2025 Wrangler

Build & maintenance goals

  1. Accommodate driver, one passenger, and moderate cargo space for short road-trips with off-roading
  2. Handle off-road recreation trails up to a difficulty level of 7 (out of 10 on Jeep BOH scale)
  3. Remain street-legal
  4. Remain safe and comfortable driving at at on-road speeds up to 80 MPH
  5. Facilitate frequent day-trips and occasional short road-trips (less than a week) for off-roading destinations

We purchased this 2025 Wrangler in May 2025. Our typical use case is trails within a day drive of northern Colorado, which includes trips to Moab. I am fairly mechanical and do a lot of my own work, but will have local shops do most of the major mechanical work for this build for practical considerations (partly do to my inexperience in some of the installation procedures, but mostly related to time, specialized tools, and work space). We also currently have a 1997 Wrangler (Sport trim, heavily modified) and 2025 4Runner (Off-Road Premium trim, stock). Each of our three off-road vehicle’s have different purposes, strengths and weaknesses – but provide overall flexibility. Our 4Runner is also used as a daily driver (along with a 2015 Mazda CX-5). The two Wranglers are intended primarily as off-road vehicles. However, we also drive them for fun, convenience, and to ensure they are not sitting too long.

I mirror parts of this page and provide comments to get feedback on JLWranglerForums.com here:
https://www.jlwranglerforums.com/forum/threads/dirtwheeler-25-jlr-build-plan-status.150155/

Miles: 1,219 (June 2025)

1 – Current build

  • Purchased in Colorado, May 2025
    • Model year: 2025
    • Trim: Rubicon (front and rear Dana44s with lockers and a sway bar disconnect system)
    • Engine: 2.0L, 4-cylinder, turbo, ESS
    • Transmission: 8 speed automatic
    • Color: “41” (olive drab)
    • Included options/packages: Convenience package (heated seats), Technology package (front cam), capability package (steel bumpers and winch)
  • Tailgate, May 2025: Teraflex hinge gate reinforcement, Teraflex spare tire holder, Teraflex Hi-Lift jack mount, Hi-Lift Jack HL-425 42″ (UPC: 052767004258), and tailgate limiter (PN: JKT11212)
  • Tail lights, May 2025: Nilight LED Smoked – (UPC: 840323912518). JL mini tazer set to LED lights to prevent dash warning. Passenger side tail light bracket replaced after trail damage.
  • Installed by Bullhide 4X4, Fort Collins, Colorado, June 2025
  • Skid plates, June 2025: Metalcloak Undercloak
    https://metalcloak.com/2-door-jl-wrangler-undercloak-integrated-armored-system.html
  • Rocker guards, July 2025: Motobilt, frame-welded, powder coated before installation, installed by Bullhide 4X4
    https://motobilt.com/products/frame-mounted-rocker-guards-for-jeep-jl-2-door?variant=39577385435220

1.1 Accessory notes

  • GMRS radio, May 2025: Midland (Model: MXT575J), 10′ NMO Antenna Cable, MXTA25 short/3dB antenna (UPC: 046014185258)
  • Third/center brake light: behind-spare style (UPC: 191869933339).
  • Dash cam: ROVE R2-4K PRO (UPC: 860008553447), polarized lens (UPC: 860008553423), 512GB SD card (UPC: 619659205003), and hardwire kit (UPC: 860008553492)
  • Screen protector (ASIN: B0D117CLXT)
  • Floor mats UPC: 782289613156
  • WeatherTech cargo trunk liner (UPC: 787765986083)
  • Roll Bar Fire Extinguisher Mount: PN: ‎JW-9311
  • Center Console Hanging Box: ASIN: B097BNDNRX
  • Seat covers UPC: 768904079484
  • Steering wheel cover UPC: 761344819313
  • Door Sill Guards UPC: 789513393518
  • Dash mount cell phone holder ASIN: B0CVSHLVD7 (“Bulletpoint Metal Dash Mount”)

2 – Planned modifications

  • N/A (for now)

3 – Other things to consider

I don’t consider the things in the list below critical, but they are things that I will consider based on my experience, observations, and research. These are things that will likely only be considered after I have made the more necessary upgrades in the previous list (unless there is opportunity presented in deals, or it makes sense to make some of these upgrades while making other modifications).

