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2021 Jeep Wrangler Rubicon 392 V-8 First Test: From Moab to L.A. in 4.2 Seconds

“Good luck driving that Jeep Wrangler for 13 hours,” my editor told me in a sarcastic tone. Considering the time I’ve spent behind the wheel of the Wrangler Rubicon and its Gladiator pickup truck sibling, I knew what he was referring to. The loud, bouncy Jeep Wrangler is not the most comfortable SUV—and driving from Moab, Utah, to Los Angeles is something not everyone is up for.

Well, maybe not everyone at MotorTrend. You see, not only do we get to drive all sorts of cars during the year, we also get to choose the vehicles we’d like to take on a road trip. Most of the time, we pick those that are comfortable, ride nice, and are roomy. And while the Wrangler Rubicon doesn’t really fit that criteria, anything that gets me out of the house these days is a good idea—especially when it’s the 470-hp Wrangler 392. Are we spoiled? You betcha!

Like we said in our 2021 Jeep Wrangler Rubicon 392 First Drive story, this Wrangler is a different kind of beast. And we’re not just talking about the 470-hp, 470 lb-ft 6.4-liter Hemi V-8 that launches the 392 from 0–60 mph in 4.2 seconds or completes the quarter mile in less than 13 seconds, per our own instrumented testing. There’s also the glorious sound that this engine makes when you step on the throttle and the Hydro Guide induction system that engineers had to create in order to allow this Wrangler to cross rivers. Moreover, there are the substantial changes that engineers made to the chassis, making the 392 the most capable Wrangler to date.

How lucky was I to drive the 392 back home?

From the Trails to the Backroads in the Wrangler 392

Firing up the 392’s engine at the crack of dawn in the hotel’s parking lot in Moab made me chuckle; the roar at the start and its burbling idle were loud enough to wake up everyone facing the lot. I resisted pressing the Quiet button and instead enjoyed listening to the fantastic sound while I got settled. The thermometer read 28 degrees and the heated seats and heated steering wheel turned on automatically to provide a warm welcome.

The day before, I had covered Moab’s Behind the Rocks trail in a Snazzberry red 392 with a hardtop roof, and its rock-crawling capability and ability to power through sand dunes were impressive. But that cold Wednesday morning I had different plans for my Snazzberry soft-top, as I headed south on Highway 191 leaving behind Moab and the stunning La Sal Mountains.

After stopping for gas and coffee, I headed west on Utah’s State Route 95. The stunning red rock vistas, canyon drops, and twisty turns made the drive anything but boring, and the 392’s ride was settled and refined. Besides lifting the suspension by 1 inch versus other Rubicons, Jeep engineers relocated the rear suspension mounts, stiffened the front springs by 10 percent and softened the rear springs by 20 percent. The Rubicon’s Tenneco monotube shocks were replaced by non-reservoir Fox 2.0 monotube socks. And although the current-gen Wrangler won our hearts during our 2019 SUV of the Year competition, its bouncy ride was something we’ve always noted. The changes to the 392 don’t fix the problem entirely, but the ride is a night-and-day difference—it’s smoother and more refined.

With caffeine kicking in, it was time to get off the pavement. Several trails branch off from Highway 95, but a quick look at Google Maps had me searching for service road 235, which connected with Snow Flats Road. Although service road 235 was quite boring, Snow Flats was scenic and diverse; it wasn’t nearly as challenging as Behind the Rocks, but it had a mix of slick rock and gravel that was captivating. I left the two-speed transfer case in 4Auto and enjoyed the ride. Like all Rubicons, the 392 is equipped with front and rear locking differentials and sway bar disconnect, but I left those untouched. The suspension lift gives the 392 better approach and departure angles (44.5 and 37.5 degrees, respectively), something that we noted in Behind the Rocks, but unnecessary on this milder trail.

By the time I made my second stop for gas in the town of Mexican Hat, Utah, the 392 was averaging about 14 mpg. After driving through Monument Valley and crossing the Arizona border into Kayenta, I headed west on Arizona Highway 98 towards Page for a stop at Horseshoe Bend. The highway stint brought slightly better fuel economy, though always under 17 mpg.

