2026 Jeep Recon Initial Drive Assessment: Examining Letdowns in Jeep’s Newest Offering

Jeep Recon is not the brand’s debut EV, but it stands out as the first to receive the “Trail Rated” designation. The luxury-focused Wagoneer S EV isn’t available in an off-road version, and neither is the gasoline-powered Grand Wagoneer. By default, this positions the Recon as the inaugural “standard” electric Jeep. Priced at $66,995 (including destination) and boasting 670 horsepower, it’s certainly remarkable, particularly by Jeep standards. But is it worthwhile?

To provide some essential context: the Recon is delayed by two years. It was introduced in 2022 as a 2024 model and has been postponed multiple times since. Jeep began to entice us with feature previews nearly a year ago, and here we are in 2026, with production just kicking off.

Similar to its more upscale Wagoneer-badged electric counterpart, the Recon is built on the STLA Large platform—set to be rebranded as STLA One, implying, “We only have one platform available, so please avoid referring to it as large.” A quick look at the Recon’s dimensions likely won’t catch you off guard. Like everything else made on this chassis, it has proportions reminiscent of a proverbial truck. But don’t fret; those appearances can be misleading; the Recon weighs a mere 6,112 pounds.

Did I lose your interest?

Despite that, you receive the previously mentioned power output (from dual 250 kW motors) alongside 620 pound-feet of torque. The 100.5-kWh (lithium-ion, nickel-manganese-cobalt) battery pack operates on a 400-volt framework and delivers 222 miles of range in the Recon’s initial model, known as the Moab. The upcoming Overland variant boasts 240 miles, thanks to its aerodynamic and weight-efficient wheel-and-tire arrangement.

Jeep claims it can charge the Recon’s battery from 5 to 80% in just 28 minutes using a fast charger, or around 6.8 hours with the standard level 2 charger. The Recon features an integrated dual charging module, allowing it to gain 100 miles of range at a DC fast charger in merely five minutes, provided you’re near one with the required output.

The Moab trim badge on the Recon might not hold the same prestige as “Rubicon,” but it does raise expectations. The Wrangler and Gladiator Moab are designed to cater to your inner desert enthusiast. Like them, the Recon Moab possesses specialized hardware to enhance its performance. Almost the entire underbody is fortified, the battery and electrical systems have been waterproofed to enable a fording depth of two feet, and Jeep has integrated a push-button electronic locking differential into the Recon’s rear axle.

With the Moab’s 33-inch all-terrain tires, Jeep asserts it achieves a 33.8-degree approach angle, a 23.3-degree breakover angle, and a 33.1-degree departure angle. If you’re familiar with modified off-road vehicles (or even Rubicon specifications), that might not seem overly impressive, but it boasts more capability than the brand’s other unibody models. Even the Grand Cherokee Trailhawk depends on a limited-slip rear differential and strategically installed skid plates.

On the road, the Recon feels ridiculously fast—at least in a straight line. Jeep states it can reach 0-60 mph in 3.6 seconds in Sport mode (3.8 in Auto). The somewhat knobby tires add an element of excitement to the experience, especially when attempting to merge into traffic from a standstill, but unless you go overboard on uneven surfaces, all you’ll notice is a bit of tire slip. Once you hit cruising speed, the Recon can feel a tad floaty and imprecise, lacking the more composed sensation of the Wagoneer S.

The tires deserve some blame; that’s the characteristic of all-terrain types. Fortunately, they aren’t overly noisy, particularly since the Recon shares another crucial trait with the Wrangler and Gladiator: its doors and rear windows can be removed. I chose not to do so amid the sporadic rain showers I encountered in Healdsburg, California.

With all this power, it’s also easy to gain speed that the Recon can’t realistically maintain through twisty sections, creating an excellent opportunity to utilize the Recon’s max-regen mode, allowing you to effectively drive one-pedal through almost all but the tightest curves. It’s much more engaging than the typical right-pedal/left-pedal approach, particularly once you adapt to how the Recon accelerates and decelerates.

