A full-size American luxury SUV that drives on motors, tows like a truck, and does not strand you at a dead charger is the brief every Detroit brand has been writing on a whiteboard since 2022.
Jeep just put an order code on it.
As of late July 2026, EV-certified dealers can submit 2027 Grand Wagoneer REV Summit orders. The badge is REV. The architecture is a range-extended electric vehicle. The wheels never see a driveshaft from the gas engine. Two electric motors do the work. A 3.6-liter Pentastar runs a 130-kW generator when the pack needs help.
Jeep called an earlier version of this America’s first production range-extended SUV. The Ram 1500 REV shares the hardware. The Grand Wagoneer got to the order guide first.
The Numbers That Matter
Combined output: 647 horsepower and 620 pound-feet. Claimed 0–60 is five seconds. That is Escalade-V adjacent in a three-row body-on-frame Jeep, without a supercharged V8 invoice.
Battery: about 92 kWh, liquid-cooled, packaged through the floor so the third row still exists. Stellantis propulsion chief Micky Bly’s working estimate was roughly 150 miles of electric-only range — less than the Ram because the Jeep is heavier and less slippery.
Gas tank: 20 gallons. Ram gets 27. That is why the Grand Wagoneer targets 500-plus miles combined instead of the truck’s 690. You still outlast most bladders and most I-80 rest stops.
Towing: Jeep is talking 10,000 pounds when equipped. That is the sentence that separates this from a three-row EV that looks tough in a brochure.
Charging: DC fast charge is on the spec sheet. Architecture is 400-volt, so it will not win a Tesla Supercharger drag race. It also does not have to. The generator is the highway plan.
How It Is Not a 4xe
Plug-in Wranglers and Grand Cherokees can send engine torque to the axles. The REV cannot. If the battery is empty and the generator fails, you are not “limping home on gas.” You are waiting for a flatbed.
That is the honest trade. Everyday commuting can stay electric. A Wyoming trailer pull can stay in the mode that keeps the pack alive. You are not hunting a charger with a boat on the hitch at 9 p.m. in Nebraska.
Hurricane twin-turbo I-6 gas models remain the volume play — 420 hp, familiar 10,000-pound tow on the right config, no plug. Base 2026 pricing already dropped the Grand Wagoneer into old Wagoneer money, starting in the mid-$60,000s with destination. REV pricing is still the open item. Car and Driver’s early band sat around $80,000 to $95,000. Until Jeep prints an MSRP on the Summit Reserve sheet, treat every internet number as a guess.
Is It the Most Capable American Luxury SUV?
Capable has three meanings, and this truck only wins two of them on paper.
Off-road: it is still a Grand Wagoneer on a steel frame, not a Wrangler. Air suspension and Quadra-Drive hardware will do ranch roads. It will not replace a Rubicon.
Tow-and-go: 647 hp from a stop, 150 electric miles for school-and-Costco, 500 miles before you need a pump or a plug, 10,000-pound target. Escalade-IQ and GMC Hummer EV make you plan the charger. This one makes you plan the gas station you already know.
Luxury: McIntosh, Palermo leather, passenger display, the whole Summit Reserve catalog. That fight is taste and dealer discount, not kilowatts.
Warren Truck Assembly in Michigan builds it. That is the American-made sentence Tesla owners already argue about on a different list. Body-on-frame, U.S. plant, range extender instead of a 200-kWh brick. If “capable” means you can leave Denver with a trailer and not open an app, Jeep built the argument.
The miss is software, service, and Stellantis quality until the first 10,000 miles exist in customer hands. Order guides are not owner forums.
Would you take 150 electric miles and a generator over a pure EV three-row — or is 500 miles just the number that finally makes a Jeep plug make sense?
Related: EV vs Gas Savings Calculator
