In the first episode in our Asked & Answered podcast series, we discuss the Jeep Wrangler 4xe. It's the company's first official foray into alternate powertrains for the famous and very popular SUV. While purists may not appreciate the departure from traditional combustion engines, Motoring Editor Will Sabel Courtney argues that the benefits of this new setup are undeniable. And, he answers questions about electric-only range, driving dynamics versus the current versions, and much more–all asked by GP readers on social media.
The Jeep Wrangler 4xe Review: the Best Wrangler, Whether You Care About Gas MIleage or Not
The Hybrid Jeep Wrangler 4xe: What You Need to Know
Rivian Will Copy One of Tesla's Smartest Features: Its Charging Network
The Jeep Wrangler 4xe (MSRP $47,995)
Nick Caruso:
This is The Gear Patrol Podcast. You're listening to the first episode of many in a series we're calling, Asked and Answered, where experts answer your questions sent it on social media. And in the comment section on gearpatrol.com.
Nick Caruso:
Today Gear Patrol's, motoring editor, Will Sabel Courtney, joined me to talk about his recent first drive of the all new plug-in hybrid version of the Jeep Wrangler, the Jeep Wrangler 4xE, which Will really liked. The 4xE is Jeep's first official foray into electrification of the famous and very popular Wrangler. And while purists may not appreciate the departure from traditional combustion engines, the benefits of this new setup are undeniable, both on and off road. Will answers questions that range from, well, how much electric only range 4xE owners can expect to achieve to how it feels to drive versus the current versions. Also, keep your eyes and ears peeled for more Asked and Answered episodes each week, which means more opportunities for your burning questions to be answered on the podcast. I'm Nick Caruso, and I'm glad you're here. Let's get started.
Nick Caruso:
So Will, we've got a bunch of questions for you and I know you've got a bunch of answers for us. So the new version of the Jeep Wrangler, the legendary Jeep Wrangler is the 4XE. It's a plug-in hybrid and that's a long name and it's a big deal. Is that your take?
Will Sabel Courtney:
Yes, it is a long name and it is a big deal. So it's actually, the Jeep folks, they're sticklers about this. It's actually called the Jeep Wrangler 4xE, not 4XE, which as our own Tyler Duffy pointed out, it sounds like something that should have like a valley girl lilt to it, where it's like, "Four by E."
Nick Caruso:
Which is interesting because Clueless, that was Cher's car. Cher, was that the main character? I don't know. She drove a Wrangler. So maybe this is kind of like a throwback to the nineties. I don't know.
Will Sabel Courtney:
It could be. Also, I asked the Jeep people about it and they were like, no one has ever brought that up, ever.
Nick Caruso:
Right. Well, here we are, we're pioneers in the field, at least you are. That's good. It's a good record to have. You told me not long ago, and by that I mean a couple of minutes ago, that there are actually just a boat load of configurations for the Wrangler, but there are several for the 4xE also. That's true, right?
Will Sabel Courtney:
Yeah. So the Wrangler probably offers the vastest portfolio of models and powertrain options and stuff like that, of any new car you can buy today. So I think there just the regular Wrangler alone includes, I think, literally a dozen different variations. They have the High Altitude and the Sahara and the Willys and the Willys Sport and the right-hand drive one you can get if you're a postal worker, which they do sell. It's on the website, it's kind of awesome.
Nick Caruso:
That's great.
Will Sabel Courtney:
And then on top of that, even the regular Wrangler has I think, four different powertrain options. There's a V6, there's a V6 Mild hybrid, there's a turbocharged inline four and there's a turbo diesel V6. So for 2021, they're bringing two additional powertrains into the mix and making them their own sub models. There's the Wrangler 392, which has the 392 cubic inch Hemi V8 that's found in the SRT Challengers and Chargers and Durango. And then there's also this new one, which is the plug-in hybrid, the Wrangler 4xE.