Heading south towards Flagstaff, the 6.4-liter came alive. Not even the 7,000-foot elevation could put a dent in this engine, as it always delivered power without hesitating. The outstanding eight-speed automatic transmission deserves a lot of credit, too, as it stays in the right gear and doesn’t hesitate to downshift. Paddle shifters are standard, but I think I used them once during the entire road trip—you don’t really need them. Press down the accelerator and your back will be pushed hard against the seat while a gratifying sound fills the cabin. Here’s what associate road test editor Erick Ayapana had to say after running our straight-line tests: “My goodness. Unlike any Wrangler I’ve driven. It simply explodes off the line, loud exhaust note, and lots of pull.” The downside? The 33-inch BF Goodrich All-Terrain tires are limited to 100 mph, so the 392 can’t accelerate past that speed.

There are a few other flaws in the 392—Its steering feel is still vague, and its cabin is quite loud. Although its steering isn’t as bad as in the Gladiator’s, it was probably the most irritative foible during my drive back home. And Wranglers are known for loud interiors, even when you opt for the hardtop. But even so, I’d sacrifice some noise insulation for an automatic soft top that opens and closes with the push of a button—like on my 392.

The $75,000 Question

The 6.4-liter engine is available only in the four-door Wrangler Rubicon. Its starting price is $74,995, making the Jeep Wrangler Rubicon 392 the most expensive Wrangler by far. It does come loaded with standard features like the aforementioned heated seats and steering wheel, the 8.4-inch infotainment system with Apple CarPlay and Android Auto and navigation, as well as other packages that are optional in other Wranglers.

But when you factor in everything you’re getting—the most capable Wrangler, a V-8 engine, and a more compliant suspension, the $75K suddenly seems like a bargain. Even without the 6.4-liter, Wrangler Rubicons can easily reach $60,000, and the 392 is simply the best Wrangler there is today.

When I asked Jeep engineers why not put the 700-hp Hellcat engine in the Wrangler, their reply was “because we don’t need it.” They felt that 4.2 seconds to 60 mph and a sub-13-second quarter-mile is good enough. And after 18 hours and over 930 miles behind the wheel of the 392, I couldn’t agree more.

Jeep Wrangler Rubicon 392

Pros:

Amazing, powerful engine

Soft suspension

Comes fully equipped

Cons:

Loud cabin

Vague steering

Awful fuel economy

SPECIFICATIONS 2021 Jeep Wrangler Unlimited Rubicon 392 BASE PRICE $74,995 PRICE AS TESTED $78,545 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door SUV ENGINE 6.4L/470-hp/470-lb-ft OHV 16-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5,122 lb (54/46%) WHEELBASE 118.4 in LENGTH x WIDTH x HEIGHT 188.4 x 73.8 x 74.5 in 0-60 MPH 4.2 sec QUARTER MILE 12.9 sec @ 100.4 mph BRAKING, 60-0 MPH 133 ft LATERAL ACCELERATION 0.67 g (avg) MT FIGURE EIGHT 29.3 sec @ 0.56 g (avg) EPA CITY/HWY/COMB FUEL ECON 13/17/14 mpg ENERGY CONS, CITY/HWY 259/198 kWh/100 miles CO2 EMISSIONS, COMB 1.33 lb/mile

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1969 Icon BR Ford Bronco New School First Drive: Icon Builds The Bronco Ford Won’t

It’s the wheels and tires that really give it away. Even the casual car fan will recognize they’re not even close to original. Serious car fans will notice a bunch of other tells, like the modern LED headlights, the blocky painted steel bumpers, and the “Icon” badging in place of the iconic Ford lettering and Bronco badge on the grille and fenders. It takes a serious Ford Bronco fan to notice the front turn signals are the wrong shape, the spare tire is on the wrong side, and all the chrome is gone.

Spotting all of Icon CEO and chief designer Jonathan Ward’s changes is half the fun of an Icon vehicle. Even when he isn’t trying to be particularly subtle, his style tends toward enhancing the original design, not throwing it out.

