Mode, 47.5-Degree Approach Angle, And More

Unlike some 4x4s, the Jeep doesn’t have drive modes designed for specific terrain. Instead, there is one Off-Road Plus mode, which adjusts parameters like throttle and traction control. It also allows the rear locker to be engaged at higher speeds. But for the most part, Jeep leaves the drivetrain-selection decisions up to the driver.

The Wrangler 392 offers 11.6 inches of ground clearance at its lowest point, thanks to the legitimately beefy 35-inch (315/70R17) BFGoodrich All-Terrain T/A KO2 tires. The 392 has an approach angle of 47.5 degrees, a departure angle of 40.4 degrees, and a breakover angle of 25.4 degrees.

On The Street

The Wrangler 392 is unlike any Wrangler we’ve ever driven. Think of it as a Jeep muscle truck that just happens to be wearing 35-inch tires. It’s ridiculously quick and feels like it could decimate just about anything on four wheels in a drag race. The way the Jeep accelerates is mind-numbing, hitting 60 mph in a little over 4 seconds and scorching the quarter-mile in 13 seconds. There’s a button to unleash a little (okay, a lot) more exhaust noise, and pressing this button is like summoning a near-open-header exhaust. It’s not subtle and probably not recommended if you like your neighbors, but out on the open road it sounds awesome. On the highway, the 392 is entertaining. Its acceleration from 70 mph to, say, 80 mph, will leave other motorists stunned. It doesn’t quite seem possible that a Wrangler can move this quickly.

When it comes to on-road refinement and handling, the Jeep is not quite as evolved as we would like. The steering is less precise and has more play than, say, a Ford Bronco Raptor. And yes, there’s plenty of wind noise as speed builds. But the ride is surprisingly smooth compared to other Wranglers we’ve driven. We borrowed a friend’s turbocharged four-cylinder Rubicon for a back-to-back drive to confirm. The 392, with taller tires, provides the smoother ride around town. However, when you hit a set of big potholes, the V8 Jeep’s frame will quiver and quake while the axles and tires deliver rough hits.

No 2WD Setting, Limited Fuel Range

Inside, the Jeep’s seats are really comfortable, and we like the way the company has trimmed the interior. The new dash layout, which includes a fresh instrument cluster and a larger 12.3-inch touchscreen, worked well for us.

There are two main downsides to this Jeep on the street. First, the 392 is all-wheel drive all the time, so there’s no mode for 2WD—and no chance to light up the tires in a lurid, smoky burnout. Boo. The second downside is the fuel economy. The EPA rates the Jeep at 13 mpg in the city and 16 mpg on the highway. We recorded 12.4 mpg during our time with it, which is pretty bad. If that average holds steady for the whole 21.5-gallon tank, it means you’ll only have about 266 miles of range before it’s time to fill up again. That limited range means you’ll need to pack along extra fuel if you’re headed out on an extended backcountry foray.

On uneven trail, the Wrangler 392’s suspension easily conformed to the trail and the 35-inch BFGoodrich tires combined with the differential lockers to provide exceptional traction.

On The Trail

Jeep has loaded the 392 with some great digital tools. Before we hit the dirt, we took a lap through the Wrangler’s off-road pages contained within Uconnect 5 NAV. There’s a suite of helpful cameras, extra gauges like roll and pitch meters, adventure guides, and pre-loaded trail options so you can instantly navigate to some of the nation’s best off-road spots.

The 392’s big 35-inch tires and flexible solid axle suspension, combined with all-wheel drive and a big-torque V8, allow it to walk across mild to moderate off-road terrain with relative ease. This is one of those rare vehicles where you can simply pull off into the dirt and have some fun without touching the 4WD lever or pressing any locker or sway-bar buttons. In other words, the 392 is capable right off the street.

