The new Jeep Renegade might just be the cutest of cute utes ever, its upright boxy stance and rounded elements almost making
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| Photo: Karen Tuggay, Canadian Auto Press |
it look pudgy, but in an adorable way. Where it’s Fiat 500X counterpart is ovoid all around yet still appears sporty, the Jeep pulls off a compact ruggedness thanks to that squared off upright design and plenty of thick black trim and body-cladding, not to mention four of the toughest looking Y-style five-spoke machine-finished alloys in the segment. Two of its most unique elements are the “X” marks the spot Phillips crosshead screwdriver taillights, but really the whole design is ultra-brave with loads of interesting details.
Inside, Jeep takes premium-level luxury to a whole new level for this subcompact SUV class. For instance, the dash top is padded all the way down to the lower midpoint of the instrument panel, which means that it wraps all the way around the primary gauge package as well as switches below that, while also circling right around
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| Photo: Karen Tuggay, Canadian Auto Press |
the infotainment system. Even the big thick grab-handle ahead of the front passenger is made from a nice grippy rubberized material, and feels ultra-sturdy. Jeep doesn’t go so far as to soften the door uppers like the aforementioned 500X and some others in the segment, but the door inserts are padded and covered with a nice woven fabric, while they form into the armrests in one fluid piece per side. All of the harder plastics seem tough enough to stand the test of time, while cool detailing like the iconic Jeep grille gets stamped all over including the speaker grilles, plus the brand’s “SINCE 1941” longevity reminder is embossed above the infotainment system.
My North-trimmed model’s leather-wrapped steering wheel felt substantive, a nice benefit
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| Photo: Karen Tuggay, Canadian Auto Press |
in a subcompact model, while its multifunction switchgear looked and felt every bit as good as more upscale Jeep products. Ditto for the stocks attached to that steering column, as well as other switchgear around the cabin, which in the case of the optional three-dial HVAC system might be nicer than some of the more expensive Jeeps just mentioned. All of the brand’s SUVs get rubber-wrapped radio and HVAC grips for easy modulation while using winter gloves, and they’re large for this purpose too, while within the centres of the Renegade’s dual-zone automatic HVAC knobs are digital readouts for the outside dials plus additional switchgear for air conditioning, recirculation, auto on/off, and syncing the dual temperature settings together, whereas the centre dial is for turning the HVAC system on or off, default and ventilation direction. All in all this HVAC upgrade helps
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| Photo: Karen Tuggay, Canadian Auto Press |
to give the Renegade a premium feel while delivering constant, comfortable temperature control.
The infotainment system just above certainly doesn’t qualify for the big screen category, but it’s clear with a nice high-definition display, full-colour with excellent graphics, and packed full of features including satellite radio, media connectivity via USB and streaming audio, plus a compass that’s kind of cool albeit not quite as useful as a navigation system, whereas its very useful reverse camera was optional. Additionally, a “+ More” button lets you adjust the clock and other settings while displaying the exterior temperature, while there’s also a phone button for connecting your personal device. Two knobs sit underneath, the left for turning the system on and off plus audio volume, the audio system itself superb with nice deep bass tones and crisp bright highs, whereas the dial on the right allows control of all the infotainment systems just noted. At the base of the centre stack
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| Photo: Karen Tuggay, Canadian Auto Press |
there’s a four-wheel drive selector with a four-wheel lock button on top, plus various selectable modes including auto, snow, sand and mud. To the right is an aux input, USB plug, and 12-volt power outlet.
I found the Renegade’s driver’s seat extremely comfortable and quite supportive, especially in the lower back area. Additionally, the seat heaters warm up pretty well when their two-way controls are set to high, while the optional heatable steering wheel warms all the way around the rim, not just near the spokes like some brand’s offer.
As for fitting inside, most occupants won’t run out of headroom, although I could see
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| Photo: Karen Tuggay, Canadian Auto Press |
really large folks finding shoulder space a bit cramped. It was a perfect fit for my five-foot-eight medium-build frame, mind you. Ditto for the rear seats, although they forced me to sit on top of rather than in them, making for less comfort than those up front. The centre section folds down for an armrest, complete with twin cupholders, while the rest of the 40/20/40-split setbacks tumble down easily when the need for a large load comes into play, and while they don’t click into place when flattened like some, they feel like they’re made very well.