When it comes to the Icon BR series of classic Ford Broncos, though, you’ve got options. The rig you see here is a 1969 Icon BR Ford Bronco New School, and it’s the way Ward has been doing them from the start. Because some customers wanted a more subtle, more original look but the same world-class craftsmanship, there’s also the Old School series that’s much harder to spot as a custom. Most of the tells I listed above don’t apply.

Either way your taste takes you, there’s no shortage of the trademark Icon upgrades. Under the hood is a 460-hp Ford Coyote 5.0-liter V-8 and your choice of a five-speed manual or four-speed automatic. From there, a twin-stick Atlas II transfer case and Currie axles based on the Dana 44 front and 60 rear handle the twist. Controlling the axles are Fox shocks with coilover springs and adjustable anti-roll bars. All of that is bolted to an Art Morrison chassis and topped by your choice of body style, be it full-roof hard top, full-roof soft top, half-cab pickup, or a Roadster with no doors and only a bikini soft top. Each body is stripped bare and repainted with a marine-grade primer the body shop hates for how hard it is to sand, then painted any color you want. Ward strongly discourages modern flat paint finishes on Old School Broncos, but for a New School like this one, go nuts.

Not just with the paint, either. Go nuts. Ward builds his Broncos to be used like Broncos. Those Currie axles are loaded with ARB air-locking differentials for serious crawling, if you’re willing to risk the paint job. Those are 33-inch BFGoodrich KO2s on the Icon billet aluminum wheels, and that’s a proper Warn 9.5 Ti winch integrated into the front bumper. The Atlas transfer case is good for an 87:1 crawl ratio in low gear, better than a Jeep Wrangler Rubicon. These things aren’t made to be trailer queens.

They don’t drive like old trucks, either. Even with this New School Bronco’s anti-roll bars in their softest setting for better off-road ride and articulation, this thing drives as well as a brand-new Wrangler. Around here, off-road parks tend to be in the mountains, and cruising out the winding roads to get there was actually fun in its own right. Despite the soft setup, the body doesn’t lean nearly as much as you’d expect looking at it. All the leaning it does is measured and well controlled, making the Bronco feel confident and sure-footed on the road.

Not tipping over in the first sharp bend is only one part of the equation. Big Brembo disc brakes front and rear take orders from a Wilwood dual-circuit master cylinder that provides excellent pedal feel and immediate engagement. Nothing puts a driver’s mind at ease—especially in an old truck—like good brakes, and these are great brakes.

You want great brakes when your rig has, at minimum, more than double the original horsepower. The vintage 220-hp 302-cubic-inch (4.9-liter) Windsor V-8 this particular truck came from the factory with was no doubt a massive improvement over the standard 105-hp 170-cubic-inch (2.8-liter) I-6 and more than enough for the original chassis, but damn if the 460 hp provided by the modern Coyote V-8 doesn’t feel just right today. It feels like this engine and this truck were designed for each other—it matches up that well. It has plenty of power for showing off, ripping onto the freeway, and passing slowpokes. Plenty to put a smile on your face, but not so much the truck feels overpowered and unwieldy.

That power is accompanied by the ideal soundtrack, an unmistakable Ford V-8 rumble that eschews the Mustang’s scream at high rpm for a mellower sound befitting a truck. This truck having a manual, you get to decide how much you want to hear of any particular rpm range, and you’ll want to. The shifter is ridiculously long and mounted up close to the dash, as befits an old truck. The throws are inevitably long, but the action is surprisingly precise and the gears easy to find. Even with my short legs, comfortably reaching all the odd-numbered gears requires sitting up on the pedals and steering wheel, just like in an old truck, but one that’s more satisfying to drive than a modern manual transmission Wrangler.

Although the shifter looks the part, it’s a lot easier to spot the Icon parts inside the Bronco than out. The steel center console looks too modern to be original, and a peek under the lid reveals the touchscreen navigation and entertainment system. The steering wheel is an Icon piece, but it looks like it could be a vintage aftermarket part if not for the Icon lizard mascot in the center of the horn button. Similarly, the machined billet knobs on the dash that control the wipers, fan, headlights, and temperature look like they could be vintage, but they aren’t. Same for the stainless steel trim pieces. The marine-grade Chilewich carpeting and seat covers are cut and trimmed in ways such things weren’t done in the ’60s, but the real giveaway is the gauges. Although they’re fitted in the same hard-to-see spot as the originals (to the left of the steering column), they’re obviously modern.