Nick Caruso:
Right. And so just to clarify, the 392 is in the SRT stuff, but it's not a Hellcat engine, right? It's not like a 700 horsepower monster.
Will Sabel Courtney:
No. I think it's 480 horses or something like that. So it's the naturally aspirated one, the one that's one level below the Hellcats.
Nick Caruso:
Right. It's a super, super low powered engine.
Will Sabel Courtney:
Exactly. But what's interesting about these two models is, as it turns out, obviously very different characteristics and ways they go about it. But both the 392 and the 4xE both make the same amount of torque. So they both make 470 pound feet of torque.
Nick Caruso:
That is crazy. So, that's proof positive, it shoots down the hybrids are dull and boring argument, if anybody ever has one.
Will Sabel Courtney:
No, pretty much. Yeah, they've really done a great job of, and that's one of the biggest takeaways I've found from driving this car last week. It's just that it feels finally like a Wrangler that you're comfortable driving in all situations. Traditionally, Wranglers always feel underpowered on the real world, like if you have to pass somebody on the highway, it's a little bit nerve wracking. If you need to merge onto a fast moving roadway, it's always a little bit tricky. This finally feels like a Jeep where you just don't have to think about it. You don't have to preplan how you're going to get onto the road. You can just floor it and it just goes.
Nick Caruso:
Part of the charm of a Jeep, I think people would say, purists would say is that it is somewhat terrifying to drive. Do you think that detracts from that ethos?
Will Sabel Courtney:
I think if you're going to be someone who's that much of a stickler, like if you're one of those folks who insists that a Jeep has to be terrifying to drive and you are glossing over all the other charming things that make a Jeep Wrangler special, like being able to take the roof off and the doors off and being able to climb over crazy surfaces off road and things like that and wash out the interior, there's a lot of things about a Jeep Wrangler that make it special. I think if you're hung up on the fact that you have to be risking life and limb every time that you get onto Interstate 80, you're probably focusing on the wrong things.
Nick Caruso:
Right. And that's a life lesson for all you Jeep enthusiasts out there, you're focusing on the wrong things. And which, full disclosure, and that was sarcasm by the way, but full disclosure, I own and drive a Jeep, an old Jeep Cherokee. So if I deride anyone for being a Jeep purist and liking their boxy death trap, I am actually talking about myself. It's self-reflection everybody. This was a press event, which is not something that's been happening super regularly for a year. But you were down in Austin, Texas, in Texas, to drive on road and off-road and eat great food, I assume. Was it a good place to test the new Wrangler?
Will Sabel Courtney:
It was. They actually did a really good job of setting it up. Obviously, the car companies, they're professionals at this. But they had a nice drive route set up for us where we started out in downtown Austin. The first leg of it was basically driving through the city, driving through the suburbs and the downtown areas, more residential places, a lot of stop and go traffic, a lot of mid speed operations. And so for that, they had us all start out with the vehicles locked into electric only range mode, I should say. So basically we climbed in with the batteries charged and they were like, "Press the button." There's three different mode buttons. There's a hybrid button, there's an electric driving button and then there's an eSave button, which basically saves all of the electric power for later.
Will Sabel Courtney:
So they had us all start out in pure electric mode and just drive until it runs out of battery charge on this drive route that took us out of town. And the EPA rates it for 21 miles of electric operation if you just have it going with a fully charged battery. I got 25 or so. And they were saying that if you baby it, you can get probably 30.
Nick Caruso:
Wow.
Will Sabel Courtney:
Again, it's ideal for exactly that sort of driving. It was like perfect conditions for it. It was dry weather, 50, 60 degrees, stop and go traffic, places where having an electric car or a hybrid can really lean on its advantages rather than on the open road where it becomes more about aerodynamics and things like that.
Nick Caruso:
Yeah. That makes sense. That's really impressive too. I'm not going to actually tell you what mileage I get with my four liter straight six from the early 2000s, but that's way better. And I'm sure anyone concerned about that, any Jeep people concerned about mileage in particular, that probably just blew their mind. Go ahead. No, please.
