We’ve long known the folks behind RAM, Jeep, and Dodge have always had touch of madness in their blood. And let’s be honest, a little crazy can be a good thing. It keeps things unpredictable and exciting. So when the 6.4-liter V8 found its way into the Jeep Wrangler, you you just know it was idea drawn up after a stripper half-off happy hour special. How else to explain the audacity of shoehorning a 470-horsepower chassis twister into what is effectively a tin can? Then again, these are the same minds who thought a 700-horsepower supercharged V8 in a family SUV was a prudent idea.

Reviewing a vehicle that sits at the tail end of production may feel like commentary on a cliffhanger. However, the Wrangler 392 Final Edition with its premium insurance hikes and higher fuel bills serves as the last call for those willing to pay to play. And no complaints from me. In fact, many will wonder why I didn’t take my example off-road; my AAA card can only do so much, after all. The Wrangler 392, in short, is pure trouble.

With 470 horsepower and the same torque figure, the Wrangler 392 launches from 0 to 60 mph in just over four seconds and spins its V8 hum up to a governed top speed of 112 mph. An eight-speed automatic transmission delivers a launch that feels intense yet controllable, so long as traction control remains engaged. But to call the Wrangler fast is a misnomer; yes, it accelerates quickly, but beyond sixty it tends to lose its enthusiasm. Like a newly divorcee, 40-something re-entering the dating scene; spirted and optimistic early on, only to realize you’re not as limber as you once was.

In layman terms the Wrangler 392 is Hot Guy Fit, all the right muscles, all the right sounds, but not the best cardio. It handles like a strung-out crackhead, where you never quite know what’s coming next. Pushing through a corner can induce a noticeable body lean, to the point where it can feel like the front wheels aren’t fully planted. And then there’s the braking  which demands a lengthy 220 feet from 70 mph, not even counting reaction time.

Claims of four-wheel-drive burnout capability with its full-time four-wheel-drive system are credible, though I didn’t test the theory as I prefer to keep my criminal record clean. Off-road capability raises more questions than answers; there’s no two-wheel-drive mode, but there is a low-range four-wheel-drive and an Off-Road Plus mode that can allow you to lock the rear differential at higher speeds. I pounder why, but I’m guessing the engineer probably thought, “Why not?.” I’m guessing the answer is more ambiguous than persuasive. Additionally Jeep chose a 4.56 rear axle ratio instead of the higher 4.88, suggesting a lean toward Baja-style exploits rather than rock crawling. Still, that won’t deter buyers from exploring the extents of what they cannot do.

Some of the 392’s muscular cues like the bulging hood scoop are genuinely functional, and the water-fording capability is aided by drain paths in the intake that can shed up to 15 gallons per minute. To accommodate the Hemi engine, Jeep strengthened the chassis and added a lift with Fox dampers, with rear brakes upgraded as well, albeit wouldn’t have guessed they had been upgraded.

Efficiency isn’t the Wrangler’s calling card. The cylinder deactivation tech aimed at economy under light load is a nod to practicality, but an average of about 12.3 mpg suggests there’s still a price to pay for performance. But glad to see that some things never change.

In sum, the 2025 Jeep Wrangler Rubicon 392 feels like a product of drunken genius. A bold gambit that marries a redneck-inspired idea with safety-minded engineering refinements to deliver peace of mind. Even before the sticker shock of $108,475 one must admire the audacity, you’d have to be just as crazy as the engineers to buy one. However, sometimes, a little crazy is exactly what we need in our lives.