Where to 392?

If you missed buying the last new V8 off-road Jeep, you’ll be 40 years older when it arrives.

by

Battle of the Builds continued

Words by Perry Mack

We doubt any stock Wrangler owner has ever said, ‘No thank-you, my Wrangler has all the power I’ll ever need.’ In fact, it’s safe to say the opposite is true. The V6 Pentastar 3.6L introduced in the 2012 Wrangler JK was a leap forward (along with four doors in 2007), but power-hungry Wrangler off-roaders were left to their own devices for decades, performing engine swaps to get the power they wanted. It was especially frustrating since Chrysler was dropping the 5.7L Hemi into other vehicles including the Ram 1500 (2003-present) Dodge Durango (’04-’09, ‘11-present), Jeep Commander (’06-’10) and Jeep Grand Cherokee (’05-present).

After several trillion requests (perhaps this is a slight exaggeration) for a V8 in a small body-on-frame SUV, Jeep delivered. Originally teased as a concept-only Wrangler, the 392 has a 470 hp 6.4L Hemi V8 capable of generating 470 lb ft of engine torque. Jeep could have used the popular 5.7L Hemi but someone with a wheeler mentality between their ears scratched out 5.7 and wrote in 6.4. The same person was no doubt also tired of leaving a stoplight only to be passed by fit mom’s pushing a running stroller. The 392 will run 0-100 kph (0-62 mph) in 4.5 seconds, which is 40 percent faster than the stock Rubicon with the V6 – bye bye mom.

Before we get to the off-road reasons why we want to give up our first-born (sorry James) to get a 392, let’s talk about Grand Cherokee Trailhawk features that will blow off Covid-19 fatigue while social distancing. Torque Reserve and AMax shifting are ready for brake torque launches. Torque Reserve (an engine strategy used by drag racers) manages fuel flow to the cylinders and controls spark advance (or retard) to maximize power delivery. AMax shifting, used on the Jeep Grand Cherokee Trackhawk, ‘maximizes forward torque by coordinating shift time and engine torque management.’ For the first time in a Wrangler, you can use paddle shifters like your favourite Formula 1 driver.

Putting a bigger engine in the bay would have been enough for many Jeep followers but with the Ford Bronco ready to eat a large portion of the Wranglers market share, Jeep went all in. Most of the drivetrain is stock Wrangler Rubicon, including the Torqueflite 8HP758-speed transmission, Selec-Trac two-speed transfer case, and Dana 44 axles with Tru-Lock electronic locking diffs. To handle the extra power and torque, the 392 has beefier frame rails, upgraded front upper control arms, cast iron steering knuckles, thicker axle tubes, and heavy-duty brakes.

Thankfully key off-road specs have been upgraded. A 2-inch lift and standard 33-inch tires on 17-inch beadlock-capable wheels improved approach, break-over, and departure angles were modified to 44.5, 22.6, and 37.5 degrees respectively, ground clearance was pushed to 26 cm (10.3 in) and enhanced water-fording is now 82.6 cm (32.5 in).

The extra water-fording depth also comes from Jeep’s attention to the fact that wheelers hit trails covered in snow and mud as well as water. The Gladiator Mojave inspired functional hood scoop (many are just decoration – too many to list) is backed by a secondary airway in case the hood scoop is blocked by the elements (mud, dirt, snow). The air intake system called Hydro-Guide™ has a tri-level ducting system with a series of drains, including a one-way drain in the air box that separates water – up to 57 l (15 gal) per minute – away from the engine’s incoming air.

We’re not especially concerned with fuel economy, but being able to drive to distant trailheads and/or deep into the backcountry on overland adventures without having to trailer a rig is becoming more important to all of us – and incidentally the biggest fault of electric vehicles for off-road use. Jeep incorporated fuel-saving cylinder de-activation tech into the 392 where under light loads the Hemi switches to four-cylinder mode. On the flip-side, they use a high output fuel pump in the tank to ensure that V8 gets all the fuel it needs no matter how hard you’re pushing it.

We don’t know what genetic code attracts most of us to the throaty roar of a properly tuned V8, but it is there, regardless of race, colour, creed, religion, or sexual orientation. Call the United Nations, we all have something in common. Jeep engineers installed an active dual exhaust that automatically opens up to reduce back pressure when the engine is under load (tech talk for ‘pinned’) or the driver can manually engage it with the push of a button. For extra aesthetic impact, the dual exhaust ends in quad tips.

On the tech side, extras include Off-Road Plus with Sand and Rock modes, which will let you lock the rear diff in 4H for high-speed sand runs. There is also Jeep’s version of Toyota’s original Crawl Control called Selec-Speed Control. You set the speed from 1.6 – 8 kph (1-5 mph) and then focus on steering while the 392 works the throttle and brake – rock crawling cruise control that has become a standard feature on well-equipped off-road trucks and SUVs.

Bronze is the accent colour of choice and you’ll see it inside and out including the 392 on the hood and Rubicon 392 stitched into the leather interior. You’ll also see fun and functional touches like a leather-wrapped steering wheel for sweaty-palm driving while an extra bolster in the seats will help keep the driver and occupants secure while the 392 gets tossed to find its max performance.

What would we have liked to see? Improved towing capacity to put the torque to use while pulling an off-road trailer or better yet a camper as well as stock 35” tires.

No word on pricing yet but Jeep says the Wrangler Rubicon 392 will go on sale in the spring of 2021. Keep track of your first born…

Some other questions: Will 35’s fit stock form? What is the payload and towing?

Stay tuned for the El Diablo build...