Will Sabel Courtney:
I was just going to say the downside of it though is once the battery charge is exhausted, especially if you're doing a lot of long highway driving and stuff like that, it does revert to a more traditionally Jeepy gas mileage figure. So I think overall, I drove about 200 miles, a little more than that on the whole day. And all told, because it has a little thing in the odometer that'll tell you how much you're doing on gas, how much you're doing on electric. And I think overall I got about 22, 21 to 22 miles per gallon. And keep in mind that was with 25 miles at the beginning of pure electric driving.
Nick Caruso:
So it's just kind of knocks off that 25 miles.
Will Sabel Courtney:
Yeah. So basically I ran the numbers and it works out to about 15, 16 miles per gallon. So if you never charge the battery, and you're driving a lot on the highway, you're doing 70 miles an hour, you've got the windows, I had the windows down, I took part of the top off for part of it because of course you will, it's a Jeep, that's what you do, you can probably expect to get similar mileage to what you would see in a regular Wrangler. And a lot of that also is just because it's got the same aerodynamics. It's not exactly a slippery car. And also, the battery adds a lot of weight. I believe it adds, I wrote it down here, a regular four-door Sahara Wrangler weighs about 4,200 pounds and the hybrid weighs about 4,900 pounds.
Nick Caruso:
Oh my gosh. That's way more than I thought. I thought you were going to say a couple hundred more. 700 pounds more?
Will Sabel Courtney:
You got to keep in mind, there's a 17 kilowatt hour lithium-ion battery that sits under the rear seats. So that's a huge thing in and of itself. Then you have also the additional electric motor because there's actually two electric motors. There's a small one that replaces the alternator at the front of the engine and then there's a much bigger one, which is responsible primarily for driving the vehicle in electric mode and supplementing the power of the gas engine. That sits between the gas motor and the transmission, and basically replaces the torque converter.
Nick Caruso:
Got it. Okay. Yeah, it's a complex setup. So in your review, you allude to that. It's pretty, like I said, complex underpinnings to make this thing move, which makes it even more impressive. So look, we've kind of gone into the weeds a little bit here, but we have a ton of questions and we've kind of covered some of them. We asked people on social media and on the net and everywhere in between to ask questions of you. But let's go through one by one and make sure we pick up all the pieces. So first of all, the 4xE acronym, which I learned somehow didn't understand was 4xE rather than 4XE, 4xE you explained. But this is an electric, partially electric power Jeep. How long have we been anticipating this kind of thing? And how is it different, I'm leading you, but how is it different visually than other Wranglers out there?
Will Sabel Courtney:
It's very subtle. It depends a little bit on which trim level you get. If you have the Sahara, which is the heart of the market one, the all-arounder for most people, it's very, very subtle differences. Sorry, there's a puppy barking.
Nick Caruso:
That's not very subtle. That's okay. We've got dogs.
Will Sabel Courtney:
We've got dogs. Dogs are here. But yeah, basically there's a couple of blue badges, like the trail rated badge is tinged in blue, the word Wrangler on the side is blue. There's a little 4xE badge on the back. The other trim levels, the Wrangler Rubicon and the Wrangler High Altitude, they have a little more flash about it. On the High Altitude and the Rubicon, the tow hooks are in bright blue and the Rubicon has the word Rubicon, the decal on the hood, is outlined in blue. But generally speaking, it looks very, very similar. The only real external difference is the fact that now you have a charging port at the bottom of the A pillar.
Nick Caruso:
Right. On which side, the driver's side?
Will Sabel Courtney:
Yeah, on the driver's side. Same side as the gas tank.
Nick Caruso:
Yeah. Cool. Very subtle. I like the blue. I'm a sucker for those kind of little details. So I'm drawn to that, that look. The Wrangler has been around for decades essentially, or literally, many, many, many decades if you count other iterations previous to the official Wrangler. Have we expected electric power for a while now? It seems like we have.
