It feels like a lifetime ago that I was in Vegas chatting with Mark Allen, Jeep’s design shepherd (and my former boss), over some rye whiskey about the plausibility of an electric Wrangler which utilized traditional gearing and axles. It had been on my mind as the topic of manuals on electric cars comes up pretty frequently at TMGPS, and we had just seen the Ford/Webasto Mustang collaboration debut earlier that day at SEMA. Like most of my conversations with Mark, it was somewhat nerve-racking; either he’d dismiss the idea with stinging disapproval or he’d dismiss the idea with a mischievous grin, make a sarcastic joke, and change the subject. To my delight, and most likely thanks to the Manhattans, he was unusually receptive to the conversation. He told us about a friend of his who had built something along those lines and that it had worked fine. “You can start in 1st or you can start it in 4th, doesn’t matter! You don’t need the gears, but they’re there if you feel like going through them…” he said. I asked if there was any benefit to having the low range gearing when it came to crawling with a hypothetical electric Jeep. To which he responded with a shrug, and then changed the subject. I turned to my old pal Chris Piscitelli who had been responsible for the Moab Easter Jeep Safari builds for the past several years and asked what he thought about doing a build. “They don’t really let us do manuals anymore. A lot of the journalists don’t know how to drive them… besides, they’re moving me to Dodge when I get back.” EJS got canceled due to Covid-19 about six months after that conversation.

Many electric car experts will be quick to point out the on-demand torque of a BEV as a means for shedding the weight and complexity of a multi-ratio gearbox. As someone who loves driving manuals, but is also very interested in electric cars, the ultra-low ratios found in something like a Jeep Wrangler has always seemed like a great opportunity to experiment with the idea of slowing down typically high-RPM electric power with more traditional drivelines. The fact that Wrangler is also required to operate at highway speeds, and has limited space for batteries, means that there could also be a benefit to using the higher-end ratios to eke out some extra wheel speed from a motor that is turning at a lower RPM and potentially using less of the stored energy.

I was thrilled last night when I found out that the Jeep Magneto concept would in fact mate an electric motor to the stock JL 6-speed manual and drivelines! I have to say I’m a little salty we didn’t get a heads-up, and a chance to slap a TMGPS decal on it, but hopefully they’ll make it up to me with a chance to drive it one day. Until then, I can’t wait to find out how it does out on the trail and whether or not it’s an idea that makes sense for future production products.

Rather than crafting a homestyle copy pasta of the press release, I’m going to just let the fine folks at Jeep describe it in exactly the way they penned it.

“The Jeep Wrangler Magneto concept is a fully capable BEV that is stealthy, quiet, quick and an unmistakable rock-climbing force. Jeep brand engineers and designers have created a zero-emission vehicle with Jeep 4×4 capability that provides new levels of efficiency, environmental responsibility, and performance on- and off-road.
 
Based on a two-door 2020 Jeep Wrangler Rubicon, the Jeep Magneto uses a custom-built axial flux electric motor that operates up to 6,000 rpm. The e-motor is connected to a six-speed manual transmission, creating a unique manual-electric powertrain with a clutch that operates as it would with an internal combustion engine. In quick-shift scenarios, the e-motor engages regen upon clutch engagement to prevent rev-hang.
 
Comparable to the 3.6-liter Pentastar V-6, the compact e-motor is tuned to deliver up to 273 lb.-ft. of torque and 285 horsepower. Intentional calibrations developed during testing help the Magneto’s powertrain emulate the driving experience of the V-6, matching not only torque but also horsepower. During moderate driving, the performance difference between the V-6 and the Magneto’s unique manual-electric powertrain is negligible except for near-silent operation.
 
When greater acceleration is needed, the e-motor delivers all 273 lb.-ft. of torque without the need to build up revolutions per minute. The Magneto concept runs 0-60 mph in 6.8 seconds.
 
Powering the Jeep Magneto’s e-motor are four battery packs with a combined power of 70 kW/h, running an 800-volt system. The lithium-ion batteries are distributed around the Wrangler to balance weight on the four wheels. One pack replaces the Wrangler’s mid-ship fuel tank, another is mounted opposite the fuel tank location, the third pack sits atop the e-motor under the hood and the fourth pack mounts in the space normally used for a rear storage compartment, also using space typically occupied by the exhaust muffler.
 
An inverter derived from race cars converts DC power to AC for the high-tech motor. The batteries, a vehicle interface box and the battery control module all reside in waterproof enclosures to maintain the Wrangler’s 30-inch water-traversing capability. A 12-volt battery powers existing systems, such as the radio and lighting. A second 12-volt battery serves as an auxiliary power unit (APU) for accessories, such as the winch. A DC-to-DC converter charges both 12-volt batteries, allowing long-term operation of accessories to power a campsite or an unexpectedly long winch operation. Unique mounts secure the battery packs for harsh driving and custom skid plates protect the packs from potential strikes to the undercarriage while traversing harsh terrain.
 
A 10-kw high-voltage heater keeps the fully open-air passenger compartment comfortable.
 
The exterior of the Magneto features a Bright White color with Surf Blue accents, along with a heavy-duty performance hood with center scoop and custom decal, redesigned rear gate and dramatic full-width forward lighting. Custom Royal Blue and Black leather seats with Sapphire-colored inserts and straps, Surf Blue truck bed liner and Mopar slush mats give the Magneto’s interior design an electrified appearance.
 
The Jeep Magneto comes equipped with a JPP 2-inch lift kit, 17-inch Lights Out black metallic wheels with 35-inch mud-terrain tires, custom roll cage, Mopar Rock Rails, steel bumpers with a Warn winch and a steel belly pan for added off-road capability. “