Aim the Jeep’s nose at more challenging terrain, and it excels. Deep dirt troughs and steeply peaked moguls that challenge a vehicle’s articulation are no match for the 392. Just press the sway-bar disconnect button, and the Jeep gains unbelievable levels of traction without needing to lock the rear axle. In some cases, you don’t even need 4-Lo. But shifting into 4-Lo with that big, meaty lever is easy, instant, and rewards the driver with a positive mechanical clunk. All 4WD systems should be old school in this way.

On tougher terrain, with the Jeep in 4-Lo, we locked both axles and disconnected the sway bar. The Jeep became an absolute tractor. It can creep so slowly and with such control that we could pretty much take on any obstacle, stopping short of attempting anything that might cause body damage. Hey, this isn’t our $100K Jeep, so we needed to give it back without trail damage. But even if you get the 392 high-centered on a rock, there’s a factory-installed Warn winch sitting up front.

Hill Climb

Over at our hill climb, the Wrangler could walk the entire 30-degree loose sandy slope at practically an idle, with just 1 mph showing on the speedometer. The 392 accomplished this without using the differential lockers. At the trickiest spot near the top, we had to briefly and gently saw the wheel back and forth until the BFGs bit into the sand and pulled us up. This is easily the best performance of any vehicle we’ve tested on that hill. It’s particularly fun to do it with the Sky One-Touch Power Top open to let the sun shine in.

Sandy Wash

In our sandy wash section, we shifted into 4-Hi and engaged the Off-Road Plus mode. This is the only drive mode Jeep offers on the Wrangler 392, and honestly, we don’t miss having all the others that most 4X4s have today. The Wrangler is a more analog way to four-wheel, and we like it. Still, in the sand, the Off-Road Plus mode was effective because it’s basically a high-speed drive mode. It ditches the stability control, recalibrates the throttle, and enhances the transmission to provide quicker and sharper shifts.

The 392 is certainly fun to hoon in the sand. You can blast along and fling the Jeep sideways, giggling all the way. It’s fun, but the Wrangler does come up a bit short as the ultimate sand toy because the body and chassis clunk and shake as you speed across the terrain. It just doesn’t feel like it could handle the abuse for an extended period of time.

Our tester was shod with the standard 315/70R17 BFGoodrich All-Terrain T/A KO2 tires mounted to 8-inch-wide beadlock-capable wheels.

Dirt Fire Road

Similarly, on the dirt fire road, where there are lots of small bumps and a few moderate whoops, the Jeep wasn’t happy. We had to slow way down when there was a big divot in the trail simply because the impact was so harsh it felt like we might damage the Jeep. Overall, the Wrangler’s ride was very busy, with numerous creaks, groans, and cringy sounds coming from the chassis. It’s like the motor is saying, “Go!” but the chassis is saying, “No!” You can feel the suspension just giving up as the speed increases. The solid front axle refuses to follow the trail and whips the steering wheel around in your hands.

Nestled inside the 392’s steel front bumper is a Warn 8,000-pound-capacity winch.

Mogul Hill Climb

The last challenge is always our short and steep mogul hill climb. We’ve found from past testing that most 4X4s require a locker or two to crest the top. However, the Wrangler 392 was able to do the climb in 4-Hi with just the sway bar disconnected. In 4-Lo, with the rear axle locked, we were able to crisscross the section and take any line we wished. The 392’s axles would dip in and out of the holes, grab traction, and pull right through. We could feel the added traction of the solid axle creating more contact pressure as it articulated. Plus, Jeep has a knack for tuning the traction control for slow-speed four-wheeling. The Wrangler 392 has few challengers when it comes to slow-speed wheeling.

The Bottom Line

The Jeep Wrangler 392 Final Edition is destined to become a collectible Jeep because it’s the very last V8 Wrangler that Jeep will produce. So, despite the steep (and we mean steep) price tag, it seems like it could be a solid investment. Regardless of the 392’s future value, in our opinion it’s easily the most exciting and rewarding Wrangler in Jeep’s stable. And it’s certainly the one we’d choose to park in our own garage.