I took opportunity to load the little ute up with a bunch of storage locker gear that I was clearing out, my partner and I finally deciding we’ve had enough of paying the high price demanded for such a small six-by-six unheated space and therefore hauling it all home to house in a bedroom that’s not currently being used. The Renegade’s liftgate rises up out of the way nicely while providing reasonable shelter
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| Photo: Karen Tuggay, Canadian Auto Press |
from the wet weather we were experiencing during our test week, while access to the cargo area is very good. As mentioned the tiny SUV might be small but it’s tall, resulting in ample space for some of our larger boxes. In total it can load up to 524 litres (18.5 cubic feet) behind its rear seats and 1,438 litres (50.8 cubic feet) when they’re folded flat, which was quite a bit more than I expected when initially eyeing it up from the outside. Also, that 40/20/40 configuration, which is optional by the way, standard trim getting the usual 60/40 configuration, allows for two outboard passengers with skis down the middle.
Speaking of hauling, when equipped with its optional 2.4-litre Tigershark MultiAir four-cylinder engine it takes no time to get off the line and up to speed. That’s how Jeep outfitted my tester, complete with a sophisticated nine-speed automatic that
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| Photo: Karen Tuggay, Canadian Auto Press |
whipped through its gears with quick yet smooth precision, an impressive combination for this normally more rudimentary subcompact class. That transmission is standard with the 2.4, whereas the base 1.4-litre turbocharged four can only be had with a six-speed manual. The smaller engine makes 160 horsepower and 184 lb-ft of torque, which is pretty impressive, while the larger unit puts out 20 additional ponies at 180 horsepower yet 9 fewer foot pounds of torque at 175 lb-ft, but it still delivers snappy straight-line performance just the same, while the gearbox’s shift lever-sourced manual-mode adds an element of hands-on engagement to the overall experience. It’s a fun SUV to drive, delivering more human-machine interactivity than many in this class, although to be clear it’s targeting the mass market of compact SUV buyers in that it’s able-handling yet still comfortable to ride in, a nice all-rounder that most everyone should like.
No
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| Photo: Karen Tuggay, Canadian Auto Press |
wonder it sells so well, at least in the U.S. That’s where its 44,626 year-to-date sales as of October put it second behind the best-selling Buick Encore; yes strange but true. Not that the Jeep doesn’t deserve second or that Buick’s little subcompact isn’t worthy of first, but it’s odd that the American market is so very different from ours. Here the Renegade is unfairly second to last in sales, its 500X platform partner bringing up the rear, while Honda’s new HR-V has risen to first place due to wholly practical Canadian aspirations. The Buick sits about mid-pack. There are now nine subcompact SUVs vying for your attention, mind you, this Renegade the sole model to arrive for the 2015 model year and three more for 2016, the other two being the Fiat and Mazda CX-3.
The
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| Photo: Karen Tuggay, Canadian Auto Press |
Jeep is alone in offering real off-road capability, however, with the Trailhawk version including full-time 4WD for best-in-class 4×4 capability, plus segment-leading ground clearance and approach/departure angles, although I can’t see any subcompact competitors keeping up with the base Sport, this North edition or the top-line Limited model when off-road either, at least when they’re optioned out with my tester’s Active Drive 4×4 system and Selec-Terrain traction management. This is a fully automatic power takeoff system that will disconnect the rear axle when not required in order to improve fuel efficiency, and instantly re-engage rear-wheel traction when needed. It’s the spiritual successor to the wee little WWII-era Willys, at least dimensionally. No doubt the Willys could walk away from this little pretender in an all-out 4×4 duel, but I’d still like to test the Renegade’s mettle on some narrow tree-lined trails. I doubt it could keep up with a Wrangler (the original
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| Photo: Karen Tuggay, Canadian Auto Press |
model to use the Renegade name as a trim level, incidentally) on the Rubicon Trail’s Cadillac Hill, or even make it up Cadillac Hill at all (although the Trailhawk is “Trail Rated”), but it nevertheless allows lighter duty capability off the beaten path with the advantage of the aforementioned off-road attributes and 4WD Lock, plus those snow, sand and mud modes mentioned earlier, and that should be good enough for most weekend adventurers.
You won’t be able to use a handbrake while negotiating rougher terrain, however, the Renegade’s much more refined electromechanical parking brake a nice touch for city slickers. Additional standard kit for the $19,995 Sport includes 16-inch styled steel wheels on 215/65R16 all-seasons, halogen headlamps, daytime running lights,
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| Photo: Karen Tuggay, Canadian Auto Press |
incandescent taillights, a body-colour roof, a capless fuel filler, a 4.438 final drive ratio, an engine block heater, remote entry, speed-sensitive powered locks, power windows with one-touch up/down all-round, tilt and telescopic steering, steering wheel-mounted audio controls, a 3.5-inch customizable multi-information display, a Uconnect 3.0 multimedia system with four-speaker audio, a USB port and aux jack, fabric upholstery, a six-way adjustable driver’s seat and four-way front passenger seat, a front centre sliding armrest, two 12-volt power outlets, a 60/40 split-folding rear seat, a height-adjustable and reversible cargo floor, cargo tie down hooks, and more. If you add four-wheel drive you’ll also get air conditioning, powered heatable side mirrors, and cruise control.