4 – Trail log

  • 2025-07-20: Bunce School Road, the Ironclads, and the T-33 Crash Site
  • 2025-06-06: Sevenmile Road
  • 2025-07-05: Many Thunders Road
  • 2025-06-22: Moody Hill
  • 2025-06-07: Sevenmile Road and ~1/3 of Bald Mountain, Chris & Lee
  • 2025-05-29: Hell’s Revenge, Moab, Utah, Chris & Lee
  • 2025-05-28: Top of the World, Moab, Utah, Chris & Lee

5 – Background

The rest of this post provides more detailed notes that I collected while doing my research. I’m posting these here for later reference and for anyone that might wonder why I chose one option over another.

5.1 – Initial motivations

This vehicle purchase was planned before we purchased our 2025 4Runner for long road trips with light off-roading. As a benchmark, we took took the 4Runner on Fins ‘n Things in Moab and I consider that trail to be about its limit without additional modifications and/or risk of damage. I know others have taken this vehicle stock on Hell’s Revenge but it seems like a lot of risk for damage.

We could modify the 4Runner, but I would like to keep the geometry (lift, wheels/tires, etc.) close to stock to maintain on-road performance for long road trips. It is a very capable vehicle that is great for many off-roading scenarios, but it is not configured or intended as a high-clearance rock crawler. As a slightly more objective metric, I’m “comfortable” with our 4Runner on trails rated at a difficulty level of 4 (Moab ratings), and maybe getting into 5 a little. The trail ratings are highly subjective and I’ve noticed a 5 in Moab is much more challenging than a 5 in Colorado (in general). I heard someone claim Kelly Flats was a 9 recently, but I’d rate Fins ‘n Things higher, and it is supposedly only a 4. To be fair, I’ve only done Fins ‘n Things in a stock 4Runner and I’ve only done Kelly Flats in a heavily modified 1997 Wrangler (with 3.5″ lift, 35s, front/rear lockers, swaybar disconnects, etc.). So I don’t have an apples-to-apples perspective yet.

In contrast, our 1997 Jeep wrangler has the clearance and additional “features” (e.g., front lockers) to tackle more difficult trails. I’ve also driven our ’97 Wrangler up to 80 mph on the freeway and it handles surprisingly well (for a 2-door Wrangler with a lift), but it is very loud in the cabin at speeds exceeding about 65 mph. It also lacks modern features like adaptive cruise control, which I really like for pavement trips lasting more than a couple hours. It also has over 200K miles on it, so the possibility of various things failing is always on my mind. It’s a great rock-crawler, but I don’t want to spend much time with it on the freeway and I don’t want to get too far from home with it. We could update the TJ to the point where I feel more comfortable with it for longer trips, but that would be a tremendous amount of work and expense (including rebuilding or replacing the engine) to still have something that is very old (always something ready to fail next).

When I first started thinking about what I wanted, I thought it would be nice to have one vehicle that “did it all” (daily driver, road trip comfort, off-roading beast, etc.). I test drove several 4Runners (5th gen and 6th gen), one 4-door Bronco (Badlands/Sasquatch), and one 4-door Wrangler (Rubicon X). I also previously owned a 2003 4Runner (Limited edition with the V8 engine). In the end, I decided there was not a single vehicle that would do everything I want. The 6th gen 4Runner (Off-Road Premium) was the most practical choice, covering daily driving, long road trips, pulling trailers (up to 6,000 pounds), decent passenger and cargo space, and off-road capable with some limits. So far, I’ve put over 7,000 miles on the 4Runner, including daily driving, some off-roading, road-trips, and trailer pulling. It has been a great vehicle.

For off-roading, our 1997 Wrangler is “perfect” accept for the limits in comfort and anticipated reliability going on longer road trips (lasting more than one day). So, we decided to get a similarly configured “newer” Wrangler.

5.2 – Rubicon versus Rubicon X trim

Must have: Part-time 4WD, Dana 44s, front and rear lockers, disconnectable sway bars, non-hybrid

The Rubicon trims have the upgraded Dana 44 axles, front lockers, and electronically disconnectable sway bars. The upgraded axles are better for handling the additional stress from running larger tires off-roading. The front lockers provide added traction in specific situations (I used this feature a lot on my 1997 Wrangler). The disconnectable sway bars allow for greater front axle articulation while rock crawling (I have manually disconnectable sway bars on my 1997 Wrangler).

