- A city car based on an e-2008! Doesn’t sound true Jeep.
- Enough faux off-roading. What’s it like on road?
- Does the Avenger handle like a superhero?
- What’s the efficiency and range?
- What’s it like inside?
► Baby Jeep SUV driven► Electric power only in UK
► Off-road capable, costs £34k
This is the Jeep Avenger, an all-electric baby SUV designed, engineered and manufactured in Europe, for Europe.
The Avenger is based on the electric parts kit that underpins several Stellantis group e-SUVs – think Vauxhall Mokka Electric, Peugeot e-2008 and, most closely related, the revised DS 3. But Jeep says it’s substantially re-engineered to deliver as much of the brand’s trademark capability as can be mustered in a front-wheel drive city car.
The Avenger is coming to the UK in March 2023, priced from around £34,000 at launch. Read on to see how it performs.
A city car based on an e-2008! Doesn’t sound true Jeep.
It may be based on a Stellantis platform, but the Jeep engineers have made their mark on it.
Significantly, the front and rear crash structures have been reduced to give it the short overhangs needed to make molehills out of mountainous speed bumps. The uprated suspension gives 200mm of ground clearance (30mm more than an e-2008’s), and it packs mud, snow and sand modes to manage power delivery on tricky terrain. Not that we drove on any slippery stuff.
But Jeep demonstrated its off-road credentials clambering over some offset ramps, first breezing up a 17˚ slope, hauling itself along on one wheel with its airborne partner spinning helplessly before being braked, until all wheels bumped down to terra firma exploiting the 32˚ obstacle departure angle. Its ‘off-road’ capability is not far off a Range Rover Evoque’s.
Enough faux off-roading. What’s it like on road?
We put the Avenger in gear by tapping the D button on the centre console, and first impressions are of a car oozing sophistication. The cockpit is borderline silent (up to dual carriageway speeds), the quiet suspension – struts up front, torsion beam rear – ruffled by only the most malicious craters. Launch the Avenger at the aforementioned speed bumps and it surfs them with aplomb, the well-controlled body settling quickly.
We start in Normal mode, which yields 80kW (107bhp) and 162lb ft. Given that’s delivered instantly, the Avenger feels plenty quick enough for the cut and thrust of town traffic. And if you kick down, Sport mode’s 115kW max power (154bhp) comes on stream. There’s also an Eco mode which chops off more power and seemingly the accelerator.
Does the Avenger handle like a superhero?
On the mountainous roads of France’s Alpes-Maritimes, the steering feels nicely meaty off the dead-ahead, but light and languid at urban cornering speeds: I preferred the heft and consistency of the Sport setting, but unfortunately you can’t mix this with the Normal powertrain. Parking manoeuvres are a breeze thank to rapid lock-to-lock ability.
Corners are despatched by plenty of front-end grip, even ones with nasty mid-corner bumps, and when craggy straights jostle the Avenger left and right there’s very little head toss: this little Jeep can take a pummelling like AJ.
The Avenger has both normal and enhanced regenerative braking modes, the latter engaged by hammering the unresponsive D button. Retardation is quite mild, which won’t satisfy drivers who like lifting off the accelerator to trigger sharp braking (fans of one-pedal driving).
What’s the efficiency and range?
The Avenger achieved a decent 3.78 miles per kWh during a 45-mile trip snaking up the mountain then coasting down. The WLTP-tested range is 248 miles, so drivers should get 200 miles out of the 51kWh usable battery.
That’s because Jeep says it’s the most efficient iteration of the eCMP architecture, here in its second generation with revised, liquid cooled cells, a new e-motor and standard heat pump.
Throw in a design that looks pure, boilwashed Jeep but is cleverly aerodynamic – the trad bonnet bulge sticks air to the windscreen, wheelarch channels smooth turbulence – and there’s a 12 per cent efficiency improvement compared with a DS 3 on the same fundamentals.
More fantastic function comes from the plastic body protection, which offers a 360˚ lip around vulnerable painted bodywork, meaning car park skirmishes should result in scuffed plastic patina rather than costly repair bills.
What’s it like inside?
The interior’s classy, with the test car’s dashboard dominated by a horizontal beam finished in harmony with the ‘Sun’ yellow painted exterior. Beneath it lies a shelf similar to the latest Land Rover Defender’s, here with a rubberised finish to stop things sliding around.
Features like this deliver best-in-class storage, claims Jeep: there’s a centre console with a fold-up, magnetic cover reminiscent of an Apple iPad keyboard, and the drinks area has slide-in dividers to make it modular. Mostly, the cabin materials look nice and feel nice.
Base UK Avengers get a 10” touchscreen and 7” digital driver’s display, keyless entry, Selec-Terrain and Hill Descent Control, and 16in alloys, for circa £34,000. High-spec cars (£36k) have 17in rims, adaptive cruise control, a bigger digital instrument panel and powered tailgate.
Rear seat space is tight but that’s acceptable in a 4.08m-long car, one shorter than a VW Polo. The boot stows 355 litres, the max charging rate is 100kW which will juice the Jeep from 20 to 80 per cent in 24mins.
Verdict
Mainstream Jeeps for Europe – the small Renegade and midsize Compass – have been mediocre. But their little bro’, the capable, electric Avenger, is undoubtedly a stepchange: it’s refined to drive, pleasant to sit inside and the brilliantly executed design delivers all Jeep’s trademark appeal but in a bonsai package.
If you’re an environmentally conscious but slightly careless urban driver, this tough and likeable little SUV should be right up your street.
Keyword: Jeep Avenger (2022) review: Europe's e-SUV