The recommended tire pressure for a Jeep Wrangler is between 36 and 38 pounds per square inch (PSI) for both front and rear tires.
Maintaining the right tire pressure is essential to safe driving. Whether you like to drive your Wrangler on or off the roads, having the correct air pressure in your tires can keep your ride smooth, save you fuel, and protect you from tire blowouts.
That’s why licensed
car insurance
broker and trusted super app
Jerry
is here with all the facts on proper tire pressure for the Jeep Wrangler. In this article, we’ll cover the correct pressure for your model, show you how to check your tire pressure and reset your warning light, and offer some tips for keeping
Jeep car insurance costs
low!
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What is the right tire pressure for a Jeep Wrangler?
In most cases, the recommended tire pressure for a Jeep Wrangler is between 36 and 38 psi for front and rear tires. But the exact tire pressure for your Wrangler will depend on the vehicle’s age, trim level, and original equipment wheel size. To find your Jeep’s specifications, you can refer to your owner’s manual or check the sticker attached to the driver’s side doorjamb.
Here’s a quick rundown of recommended Jeep Wrangler tire pressure by model year:
In some Wranglers, your recommended tire pressure can also vary between the front and rear tires—such as in the 2016 Jeep Wrangler, for which the recommended tire pressure is 28 psi in the front and 26 psi in the rear.
If your Wrangler is equipped with high-performance tires, or if you modify your Jeep to have bigger wheels and new tires, make sure to check the tire pressure specifications for your new setup.
Tire pressure recommendations for other Jeep vehicles
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How to check Jeep Wrangler tire pressure
Need help finding your Wrangler’s tire pressure? Depending on your vehicle’s model year and options, you might see the tire pressure in each tire displayed on the screen located between your instrument cluster. If tire pressure is low, your vehicle’s tire pressure monitoring system (TPMS) will trigger a warning light that appears on your instrument cluster.
If you sport an older Wrangler, you may have to check up on your tire pressure manually. But don’t worry—checking your tire pressure is quick, easy, and a great skill to have in your basic maintenance repertoire. To check the pressure in your tires, remove the valve stem cap located on the lower rim of each tire, then affix a
tire pressure gauge
to the valve stem.
The gauge will provide you with a reading (typically in pounds per square inch, or psi) that you can use to add or remove air as needed. You can check your tire pressure at home or at a gas station’s air-filling station, which usually has a tire pressure there for you to use.
Even if your tire pressure light doesn’t come on, your vehicle might tell you that the tire pressure is too low in other, subtler ways. Decreased fuel efficiency, an uneven ride, and steering troubles can all point to a problem with your vehicle’s tire pressure.
How often should you check tire pressure?
You should check the tire pressure in your Jeep Wrangler monthly. It’s also a good idea to check tire pressure before any major road trips or off-road excursions.
How to tell if your Jeep Wrangler needs new tires
The exact lifespan of Jeep Wrangler tires can vary depending on a number of factors, including whether you drive primarily on or off the roads.
As a general rule of thumb, you should be replacing your Wrangler’s tires once every three to five years, or every 50,000 miles. If you tend to travel the unbeaten path most of the time, you might find yourself replacing your tires every 30,000 miles or so.
A tell-tale sign of old tires is low tread depth. To check your tread depth, use the penny trick: stick a U.S. penny (Lincoln’s head first) into the tire tread. If you can still see the top of old Abe’s head, it’s time for new tires.
How to reset the Jeep Wrangler tire pressure monitoring system (TPMS) light
So you’ve confirmed your recommended tire pressure and added some air—but that pesky orange light is still shining on. If you’ve refilled your tires, but you’re still getting that dashboard warning, you may need to
reset your TPMS
.
Luckily, in Jeep Wranglers resetting the TPMS system is actually quite simple: just inflate your tires to the recommended pressure, then drive around at or above a speed of 50 mph for 20 minutes
.
Your TPMS sensor can take about 20 minutes to process the new tire pressure, but driving normally during that timeframe is totally fine—and even recommended.
If this doesn’t work, you can take your Wrangler to a local dealership to have your TPMS recalibrated, or attempt to recalibrate the system yourself. To go the DIY route, you’ll need a
TPMS relearn tool
—an aftermarket product for vehicles that lack a reset button. Simply connect the TPMS relearn tool to your Wrangler’s OBD-II port to automatically reprogram new tire pressure sensor IDs into your vehicle’s computer.
