The 2025 Jeep Wrangler Rubicon 392 is a unique beast
For years, Jeep enthusiasts practically begged the company to put a V8 back in the Wrangler, and when they finally did, it was as big, loud, and unapologetic as anyone could have hoped. It’s a muscle car masquerading as a mountain goat and continues to define the peak of factory off-road performance.
How we got here
To really get why the 392 is such a big deal, you have to look at the Wrangler’s history. This vehicle is a direct descendant of the Willys MB from World War II and the subsequent Civilian Jeep (CJ) series. For over 80 years, the core formula has remained the same: a separate body on a steel frame, solid axles in the front and rear, and the ability to remove the doors and roof.
The platform has evolved slowly and deliberately. The first-generation Wrangler, the YJ (1987-1995), attempted to make the Jeep a little more civilized than the old CJ, although its square headlights remain a sore spot for purists.
The TJ generation (1997-2006) represented a significant leap forward, reintroducing round headlights and, more importantly, replacing the outdated leaf springs with a five-link coil-spring suspension. This dramatically improved both the ride on the road and articulation on the trail.
Then came the JK (2007-2018), which completely changed the market with the introduction of the four-door "Unlimited" model. Suddenly, the Wrangler wasn't just a niche toy; it was a semi-practical SUV a family could own, and sales exploded.
Against this backdrop, the arrival of the Rubicon 392 was a seismic event. The timing was no accident. The Ford Bronco had just re-emerged as the first real threat to the Wrangler’s dominance in decades. While Jeep’s V6 and turbo four-cylinder were fine, they lacked the wow factor. By dropping a massive V8 into the Wrangler, Jeep created a halo vehicle that sounds simply incredible.
The 392 V8
Under the functional hood scoop sits the 6.4-liter, 392 cubic inch, HEMI V8. It’s a classic-style pushrod engine, producing 470 horsepower and 470 lb-ft of torque. The real magic for off-roading is that nearly 75% of that torque is available just above idle, giving you incredible control for crawling over obstacles. It’s built on a sturdy cast-iron block with a 10.9:1 compression ratio, requiring 91 octane premium fuel to run its best.
The term "pushrod" refers to its overhead valve (OHV) design, a key component of its character. Unlike most modern engines that use overhead cams (OHC), the 392's single camshaft is located down in the engine block. As it rotates, it moves lifters that in turn move long metal rods—the pushrods—that reach up to the cylinder heads. These rods actuate rocker arms that open and close the valves. This design is mechanically simpler and more compact, especially in height, than a dual-overhead-cam (DOHC) engine. While DOHC engines can typically rev higher, the pushrod architecture is known for its durability and its ability to produce a huge amount of low-end torque, which is exactly what you want for a heavy, off-road-focused vehicle like the 392.
That power is sent through the only transmission offered, a ZF-sourced TorqueFlite 8HP75 8-speed automatic. It's a tough, reliable unit used in other high-performance Stellantis vehicles. For the first time, Jeep added steering-wheel-mounted paddle shifters, which can help spin the tires and other rowdy activities.
The drivetrain is built around the MP3022 Selec-Trac full-time active transfer case, which has a 2.72:1 low-range ratio. There is no 2WD mode. This is a deliberate and necessary choice to manage the V8's power on pavement safely. The "4WD Auto" setting functions like all-wheel drive, providing stability and preventing you from lighting up the rear tires every time you leave a stoplight.
Putting the power to the ground are heavy-duty, wide-track Dana 44 axles with thicker axle tubes for extra strength. Both front and rear axles come with Tru-Lok electronic locking differentials, and they’re fitted with an aggressive 4.56:1 final drive ratio, which is crucial for turning the big tires and providing strong low-end grunt. A major upgrade for these later models is the addition of a new full-float rear axle. Unlike a typical semi-floating axle, which handles both torque and the vehicle's weight through the shaft, this design separates those duties. The hub assembly supports the weight, and the axle shaft's only job is to spin the wheel. It's a much more durable setup, common on heavy-duty trucks, and makes the rear end far more resilient to the stress of the V8.
Exterior design and features
The Rubicon 392 looks the part. The most obvious feature is the aggressive hood with the Hydro-Guide air intake. The whole package is set off by bronze accents on the tow hooks, decals, and wheel trim rings. Out back, a quad-tip exhaust system lets everyone know this isn't a standard Wrangler.