Rubicon X is a higher level “trim” (package) than Rubicon. The only difference between these two trims that I cared about is the reduced cabin noise in Rubicon X attributed to acoustic glass and various other modifications. After owning the 2025 Rubicon (non X) and going on several trips, I have been very surprisingly happy with its quietness. I assume the Rubicon X is even quieter, but it is not something I ever think about when driving my non-X Rubicon. So, no regrets there and no plans to add additional sound-dampening.

My main concern with the Rubicon X was that I have only seen them configured with a full-time 4WD system (in the 2025 builds). Full-time 4WD (automatic) mode uses an electronically controlled clutch pack inside the transfer case to provide power to the front axle when it senses rear traction loss. Since all cutches wear down over time, this is an additional maintenance item that is not needed for my use case (in addition to extra components – actuators, sensors, and control modules). Also, tires with uneven wear or mismatched tire pressures (slight variations in geometry and performance) can be problematic with sensitive full-time 4WD systems.

On the other hand, the Rubicon’s part-time 4WD system does not have a clutch to wear down, is mechanically more simple, driver controlled, less sensitive to tire differences, and more time-tested. So, I looked for part-time 4WD when I was Jeep shopping.

There are other Rubicon “trims”, including the 4XE (hybrid) models and the 392 (4-door only, with a v8). I was not interested in the 4XE/hybrid models due to the additional mechanical complexity, weight, maintenance, and issues introduced by that system. The 392 is not offered in a 2-door, but it would be overkill for my needs, less fuel efficient, likely more difficult to control in certain situations, and I’ve read about some unique 392 issues attributed to its mechanical differences with other trims.

5.3 – Engine selection

Must have: 2.0L I4 engine

I’m not going to go into great detail here. I wanted to get the 2.0L inline 4-cyliner turbo engine. There are other engine choices I have considered, but I4 seems to have relatively few issues compared to other options, better fuel efficiency, ample power, and I expected the turbo to handle better at the high elevations I drive at (versus naturally aspirated engine options).

After owning the 2025 Wrangler with a 4-Cylinder for a while, I have been very happy with this engine choice. It is surprisingly powerful, even at freeway speeds on 37″ tires (regeared to 4.88 ratio). There are subtle turbo sounds, that evidently bother some people (from reading forum posts), but it’s not that noticeable or worrisome to me. I don’t get great gas mileage (compared to modern non-off-road vehicles), but I assume that’s mostly attributed to my upgrades and lots of off-road driving.

5.4 – Manual versus automatic transmission

Must have: Automatic transmission

I’ve owned vehicles with manual transmission in the past and I was originally leaning towards getting a manual transmission in this new Wrangler (there are advantages in simplicity and costs). However, there are comfort, performance, and capability concerns (e.g., for rock crawling control) that made me decide to get an automatic transmission.

5.5 – 2-door versus 4-door

Must have: 2-door

I went back and forth on this one. The advantages the 4-door has over the 2-door for my use case are more passenger and cargo space, better freeway stability, and better stability on steep off-road terrain (climbs and descents). However, the two door is lighter, has better break-over angle with less modifications, more nimble for most rock climbing situations, and better turning radius. When the additional passenger and cargo space is essential, I’ll use the 4-Runner. When I’m doing more serious off-roading, I’ll take the 2-door Wrangler. When I’m presented with extremely steep climbs and descents, I’ll skip the obstacle if there’s a bypass, or use more caution and employ spotters, winches, etc. as needed. I figure that ~95% of the time I will prefer to be in a 2-door on the trail over a 4-door for the types of trails I am usually on, and I am not trying to optimize this vehicle for long road trips and overlanding at the expense of overall off-road capability. I realize that most Wrangler owners choose the 4-door because their priorities are a little different than mine – which is why you’ll see significantly more 4-door Wranglers on the roads and trails. I had never noticed this before I shopped for a new Wrangler in 2025.