Will Sabel Courtney:
To a certain degree. Stellantis, FCA, whatever you want to call it, has been a bit of a laggard.
Nick Caruso:
It's the parent company.
Will Sabel Courtney:
Yes. The parent company of Jeep has been something of a laggard in terms of electrification, it wasn't really in their culture to try and push EVs. Obviously, they're starting to come around a little bit on that now. And the next few years are going to see just really an onslaught of plug-in hybrid Jeeps. There's a plug-in hybrid grand Cherokee that's going to be coming very, very soon. There is almost certainly going to be plug-in hybrid versions of the Wagoneer and the Grand Wagoneer coming. You can expect to see really just a lot more of this, obviously as times change and the market requires you to have more options. And that was something that Jeep guys were very clear about.
Nick Caruso:
Yeah.
Will Sabel Courtney:
They said both this and the Wrangler 392, these were cars that buyers and enthusiasts were asking for. It's not like they were just like, "Oh fine. We have to go slap a hybrid into the Jeep." It was really just people wanting to have a car like this. They wanted obviously to have the ability to have more power, to be able to do some driving on just simply electric mode. And also just the electric motor, as I talked about in the review, it really does revolutionize the off-roading experience, especially when you're in a Jeep Wrangler and you can have the top off and you can have the windows down or even take the doors off or even put the windshield down.
Nick Caruso:
Yeah. And I actually want to save that for a little later because that's a big result of what I want to get to first, which is the title of your review and I think what is an answer to one of the questions that we got, which is, "Is this better than a regular Jeep?" Which I think we can interpret as saying, is this better than the equivalent completely internal combustion engine Jeep? What do you have to say to that?
Will Sabel Courtney:
Yeah, I think the headline makes it very clear. In my opinion, this is the best Wrangler you can buy today. Now granted, I have not driven the 392 yet, I get that next month, I believe. But in effect, the biggest issue with the 392, obviously other than the fact that it's going to burn gas like crazy, but there's a time and a place for that, but it's just much more expensive. That's being set up as the flagship of the Wrangler lineup. This car makes just as much torque, it makes 375 horsepower. It offers you the ability to travel 20 plus miles on electric power alone if you charge it. And on top of all that, it's not that much more expensive than the equivalent regular Wrangler. And then you factor in if you're eligible for the tax credit, if you can find ways to work with all the state and federal incentives, you can actually buy it for a net price of less than the equivalent four-door Wrangler with the traditional powertrain.
Nick Caruso:
Which is wild. If I recall from your review, the premium on paper is something like $9,000, but then the tax credit of course is generally 7,500. So then you can knock a couple grand more off that you're saying, and then lease it for a low price.
Will Sabel Courtney:
Well, yeah. It's the incentives on how the electric car credits work are a little tricky to get into right here. But in effect, the federal government for most, if you haven't sold too many electric cars yet, the federal government will give you a $7,500 tax credit if you're eligible for it. There's again, some details to deal with there.
Nick Caruso:
Some red tape.
Will Sabel Courtney:
But then in addition, most states offer some form of incentive, which can be just as much as like, you can deduct the cost of installing a home charger or even things as much as thousands of additional dollars of incentives on that. But for leasing obviously, because you're not technically buying the car, usually the dealership or the bank will basically take the advantage of that rebate and then pass the savings onto you, which is why, for example, right now the 4xE has an exceptional lease rate going on here. I'm going to pull it up real quick if you don't mind.
Nick Caruso:
Sure. No, I don't mind because I'm also getting my calculator out and my bank statement.
Will Sabel Courtney:
Yeah. Right now the Sahara model, which I would say is the pick of the lineup, unless you're planning on doing a lot of heavy, off-roading, a MSRP of just under $50,000, you can lease it for 249 a month for 36 months with four grand down.