All those pieces are great, but as always, it’s the little touches that make an Icon. The grille, the subtle trim rings around the taillights, the exterior door handles, door mirrors, and interior window cranks are machined from solid aluminum. It’s a ridiculous amount of over-engineering, but boy, do they feel substantial in your hands. What’s more, the windows are electric. The cranks actually only move an inch and actuate hidden switches. Double-tap the driver’s window crank to control the passenger’s window.

Then there are the bits borrowed from the similarly over-engineered world of aviation. The sun visors are built of sturdier stuff than any you’ve ever seen in an automobile, because they were designed for jets. The little spotlights that protrude from either end of the dash came from a Russian MiG fighter jet.

As always, parts and craftsmanship of this caliber don’t come cheap or anything close to it. A full hardtop like this starts at a cool $207,000, and this particular one came in at $260,000 all said and done. As with any Icon build, though, the sky’s the limit if you want to customize. Just get your order in now, because there’s currently a multi-year wait on new builds. Not many can afford them, but among those who can, these things are popular, and it’s easy to see why. At least selling my house would actually buy me one of these, unlike Ward’s even more impressive Derelict models.

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10 of the Best Special Edition Ford Mustangs From Past to Present

Mustangs are all over the place. Ford’s quintessential pony car is one for the people, offering style and smiles at an approachable price. That’s contributed to its monumental popularity—not to mention the massive power it’s available with.

Everyone’s gazed adoringly at a Mustang at some point, and millions have decided to make one their own. But that commonality is a turn-off for those who want something different from the classic muscle machine. They need not worry: Ford and its agents have built numerous special edition Mustangs over the years. These limited edition Ford Mustangs add style, power, and exclusivity to the formula for something familiar, yet delightfully different. Here are 10 awesome Mustang special editions to check out.

2012 Ford Mustang Boss 302 Laguna Seca

When you name your special edition sports car after a racetrack, you’d better come correct. Ford did with the Mustang Boss 302 Laguna Seca. Building on the Boss 302’s unfiltered 5.0-liter V-8, Laguna Seca edition added race-developed suspension, sizable aerodynamic elements, super-sticky tires, and more aggressive engine management software for 444 hp, along with reduced weight. Living up to its name, this Mustang special edition lapped the famous Monterey race track in 1:41.06—in period, faster than a BMW M3.

2000 Ford Mustang SVT Cobra R

Limited edition Ford Mustangs don’t get much more limited than this. Only 300 copies of the Ford Mustang SVT Cobra R were ever built—all in red. That run gave an everyday pony car precision and agility to let it excel on a racetrack. Those reflexes came from a lower ride height and stiffer suspension springs, a faster steering rack, and a gigantic, downforce-generating rear wing. Muscle was enhanced, too, with its 5.4-liter V-8 making 385 hp thanks to a high-flow intake and free-breathing side-exit exhaust. Ford also built a Fox-body Mustang Cobra R in 1993, which weighed in at just about 2,800 pounds, and of which only 107 examples were built, making it one of the rarest Mustangs ever.

Ford Mustang GT California Special

Is there any more Californian way to cruise than in a sweet sport coupe with its top back? Maybe being stuck in creeping traffic, but that’s a story for another time. First offered in 1968 as an equipment package tailored for California-based Mustang buyers, Ford has revived the California Special on several model years of Mustang GT. Beyond stripes and wheels, it adds a few bits to make the Mustang more enjoyable. Those include lowered suspension, improved intake, louder exhaust, and re-tuned engine management for a bump in power.