FWIW, when I considered getting a 4-door, I spec’d out everything I would need to do to go to 37s or 38s and a 3.5″+ lift to get a similar break-over angle to the 2-door. I would have been willing to go this route, but there were still compromises in overall capability and there would be more risk of mechanical failure. The mechanical concerns of running larger tires on a 2-door Wrangler are significantly less than the mechanical concerns of running even larger tires on a 4-door Wrangler to achieve a similar breakover angle. There are good reasons why many people go the 4-door route. It’s just not the best decision for my situation.

FWIW, I also just think the 2-door models look better and look more like what you expect a Jeep to look like. But that’s just my opinion and preference. The 4-door Jeeps can look pretty awesome too. On a final note, I recognize the stability and performance will not be as good in a 2-door on the freeway (getting to/from trails), and especially in bad weather. I will take this into consideration planning trips, and most of this vehicle’s use in Colorado will be during warmer times of the year – with some occasional “local” snow wheeling and trips to warmer lower latitudes. However, after owning a 2025 2-door Wrangler on a 3.5″ Metalcloak lift and 37″ tires for a while, I am surprised to report that this vehicle is remarkable stable at freeway speeds and handling winding mountain roads (occasionally in heavy rocky mountain thunderstorms).

5.6 – Color

I originally preferred white since it would hide scratches and dents better. It would also be good for visibility (safety) on the road and would not absorb as much heat in the summer sun. I liked the idea of getting a color-matched white hard top, but my wife and son thought the black hard tops look better. I think they’re right about the looks, but I would have still leaned toward the white hard top for the heat reflection alone. All this was somewhat moot because the color is a minor consideration to me if I’m just looking at options that are in dealership inventory (within a reasonable driving distance to purchase).

In the end we ended up getting a dark green (“41”) Jeep (also described as an olive/drab). It was my wife’s favorite color out of the available options, and both my son and I liked it as well. There was also a dark green one at a dealership that was relatively close by and it came with some options we were interested in. After owning the Jeep for a while, the color has grown on me more. I think it looks great and the vehicle cools down quickly rolling down the windows or running the A/C.

5.7 – Major modifications

Our stock Rubicon configuration on 33s was very capable, but from experience and planned trail use, we knew that we would want increased clearance with a lift and larger tires, along with appropriate regearing after increasing tire size. I got comfortable with our TJ, which has a 3.5″ suspension lift, plus a 1″ body lift, and we alternate between 33s and 35s. My thought was to go for a similar configuration on the new JL, but I was convinced to go to 37s by the local 4×4 shop that performed the upgrades. So, we ended up going with a 3.5″ lift on 37s, with a lot of other related upgrades (shocks, regearing, etc.). We also installed a full belly skid plate system and upgraded the rock rails. This configuration is a little less ideal for the fast paved roads getting to the trails, but a lot more ideal for the trails themselves with the increased clearance (and related articulation, etc.). Of course, there’s trade-offs with everything, and we set our center of gravity higher. We also have a slightly wider stance with the Method 703 wheels – another trade-off, but I like the increased stability with a wider stance after elevating our center of gravity.

We completed the initial planned upgrades by July 2025 – mostly installed professionally by Bullhide 4X4 in Fort Collins, Colorado – but with some DIY work as well. I’m glad I had the opportunity to take the Jeep to Moab in it’s stock configuration – tackling Top of the World and Hell’s Revenge. I look forward to returning to Moab now that we have significantly upgraded the Jeep. Since this is a dedicated off-road vehicle, I don’t plan to swap out the tires with an alternate winter-tire set. However, we will occasionally get deeper snow where the high clearance and mud-terrain tires that we have installed will also have some advantages in the winter. For safety reasons, getting to and from the trail, we “might” take the ’97 Wrangler in the winter on some rides, with it’s K03 tires which have performed very well on the ice. But I need to balance that with the comfort and reliability of the 2025 versus 1997 Wrangler. In either case, I plan to keep the 1997 Wrangler an alternate/hobby vehicle, with the 2025 Wrangler as our primary off-road vehicle. Occasionally, our 2025 4RUnner will be more appropriate – especially for lighter off-roading and where we need more space for gear and passengers. In both Wranglers, I have the rear seats removed to allow for more cargo space – so they are essentially two-seat vehicles, one driver and one passenger. On the other hand, the 4Runner can accommodate five people – one driver and up to four passengers. There’s even a way to install a third row, but I don’t think we’ll ever need to do this.