The Rubicon 392 comes exceptionally well-equipped from the factory. It can be optioned with an 8,000-pound Warn winch in the steel front bumper, a Mopar triple-hoop grille guard, and heavy-duty steel rock sliders to protect the body. It also includes the Xtreme 35 Package, which means you get 17-inch bronze beadlock-capable wheels and aggressive 35-inch BFGoodrich All-Terrain T/A KO2 tires right from the showroom floor.
A classic Wrangler interior...
Inside, the 392’s cabin is a mix of classic Wrangler function and modern appointments. You still get the upright windshield and commanding view. The 392 gets black Nappa leather-trimmed performance seats with 12-way power adjustment—a first for the Wrangler platform. They feature unique gold stitching. A heated steering wheel and heated front seats are also standard.
One of the best things about the interior is that Jeep didn’t go all-in on touchscreens. You still get a full set of physical buttons and knobs for essential functions like climate control, volume, the transfer case, differential lockers, and the sway-bar disconnect. When you’re bouncing around on a trail, being able to operate these controls by feel is far safer and easier than trying to poke at a screen.
For a vehicle commanding a six-figure price tag, the cabin feels surprisingly cheap and doesn't escape the hard plastics and utilitarian feel of its less expensive siblings. The problem is that the entire Wrangler line is due for an interior overhaul. When you compare it to the competition, the Ford Bronco's interior feels more unique and has better build quality, which is really saying something... It’s widely understood that Jeep is aware of this, but they seem to be milking the current, highly profitable platform for as long as possible. Considering the well-documented financial pressures and aggressive cost-cutting strategies at its parent company, Stellantis, it's likely Jeep is being forced to do more with less, stretching the current interior's lifecycle well past its prime before investing in a costly redesign.
Pricing and fuel economy
The Rubicon 392 is expensive... Starting right around $100,000, it's an emotional purchase for someone who wants the most capable and powerful Wrangler ever built from the factory. As for fuel economy, it's exactly as bad as you'd expect from a 5,000-pound, brick-shaped vehicle with a 6.4L V8. The official EPA rating is 13 mpg in the city, 16 mpg on the highway, and 14 mpg combined. With a heavy foot, you can easily watch that number dip into the low double-digits.
Technology
The tech centerpiece is the 12.3-inch landscape-oriented touchscreen, which runs the Uconnect 5 system. It’s fast, intuitive, and comes with wireless Apple CarPlay and Android Auto. A standout feature is the integrated Off-Road Pages+, which displays real-time vehicle data, including pitch and roll, and features Adventure Guides from Trails Offroad. This gives you over 200 detailed trail maps that can be downloaded for offline use, which is incredibly useful when you're far from cell service. The standard nine-speaker Alpine premium audio system is powerful enough to overcome the significant wind and tire noise you get in a Wrangler at highway speeds.
What makes the Wrangler 392 Unique? And its competitors
The 392 operates in a small, specialized segment. Its most direct rival is the Ford Bronco Raptor, which is engineered more for high-speed desert running with its twin-turbo V6 and independent front suspension. The Land Rover Defender V8 is another competitor, offering a supercharged V8 but in a much more luxurious and refined package focused on on-road comfort.
The Wrangler 392’s unique selling proposition is its raw, mechanical character. It’s the only one in the group that combines a naturally aspirated V8 with a solid front axle, delivering a classic, unfiltered off-road experience. And, of course, it's the only one where you can remove the doors and roof for a completely open-air adventure.
Final thoughts
The 2025 Jeep Wrangler Rubicon 392 is not a logical vehicle. By any normal metric, it’s deeply flawed. The steering is vague, the cabin is loud, and the fuel economy is terrible. But to judge it on those terms is to miss the point entirely. Its greatest strengths are the direct cause of its weaknesses. The thunderous V8 and competent solid-axle suspension are what make it a compromise on the road, but an absolute monster on the trail. This vehicle is a passion purchase, a specialized instrument of fun for those who get it. It’s loud, inefficient, and an absolute thrill.
This story was originally reported by Autoblog on Aug 28, 2025, where it first appeared in the Reviews section. Add Autoblog as a Preferred Source by clicking here.
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