Ford Mustang Bullitt

The Mustang’s iconic status was sealed when Steve McQueen tore up the streets of San Francisco in a dark green Mustang GT in Bullitt’s epic chase scene. The 1968 film also gave rise to one of the most beloved special edition Ford Mustangs. That eponymous variant wears lovely Highland Green paint, black wheels and trim, and eschews standard chrome badging for a stealthy yet standout look. Underhood the 5.0-liter V-8 is enhanced with better airflow, and a manual transmission is the only choice. Unfortunately, its lowered suspension means it’s bad at jumping hills in the City by the Bay.

Iacocca Silver 45th Anniversary Edition Ford Mustang

The late, great Lee Iacocca was instrumental in the Mustang’s creation and success, so it’s no surprise he and the car remained intertwined after his retirement from Ford. For proof, look at the Iacocca Silver 45th Anniversary Edition Ford Mustang, built to celebrate 45 years of the pony car’s production. While based on and styled after the Mustang, it featured extensive custom bodywork, special 20-inch wheels, bespoke silver paint, and up to 400 hp. Only 45 examples of this limited edition Ford Mustang were built at a starting price of $89,950. Despite its special edition status and famous name, the collector car market shied away from this perplexing creation. 

2015 Ford Mustang 50th Anniversary Edition

Over 50 years of continuous production make the Mustang one of the longest-lasting automotive nameplates, something Ford takes special pride in. At the 2014 New York auto show, Ford unveiled the Mustang 50th Anniversary Edition to commemorate half a century passing since the Mustang’s 1964 unveiling. This limited edition Mustang model was available in creamy Wimbledon White or pearly Kona Blue, with chrome exterior detailing, and unique louvered rear-quarter windows, all of which harken back to the very first Mustang models. Only 1,964 Mustang 50th Anniversary Editions were ever built.

2003 Ford Mustang Mach 1

Retro awesomeness was embodied in the 2003 Ford Mustang Mach 1. Harkening back to the 1969 model bearing the same name, this special edition Ford Mustang wore exclusive colors and wheels, along with a prominent shaker hood scoop. That part (made on the same tooling as the 1960s originals) was functional, and fed a 305-hp 4.6-liter V-8, which also had new cams and cylinder heads, a forged crank, and louder exhaust. Bigger brakes were also fitted. The Mustang Mach 1’s interior featured throwback touches, too, like specially stitched seats, an aluminum shifter, and classic font on the gauges.

2019 Old Crow Ford Mustang GT

Built to commemorate World War II triple ace pilot Colonel Bud Anderson, the 2019 Old Crow edition Ford Mustang GT looks like it’s ready for aerial combat. That’s because it’s painted to match the historic P-51 Mustang fighter planes Colonel Anderson flew in over 100 missions in the European theater. While this Mustang is confined to tarmac, it’s still ready to take down opponents thanks to its Roush Performance supercharger. That blower boosts the 5.0-liter V-8’s output to 710 hp and 610 lb-ft of torque, with a big wing and sticky tires added to help it put power to the ground. 

2020 Roush Performance Jack Roush Edition Ford Mustang

Is the 2020 Ford Mustang Shelby GT500’s 760 hp not enough for you? Check out the Roush Performance Jack Roush Edition. Roush Performance has a long history of modifying Mustangs, and its latest creation, the so-called JRE, is among the most powerful Mustangs ever: Thanks to a giant supercharger, it makes 775 hp and 670 lb-ft of torque. Other go-fast goodies added to this special edition Mustang include GT350 brakes, upgraded suspension and rolling stock, exterior aerodynamic elements, and much more. Tick all the boxes and the JRE maxes out at $112,000—much more than a GT500, but hey, at least you can still get a six-speed manual transmission.

2008 Ford Shelby Mustang GT500 KR

The GT500 has always stood for maximum Mustang, but the KR special edition took things even further. Paying homage to the 1986 original, the 2008 GT500 KR—that is, King of the Road—enhanced the Mustang with stiffer suspension, over 100 carbon-fiber pieces, less intrusive traction control, and a more aggressive engine map for 540 hp and 510 lb-ft of torque from the supercharged 5.4-liter V-8. Only 1,000 examples of this limited edition Mustang were built in 2008, each carrying Caroll Shelby’s signature on a dashboard dedication plate.

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