Once completed, your tire pressure monitoring system should reset, and (hopefully) that dashboard light should switch off.
How to save on Jeep Wrangler insurance
Maintaining your Jeep’s tire pressure is an easy and cost-effective way to make sure all your adventures run smoothly.
Whether you take your ride on or off the road, make sure the tires—along with the rest of your vehicle—are protected with the best
Jeep Wrangler car insurance
from
Jerry
.
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The required tyre pressure for Wrangler front tyre is 26 psi, and for rear tyre is 28 psi. Jeep Wrangler Car comes in 3 variant(s) and below you can find the correct tyre pressure that needs to be filled in all 4 tyres. The air pressure for Wrangler Tyres varies for Loaded and Unloaded vehicle. Popular tyre manufacturers that produces tyres for Jeep Wrangler are NA
Without Load
Front
28 PSI
Rear
26 PSI
With Load
Front
28 PSI
Rear
26 PSI
Highway Driving
Add (+) 2psi
Driving in Summer
Subtract (-) 2 PSI
Driving in Mountain
Subtract (-) 2 PSI
| Wrangler Variant(s) | Front Tyre
| Rear Tyre
| Tyre Size | ||||
|---|---|---|---|---|---|---|---|
| Rubicon(Petrol) | 255/75 R17 | ||||||
| Unlimited (Petrol) | 255/70 R18 113T | ||||||
2. 0 4x4(Petrol) | 255/70 R18 |
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ChamparanArwalBangaloreJehanabadDalsingsaraiSheikhpuraMungerBankaBarauniSupaulSaharsaBhabuaKudra All-Terraire tires are having a tough time - expected to be everything to everyone.
They are expected to be quiet, comfortable and safe on the road, but also able to provide enough traction off-road. Often attempts at this combination of attributes result in the tire being too much of a compromise to be truly effective at anything.
But, as in any industry, technology is advancing rapidly, as is the ability of tire manufacturers to quickly and comprehensively respond to the needs and desires of their customers, existing and potential. nine0003
Well, Goodyear's new all-terrain tire, the Wrangler AT SilentTrac, has entered the company's lineup to replace the outgoing AT/SA (Silent Armor) and targets the booming SUV and passenger car market.
Let's face it, tires are a rash purchase for many people, that is, people are reluctant to part with money for them, when in fact the purchase of tires is one of the most important investments that everyone makes for their safety and the safety of their family. And a tire should never be a compromise. nine0003
Goodyear invited CarsGuide to a product launch at Norwell Motorplex, near the Gold Coast, to show journalists and tire dealer owners how the new tires perform on and off the road.
Goodyear Wrangler AT SilentTrac is available in rim diameters from 15 to 18 in 23 sizes, including 14 for 4X4 passenger cars and nine for 4X4 light trucks.
Tire expert Goodyear prepares SilentTrac tires for the drive. (Image credit: Markus Kraft)
“Our many years of experience in the 4x4 segment and proven track record of developing award-winning 4x4 and off-road tires has led us to create the latest Wrangler AT SilentTrac tire that allows mid-price consumers to drive with confidence and increased traction. and durability for a pleasant and quiet driving experience,” said Goodyear Asia Pacific President Ryan Patterson.
Among many exaggerations at launch, Goodyear officials noted that SilentTrac Durawall (thick rubber) technology "provides durability for confident off-road driving"; its traction ridges and square shoulder blocks "help clear mud and snow for versatile off-road traction" and redirect air to reduce road noise; and the thick rubber layer under the tread helps absorb road noise better than their previous ATs and thus ensures a quiet and comfortable ride.
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It doesn't look too aggressive - and an all-terrain tire shouldn't be, because its city-focused appearance is a big part of its appeal - but how does the SilentTrac handle when driving?