Standard Renegade safety kit includes four-wheel disc brakes with ABS, advanced brake assist, electronic stability control with hill start assist and all-speed traction control,
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| Photo: Karen Tuggay, Canadian Auto Press |
electronic roll mitigation, trailer sway control, tire pressure monitoring, a tire service kit, and seven standard airbags including a driver’s knee blocker.
The $25,995 North edition I tested is second in the Renegade hierarchy and added all of the features already mentioned while upgrading the little SUV with 16-inch alloys when opting for the base engine and 17-inch rims and rubber with the as-tested 2.4-litre mill, plus auto on/off headlamps, fog lights, body-colour door handles and mirror caps, black roof rails, deep-tint privacy glass, ambient LED interior lighting, illuminated vanity mirrors, a leather-wrapped steering wheel, Uconnect 5.0 infotainment with hands-free phone connectivity and six-speaker audio with satellite radio and a USB port, plus more, while air conditioning, powered
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| Photo: Karen Tuggay, Canadian Auto Press |
heatable side mirrors, and cruise control come standard whether you opt for 4WD or not.
I’m not going to detail out every available feature in $31,145 Trailhawk or $32,295 Limited trims for this review, but suffice to say you’ll be well cared for with the upgraded 4WD system of the former, along with unique 17-inch alloys on all-terrain tires, a 4.334 final drive ratio, skid plates for the fuel tank, transfer case and front suspension, hill decent control, unique front and rear fascias, accent-colour roof rails, turn signals mounted to the side mirror caps, a seven-inch full-colour customizable multi-information display, premium cloth upholstery, and a 115-volt household-style power outlet, while the Limited model gets the auto-4WD system standard along with a 3.734 final drive ratio, 18-inch alloys, chromed mirror caps and roof rails, a windshield wiper de-icer, remote start, proximity access with pushbutton ignition, an auto-dimming rearview mirror,
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| Photo: Karen Tuggay, Canadian Auto Press |
dual-zone auto HVAC, a back-up camera, a heatable steering wheel, leather-wrapped shift knob, leather upholstery, heatable front seats, an eight-way powered driver’s seat, the 40/20/40 split rear seatbacks, and even a removable rechargeable flashlight.
You may have noticed that some standard items from the Trailhawk and Limited were on my North-trimmed tester, which I have to say was very observant of you. For instance, the little black dots on the exterior door handles are giveaways that my tester featured proximity-sensing access, this part of the North’s $1,095 Popular Equipment Group that also includes the start/stop button, remote start, two-zone auto HVAC, upgraded nine-speaker stereo, powered front seats, 40/20/40 seatbacks, and more. Additionally you can get the passive access with pushbutton start, remote start, and heatable seats along with a heatable steering wheel
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| Photo: Karen Tuggay, Canadian Auto Press |
and windshield de-icer with the $795 Cold Weather Group, while combining the two like my tester did lops $100 off the two-package total.
If you want to trade that cool aforementioned digital compass in for real navigation you’ll need to upgrade to the $1,100 Premium Navigation Group that also increases the infotainment system’s display size to a 6.5-inch touchscreen while also adding a remote USB, whereas two more available packages start with the $795 Safety and Security Group that includes blindspot monitoring and rear cross-path detection plus a security alarm, and finish off with the 4×4-only $350 Trailer Tow Group consisting of a Class III hitch receiver and a four-pin wiring harness.
Want
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| Photo: Karen Tuggay, Canadian Auto Press |
more? Opt for my tester’s rugged looking 18-inch alloys on 225/55R18s for just $495 or pay the same for my Renegade’s aforementioned rearview camera, while you can also add a white or black painted roof for $295 (depending on exterior colour), or even better you can perforate that roof with My Sky fixed yet removable roof panels for $1,195, or powered/removable panels for $1,595. These features along with more are available with the two higher trims, but as it was my North trimmed tester, together with $1,495 for its larger engine and nine-speed auto plus $1,500 for 4WD and no charge for Colorado Red paint (there’s no extra cost for metallic paints too) came to a grand total of $31,725 before freight and dealer fees. That’s a pretty reasonable price for such a well-equipped premium-level SUV with off-road capability.
Hopefully
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| Photo: Karen Tuggay, Canadian Auto Press |
more Canadians will figure out what our friends to the south already know and buy this great little utility at a more rapid rate. Some vehicles take a little longer to gain traction, and despite its supreme hold of the road and grip out on the trail this might just be the case with the Renegade. I rate it significantly higher than some of its competitors that sell in greater numbers, so it’s probably just a matter of time, plus continued advertising and eventually word of mouth to spread its good name across Canada. It’s certainly well worth your attention.
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