Nick Caruso:
That's wild. Obviously, you have to be in a certain place to be able to put the money down and all that, but that is a wild value it sounds like.
Will Sabel Courtney:
No, absolutely. It's a stellar deal, especially for all the additive capability and stuff that you're getting.
Nick Caruso:
Yeah. So you said, how many horsepower does this make?
Will Sabel Courtney:
375.
Nick Caruso:
375. Yeah, I was just doing the math. That's double what my Cherokee makes, which is crazy. It's got to feel so good under your foot. Let's talk about the engine side. Some people asking how the fuel mileage has changed and how it's improved versus the regular two-liter turbo four version, and that's the combustion engine mated to the hybrid powertrain. Is that correct, the two liter turbo?
Will Sabel Courtney:
That is correct, yeah. So it's a two liter turbo, connected there's a little electric motor on front that basically replaces the alternator, which is similar to the one they use in the eTorque systems that they have in a lot of FCA products. And then there's a larger one connected to the rear of it between the gas engine and the transmission. That's the one that basically allows for electric driving and supplements the power output of the turbo four.
Nick Caruso:
Gotcha. So the that's why the mileage is strained after the electricity depletes, because you're using the same engine to push those several hundred pounds more. It's just kind of the math.
Will Sabel Courtney:
Exactly. And the reason also is that because Jeep didn't want to compromise on the off-road capabilities of it obviously, because people would have probably just torn down the building if they had.
Nick Caruso:
Yeah.
Will Sabel Courtney:
From the end of the electric motor, all the way to the wheels, the rest is basically more or less identical to the drivetrain of a conventional Wrangler. So it's like a lot of hybrids, they will put the electric motors at the wheels so they can disconnect the gas powertrain entirely and just drive on electric power, which is much more efficient. That however would obviously be potentially compromising for the way that the Jeep is set up. It would be much more complicated to have to figure out how it can still be just as effective off-road while doing that. So they played it much more simply, and they're just like, "We're just going to jam the electric motor up there with the gas one and everything from the ZF 8-speeds all the way to the wheels is the same as pretty much in a regular Wrangler."
Nick Caruso:
So that's opposed to, you'll have to correct me if I'm wrong, I may be a little rusty on this, but the Rivian, the electric truck and SUV coming out from Rivian, has motors at each wheel. That is just a night and day difference to this setup.
Will Sabel Courtney:
Yeah, exactly. The Rivian is very future forward in that sense and taking advantage of the added capabilities of electric motors and things like that. This is really much more traditional in most ways. It just so happens that the gas engine happens to be working with an electric motor.
Nick Caruso:
We had another question, a really specific spec question. Do you know the towing capacity? And actually, I should say this was not so much a question as an exclamation. This was towing capacity, exclamation point. So a big, big question from a reader.
Will Sabel Courtney:
The towing capacity is actually the same as the regular Jeep Wrangler Sahara, which is 3,500 pounds. Very easily carry a jet ski or something like that, or if you want to carry a small off-road trailer, one of the ones that pops up and kind of thing like that. But yeah, you're not going to be pulling along anything that's super massive.
Nick Caruso:
Sure. That's a lot of specs, that's a lot of mechanicals and stuff. Let's talk about drivability, what it feels like, what it's like to actually move this thing around. Some people were asking if the general ride has improved any or maybe changed. And how does it feel on the highway? So generally, what are your thoughts?
Will Sabel Courtney:
Generally speaking it's, I'd say, an improvement. Having a little bit of extra mass never hurts on the highway, especially if you're not having to worry about that slowing you down in terms of acceleration, which obviously this doesn't. I'd say overall, the highway feel is much more confident because you have that added power because you have that added weight. It's still a Wrangler, it still has very loose steering by modern standards because it's designed to go off road where need to be very careful and sensitive at low speeds. So it does wander a bit on the highway and you do have to always be countersteering and aware of it. But generally speaking, I would say that the ride has improved a little bit.