It's impossible to get a complete picture of any product, let alone something as complex as a tire, in just 30 minutes of direct user interaction. But damn it, we still had a crack. nine0003
Prados, some with SilentTrac, some with Bridgestone Duelers, between rides for comparison. (Image credit: Markus Kraft)
Goodyear officials are very pleased with their SilentTrac tires to say the least, so in an attempt to showcase the positive performance of their new tyres, the racing event included side-by-side comparisons of Prado tires and competitors, as well as a short, twisty drive with time synchronization on skids in HiLux body with double cab at the rear. All SilentTrac tires were 265/65R17. nine0003
Our first event was to drive the Prado with Bridgestone Duelers tires for a few hundred meters of the race track and then drive the Prado with SilentTrac tires on the same stretch to highlight the superiority of Goodyear tires.
Both sets of tires were set to 32 psi (psi). Sharp steering and braking were part of the mix.
The performance differences between the two brands were hard to notice on such a short route in such a short amount of time, but at any rate the Goodyear tires showed marginal advantages over the competition in terms of cornering grip and control. It seems to be quiet too. nine0003
We then drove an unloaded HiLux on SilentTracs on a short, easy wet loop.
Again, hard to tell with little time on it and nothing to compare it to, but there was definitely some rubber control in tight corners in the wet and hard braking.
SilentTracs 15" bushing boots are ready to go. (Image credit: Markus Kraft)
The off-road components of our drive day were divided into "soft" trail and "extreme" trail, and gave a little more information about the tire's positive qualities when driving on terrain that is rougher than just bitumen. nine0003
We completed both courses in a Jeep Wrangler wearing SilentTrac 31X10.
50R15 LT tires (light truck construction) at 24 psi.
The first track involved short range 4WD driving over a variety of terrain including a short stretch of rock, some easy climbs and descents, shallow water crossings, and small ruts and bumps. Wrangler vehicles are on the right side of ability, and Wranglers tires seemed to complement that skill level effectively. nine0003
Driving one of the 4WD test cycles. (Image credit: Markus Kraft)
The second off-road loop was more challenging for drivers and vehicles with more severe obstacle options we had driven earlier in the day and, again, the rubber proved to be effective in helping to keep traction at the right time.
Goodyear officials say the SilentTrac is capable of withstanding "rough off-road use, cut and tear resistant", but I can't comment authoritatively on these claims because our rides were short. nine0003
Climbing uphill during one of the 4WD test laps. (Image credit: Markus Kraft)
As previously mentioned, it's impossible to get any really valuable insight into a tire after such a short exposure, and I'd like to spend a lot more time driving the AT SilentTrac before making an informed decision about them.
but you have to give credit to the Goodyear mafia: they are enthusiastic about their new tires and not afraid to show it.
Our 4WD course included sand, gravel paths, corrugations, steep rocky hills, rutted descents, and lazy pub crawling – just a joke.
It was basically low speed 4WD, so we lowered all three tires to 4 psi for better off-road ride and handling, as well as better traction. We planned to reduce this pressure if necessary. nine0003
Jimny has a ladder chassis, solid axles, coil springs and is mounted on a Bridgestone Dueler H/T.
This Rubicon has a ladder frame chassis, drive axles, coil springs and BF Goodrich Mud Terrain light truck tires.
The Raptor has a ladder chassis, double wishbone front suspension, a solid axle and coil springs at the rear, plus, as mentioned, Fox Racing 2.5-inch dual-chamber shocks and BF Goodrich All Terrain tires.
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First we took a section of river sand. If you will be riding quad bikes in Australia, chances are you will spend a good deal of your time on the sand - either on the beach, in the bush or in the desert.
The Jimny has a part-time all-wheel drive system, and the AllGrip Pro suite of driver assistance technologies includes hill descent control, hill hold assist and more. Staying true to tradition, the Jimny still has a short knob - in front of the shifter - for 4WD, 2WD High Range and 4WD Low Range operation. nine0003
This is a light and compact off-road vehicle and its 1.5-litre engine tends to drive the small device through the sand pretty well.
The Jimny has a ground clearance of 210mm, so lumpier sand is not a problem, but the problem is that when the Jimny is driven in long range 4WD mode (good condition for driving in sand), the Electronic Stability Control kicks in at 4 km/h, robbing you of all your momentum, which isn't ideal when you're riding on sand.
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In addition, it is so tall and narrow for its size that it is more vulnerable than most 4x4 vehicles to sudden changes in direction, forced or intentional, as well as gusts of wind on open slopes, any sudden change in onboard loads, and even sudden changes . in a gradient.
