2024 Jeep Wagoneer Problems: 12 Known Issues

On the 2023-2024 Jeep Wagoneer, nHTSA recall 24V-199 (Chrysler campaign 36B) covers 2023-2024 Jeep Wagoneer among other Stellantis vehicles. The steering column control module contains a flexible flat cable (FFC) whose internal weld to the busbar can be insufficient. That weld carries the deployment signal from the Occupant Restraint Controller (ORC) to the driver airbag module. If the weld fails, the driver airbag will not fire in a crash — a non-compliance with FMVSS 208 (Occupant Crash Protection). The failure is silent to the owner until it is too late, though some vehicles set an airbag warning light or steering-column-related faults first.

On the 2022-2024 Jeep Wagoneer, nHTSA recall 23V-716 (Chrysler campaign A7A) covers 2022-2024 Jeep Wagoneer. Third-row seat belt buckles may have been scratched, gouged or otherwise damaged during vehicle assembly. A damaged buckle can fail to latch properly or can release under load, leaving a third-row occupant effectively unrestrained in a crash. Roughly 97,000 Wagoneer and Grand Wagoneer SUVs were covered. This is a build-quality defect on the early WS-platform assembly line rather than a wear-out failure, so it shows up at delivery mileage.

On the 2022-2025 Jeep Wagoneer 5.7L HEMI eTorque, the 5.7L HEMI V8 with eTorque mild-hybrid system can stall at slow speeds, causing the vehicle to unexpectedly shift into park and apply the emergency brake. NHTSA opened a formal investigation after at least 80 owner complaints. The 48V eTorque motor-generator unit and its integration with the transmission control system appear to be the root cause. Some owners report the vehicle cannot be restarted after stalling.

On the 2022-2025 Jeep Wagoneer, loss of steering assistance can involve different faults. Manufacturer bulletins include software remedies for specified 2022 and 2024 Wagoneers and a separate torque-sensor connector condition for certain 2024–2025 North American vehicles. C2217-00 is not proof that the steering rack must be replaced.

On the 2023-2024 Jeep Wagoneer, the 3.0L Hurricane twin-turbo inline-six uses an electronically controlled ball-valve thermostat. Contamination can cause the ball-valve drive pin to fail, leaving the thermostat stuck in the closed position so coolant cannot circulate to the radiator. The result is rapid, sometimes sudden overheating — owners report the temperature gauge climbing and the vehicle dropping into a limp mode that limits it to walking speed, occasionally in traffic. Stellantis issued Technical Service Bulletin 09-006-25 covering 2022-2024 Wagoneer and Grand Wagoneer with the 3.0L I6 Hurricane Twin Turbo ESS engine, and a Customer Satisfaction Notification (reference 26B) for roughly 5,100 vehicles. Parts backorders for the revised thermostat were widely reported by owners. This failure is specific to the Hurricane inline-six — the 5.7L Hemi eTorque Wagoneers use a different cooling architecture and are not covered by this bulletin.

On the 2022-2024 Jeep Wagoneer, owners report frequent dead batteries, particularly after the vehicle sits for a few days. The complex electronics suite (multiple displays, cameras, connected features) appears to have excessive parasitic draw when the vehicle is parked. The 12V battery and 48V eTorque battery (on equipped models) both have reported drain issues. Some owners have had multiple battery replacements within the warranty period.

On the 2024 Jeep Wagoneer, stellantis bulletin 08-190-24 Rev. A addresses CADM software on specified 2024 Wagoneers built through May 28, 2024 with LSU, SJJ or XPS equipment. Listed concerns include stored CADM faults, lost driver-assist settings and intermittent assistance warnings. These symptoms require diagnosis and do not establish a unique hardware failure.

On the 2022-2024 Jeep Wagoneer, the Wagoneer's Uconnect 5 system, with as many as five screens plus the rear-seat entertainment displays, is the most-complained-about non-safety system on the vehicle. Owners report the center screen staying black at startup until a hard button is pressed, the display glitching and requiring a Uconnect reset, and on rear-entertainment-equipped vehicles no audio through the rear screens (sound only via headphones), a missing Theater app, and inability to control the rear screens from the front console. In several cases the head unit was replaced outright under warranty. These are software-integration faults from the first years of the Uconnect 5 rollout, not display hardware failures in most cases.

On the 2022-2025 Jeep Wagoneer, the Quadra-Lift air suspension system can fail, displaying "Service Air Suspension Immediately" warnings on the dashboard. The suspension may become stuck at the lowest level and unable to raise, or the compressor may run continuously without achieving proper ride height. Some owners report failure with as few as 7,000 miles. The air tank may become over-pressurized and unable to decompress properly.

On the 2022-2024 Jeep Wagoneer, bulletin 21-048-24 addresses specified 2022–2024 Wagoneer transfer-case overtemperature faults. DKA and DHR equipment are included, but transfer-case model exclusions apply. The warning or fault code alone is not authority to replace a complete transfer case.

On the 2022-2024 Jeep Wagoneer, nHTSA recall 25V-642 (Chrysler campaign 88C) covers Jeep Wagoneer built 8 March 2021 through 29 February 2024 — roughly 91,202 Wagoneers plus 32,194 Grand Wagoneers. The quarter trim on the driver and passenger window glass assemblies was manufactured by supplier Fuyao Automotive without the clear primer required for the trim adhesive to bond. Without that primer the trim can work loose and detach from the moving vehicle, becoming a road hazard for traffic behind. Owners commonly notice the trim lifting at an edge or peeling away before it departs entirely.

On the 2022-2024 Jeep Wagoneer, wagoneer owners report the eight-speed automatic downshifting hard enough to jolt occupants forward when decelerating, harsh engage/disengage when lifting off and reapplying throttle, holding gears to near 4,000 rpm on grades before shifting, and a shudder around 1,500 rpm at 50-60 mph that is characteristic of torque converter lock-up clutch shudder. Reports start very early — one owner documented a transmission problem at 900 km on a six-day-old truck. Dealer transmission "relearn" procedures frequently do not resolve it; at least one forum case ended in a complete transmission replacement for a failed torque converter, and another owner reported upshift failure accompanied by a low oil pressure indication.