Nick Caruso:
And let's call back actually to a previous question. Where is the battery? I'm not sure we actually covered that.
Will Sabel Courtney:
The battery is located under the rear seat.
Nick Caruso:
Right, I'm remembering now. So it kind of intrudes into the cargo compartment, by a hair. Is that what you said?
Will Sabel Courtney:
Yeah. Very slightly. You wouldn't notice it for the most part. The only reason I noticed is because I was stowing the Freedom Top and it's those two pop off covers.
Nick Caruso:
Wait, what is the Freedom Top?
Will Sabel Courtney:
The Freedom Top, I believe is what they call the front panels on the three-part hard top.
Nick Caruso:
Oh, okay. Like the T-top.
Will Sabel Courtney:
Yeah. Basically, because the main rear part of it is a pain in the ass to get off. But the front two parts are very small and you can just easily remove them by hand very quickly.
Nick Caruso:
Gotcha. Okay.
Will Sabel Courtney:
And the only reason that I noticed the change in the cargo capacity is when I had to throw them into the trunk, they didn't fit as easily as they normally would, in a regular Wrangler.
Nick Caruso:
But they still fit and that's the important part for all of you Freedom lovers out there. So what about on the trail? You alluded to this earlier, off-roading in this is a completely different experience in a lot of ways, but it's also really effective. What's your take on off-road?
Will Sabel Courtney:
Off-roading, honestly, it's a remarkable experience with it because here's the thing, is off-roading is not really a very power intensive mode of driving. The old land rovers and stuff got by with 90 horsepower engines and they could off-road just fine. It's all ultimately about how much torque you have at the wheels, which is why you have low range and things to multiply the torque along the way. So the electric motor generates more than enough power for most things that you're going to be doing in terms of actual off-roading, which is generally pretty slow. Jeep made a point of telling us how it can actually do the entire Rubicon trail in just electric mode without draining the battery all the way.
Nick Caruso:
That's wild.
Will Sabel Courtney:
Yeah. You can go three or four hours off-road on just the electric motor. What's really cool about that is again, when you're in a Jeep, especially where you can take the doors off, you can take the roof off, you can put the windows down or the the windshield down, it really does create this immersion in nature with an electric vehicle because you don't have the rough idling cars around you, because a lot of times you're off-roading in a convoy, for example, you're with friends or something like that. You don't have all the sounds and smells of internal combustion engines puttering around. You're just very quietly, just part of nature, you smell the breeze, you feel it on your skin, and you're just quietly advancing, almost like you're not there. It's honestly, in a weird way, it's like mountain biking, but you're not having to exert yourself or almost like riding a horse kind of. It just feels very much like you're part of nature in a way that you're not in a traditional internal combustion off-roader.
Nick Caruso:
Mountain biking without the effort, it sounds ideal to me. Someone else asked the transition from a battery to combustion power. That's often a weird transition in a hybrid. What's it like in the Wrangler?
Will Sabel Courtney:
It's very smooth, I would say. Jeep made a point of telling us that they did an unprecedented levels of validations on this car.
Nick Caruso:
Of course.
Will Sabel Courtney:
Basically, obviously you'll notice it, but the car is pretty well dampened. And also, honestly at speeds, there's a lot of wind noise. So if you're going 50 miles an hour, you're probably going to be hearing more of that or turning up the stereo to drown that out. But generally speaking, it's very smooth in terms of just the actual jolt of it. It's not something that is super noticeable.
Nick Caruso:
That's the Jeep purist, right? You wouldn't expect it to be butter smooth ever. So it's kind of nice, I guess, to have even a little rough around the edges designed in. You also, I'm doubling back on doubling back, but you talked about range. I want to talk about this again. The range, it'll do the entire, you said Rubicon Trail on battery only.
Will Sabel Courtney:
Yeah.