TheRubicon has a dual-range transfer case (with a short shifter to switch between high gear 4WD and low gear 4WD) and off-road useful driver assistance technology, including a reliable hill descent control system, off-road pages (with display specific information about off-road, including slope) and tire pressure monitoring system. nine0003
It has a ground clearance of 252mm (specified), ample steady torque, a nice, wide balanced stance and those grippy mud (tyres) so riding at a constant pace on sand almost floating on its surface is easily achieved.
The Raptor has a dual-range transfer case and a six-mode switchable terrain control system, and it looks like it's made for fast sand riding where it feels right at home.
Raptor is taller, wider (1860mm), longer (5426mm) and taller (1848mm) than the other two by a decent margin, and bigger in every way than the Ranger. nine0003
Its wheel track is 150 mm wider than its stable counterpart and it always sits firmly and firmly on any surface. Ground clearance is 283 mm.
TheRaptor was the quickest of the bunch for sand riding - with the added bonus of being able to switch it to Baja mode via a five-button steering wheel switch that adjusts throttle response, transmission and suspension to better suit road conditions. terrain. Lots of fun. nine0003
During a standard water crossing, none of our competitors risked not being on time. It had rained the night before, and indeed it was still pouring for most of our test day, but the water level wasn't above the windshield or anything like that.
The Jimny has a fording depth of 300 mm, and despite the fact that the little Zook swayed quite a lot and swayed over the submerged stones in the stream bed, the impossibility of moving forward was excluded.
However, there was so much bouncing and bumping around - and water splashing against the sides of the Jimny - that at times I really felt like I was fishing in a tin... in heavy seas... during a storm. nine0003
Rubicon has a standard fording depth of 762 mm. It has slightly more ground clearance and almost 40 cm more fording depth than the Jimny, so underwater obstacles such as rocks and fallen tree branches are easier to navigate than the Jimny. However, we scratched the Rubicon's belly a few times on larger rocks.
TheRaptor has a standard 850mm wading depth and its taller stance protects it from rocks and any water ingress, and because it's longer, wider and heavier than the Jimny and Rubicon, it's less likely to wobble during low speeds. -4WDing speed like this. nine0003
We then took on a steep rocky hill with slippery clay patches and deep wheel ruts, which the rain made even deeper and stronger. 4WD coaches and clubs use the hill as a crucial scenario, so this is the best track to test these 3 4x4s.
Jimny's part-time 4WD system generally does the job, but it doesn't have a differential lock. When you get the Jimny into a deep rut or any other loss of traction situation, you have to rev quite aggressively and spin the wheels for the traction control to kick in. hard work on such terrain, but it's still a lot of fun. nine0003
Its off-road angles are 37 degrees (entry), 49 degrees (exit), and 28 degrees (departure) - but one look at the Jimny is enough to tell you it's built for all-wheel drive.
Differential lock, non-genuine suspension and off-road tires will greatly improve the Jimny's off-road performance.
The Rubicon excels in this kind of terrain. Its deep low end gearing is second to none, always sending the maximum possible torque to the tires. nine0003
It has approach, exit and exit angles of 41, 31 and 21 degrees, and its long wheelbase eats up that approach angle, so this Jeep must be handled with care on steep sections of rocky steps as well as deep wheel ruts with sharp corners.
Should its Selec-Trac 4x4 system ever fail (which is unlikely), the Rubicon has front and rear diff locks, and an anti-roll bar disengagement, which comes in handy when you want even more wheel travel. so you can point your tires into the dirt and get hooked on the ground instead of spinning in the air. nine0003
Otherwise, the Rubicon is almost unstoppable.
TheRaptor is designed to be a straight-from-the-showroom, high-speed off-road racer, but it also handles low-speed work well.
Powerful downshifting, a rather tricky automatic transmission, those very grippy tires, good ground clearance and plenty of wheel travel mean the Raptor can tackle the toughest of deep rutted climbs and descents non-stop.
Its extra wide track and super soft suspension help it stay stable and stable even on the toughest terrain.
While its off-road performance of 32.5 degrees (approach), 24 degrees (exit), 24 degrees (acceleration) isn't the best due to its size, the Raptor still feels very nimble when needed.