This experience also highlighted some clumsy powertrain tuning in the prototype models I tested. The shift from pedal braking to regen braking (i.e., easing off the brakes into a turn) and back to throttle sometimes resulted in awkward bucking from the driveline—similar to the jolt one experiences after downshifting a manual transmission car without a proper throttle blip.

But since this is a Moab, let’s concentrate on what’s important: off-roading.

Instead of merely putting us on a pre-existing California ORV trail, Jeep designed its own course, allowing me to test the Recon’s abilities. Most of my time was spent going up and down forested hills, where the Recon’s camera system proved nearly essential. Tight bends, protruding rocks, and snags were easy to identify and avoid.

Jeep included various customized obstacles in the route. The first was a ditch carved wide and long enough to demonstrate how the Recon’s low center of gravity (thanks to the battery!) resists tipping. I found myself leaning close to 30 degrees of yaw without issue; you’ll lose your nerve long before the Recon risks a rollover.

The next challenge involved fording a water obstacle; the purpose was clear, but it also showcased (albeit obscured by mud) the Recon’s approach and departure angles. The sudden drop into the water caused a “clunk,” but the large SUV made no further objections. This was a doors-on/windows-up situation even though the water level had dropped well below the expected mark; after my third or fourth pass, the water line was right over the center caps—around 17 or 18 inches high.

Following that, it was time for some light bouldering. The Moab trim features a Rock mode not available on the Overland, and it’s actually quite clever. It allows for both left-foot braking and a hill-holding mechanism. Coupled with substantial motor regen, this nearly simulates the feeling of a crawler gear. If you find yourself on wet rocks, I highly recommend using it; even in Sand/Mud mode, the Recon is nearly keen to sprint away from you, especially if you’re not making use of regenerative braking.

None of the challenges proved especially daunting, and I found most of the features unnecessary. On my second attempt, I chose not to engage Rock mode or activate the rear locker when advised. It required some skill with the throttle, but I successfully navigated without problems.

Jeep maintained separation between on- and off-road vehicles to ensure I wouldn’t drain the battery before completing the drive. This turned out to be prudent. When I commenced the loop in the morning, my test vehicle displayed 88% charge and 180 miles left. Upon departing from the off-road site, I had just 63 miles available. With regenerative braking at maximum, I managed to gain several miles of range just by coasting down the dusty two-track to the highway. By the time I concluded for the day, I had 38 miles remaining, equating to 17% charge.

The Recon is a substantial vehicle, both in size and concept. For $66,000, it should be. Yet, I’m not convinced by the value offered here. Sure, 670 hp is impressive, and the ability to overtake virtually anyone at any moment is a notable advantage. But in an off-road SUV? The Wrangler has been thriving for over 30 years without a V8—not because Jeep couldn’t provide one.

At this juncture in electrification, there are essentially two categories. In one, you’ll find genuinely commendable EVs—think Chevy Equinox EV, Hyundai Ioniq 5, or the Rivians. They provide ample range, charge relatively swiftly and affordably, and prioritize efficiency.

That’s all well and good, but none of it screams enthusiast appeal. Just ask Jeep’s own clientele: Enthusiasts will cheerfully endure an objectively subpar mode of transport if there’s something—literally anything—distinctive about it.

I didn’t have lofty expectations for the Recon as an EV, but I was hopeful that Jeep would utilize its two-year postponement to improve the Recon’s quality. The unique rear differential and the electrified adaptations on Jeep’s conventional drive modes are both excellent illustrations of what the Recon could achieve, if Jeep were willing to tackle it with the same determination as the elephant in the room.

But there’s always potential for a Rubicon, right?

Jeep provided The Drive with travel and accommodations, along with the use of a vehicle for the purpose of writing this review.

2026 Jeep Recon Moab Specifications