Nick Caruso:
That's pretty wild. It kind of puts it into perspective, right? You've got the electric only around town is pretty cool or electrical only to get onto the highway and then maybe change over to combustion, whatever. But if you can do an entire iconic off-road trail with just the battery, that is almost reason enough for this to exist. That seems really significant to me.
Will Sabel Courtney:
It absolutely is. And Jeep also is trying to lean into that because they're setting up their own solar powered level two charging stations at the trail heads of a lot of famous places. They have one in Moab now, they have one at the foot of the Rubicon Trail. And the idea is that these things are designed so you can make sure that your Wrangler can be fully topped up before you do the trail. So you can do it without having to worry about saving your battery for when you get there. And the nice thing about these is that they're being set up just for Jeep. There's nothing mechanically keeping them from working with other cars, but the software basically locks it in so only Jeep 4xEs can use them. And for right now that's only the Wrangler 4xE. So basically, if you buy the Wrangler 4xE and you go to one of these trailheads, the odds that you'll be able to charge up are extremely high because really nobody else is going to be using it.
Nick Caruso:
That's so cool. I'm just picturing being on the trail, maybe using a little too much power, maybe I'm hooning around in the dirt and I do run out of electricity. The fear of being stranded or moored when you're off-roading is a real one. So you always have gas cans or whatever. But then you have a backup engine. You don't just have a gas can, you have an entire normal range of a real vehicle to back you up. That's so cool. It's like a second car out there.
Will Sabel Courtney:
Yeah, absolutely. Absolutely.
Nick Caruso:
What is the overall range then? I'm not sure we touched on that up top. Combined, and then you said 25 miles in full electric. But what's the overall range we can expect out of this, if that's even a fair stat?
Will Sabel Courtney:
I would say probably you can realistically expect something like 300-ish miles. Again, if you're on the highway, it's going to drag a lot more. It's not a huge gas tank. I think it's 17, 18 gallons. So at 15 to 20 miles per gallon on the highway, that's going to go pretty quickly.
Nick Caruso:
Yeah, tell me about it. That's my only illusion to my own embarrassing mileage. So the last question is, this is from a reader, "Why isn't it fully electric? Why don't we have a full electric Jeep?"
Will Sabel Courtney:
The short answer is that they're working on it. They actually gave us a tease at this year's Easter Jeep Safari. They had one which was effectively a very similar setup to this, just without a gas engine. So it had an electric motor, but actually running through a six speed manual gearbox to all four wheels in the traditional fashion. And they called it the Jeep Wrangler Magneto, I guess there's a lot of Marvel comics fans over there. I can't wait for the rest of the X-Men related Jeeps to come out.
Nick Caruso:
Right. Ones that shoot lasers out of its grill, we've got some that control the weather. It's a lot of potential.
Will Sabel Courtney:
Yeah.
Nick Caruso:
That alone, a manual transmission on an electric vehicle could be its own episode. And there's obviously a lot more to cover here, but that is it for our questions about the 4xE. This is an episode of Asked and Answered. It's the first of its kind on our podcast series. And Will Sabel Courtney, thank you for being here.
Will Sabel Courtney:
Thank you so much for having me, Nick. It's always a pleasure.
Nick Caruso:
Of course. And so all of the info that we covered here, it's very thorough, of course, enlightening and it's all in Will's review, which is up on GearPatrol.com right now. And that is linked in the show notes below, along with a couple other things we've covered. And listeners, keep your eyes peeled for more Asked and Answered. We have another coming up just next week. But watch for more episode announcements like that so that you can contribute questions on social media and on the website itself and in comments anywhere you can get ahold of us. And if you're going to weigh in on stuff, we'd love a five star review. We're not going to beg, but it'd really helped us to reach more people. It's just kind of how the algorithm works. So I would appreciate you tapping those five stars on the podcast platform of choice. And then you can hit me up with any questions or comments, and email at podcast@gearpatrol.com. So hit me up there. Will, thank you again. And everyone who's listening, thank you for being here and until next time, take care.