The compact SUV/crossover segment is one that only recently became a fixture in the U.S. automotive market. In a way, it’s a label that existed to define oddball hatchbacks that were a bit too big to be considered cars, but a bit too small to be considered SUVs. They combine the seating position and field of view of a crossover with the footprint of a subcompact–a combination that makes them ideal for those seeking practicality and fuel efficiency without compromising too much on safety.
How does one reconcile the concept of a practical, fuel efficient vehicle with the Jeep image? As it turns out, even the engineers were stumped at first. In our pre-drive presentation, Jeep’s reps admitted that it took some time to visualize the end product when offered those parameters. The eventual result was the 2015 Jeep Renegade.
Multinational origins
While the Renegade was designed and engineered in Auburn Hills, Michigan, final assembly takes place in Melfi, Italy and it shares some DNA with the upcoming Fiat 500X. While manufacturer reps insist that the Renegade is 100% Jeep, there are direct links to other compact/subcompact vehicles in the FCA portfolio.
By the numbers
The Renegade is small. At 166.6″ long and 74″ wide, its footprint is no bigger than that of a typical subcompact sedan. Front and rear overhangs were minimized to improve approach and departure angles (the degree to which the car can pitch in to or out of a ditch while off-roading). This pushed-to-the-corners design makes the most of the 101-inch wheelbase. Front and rear legroom are excellent, and the cabin is airy and spacious. Cargo volume is surprisingly good too. There’s just as much hatch space as you’d find in a Honda Fit or Ford Fiesta, and the seats fold down to accommodate large objects.
Jeep’s powertrain options seem impressive on paper. Buyers have their choice of two engines, two transmissions and two drive setups — front- or all-wheel-drive. But the actual configurations are a bit more restrictive than they appear at first blush. If you want the 1.4L, turbocharged MultiAir engine, you’re stuck with the six-speed manual. The 2.4L TigerShark is only available with the nine-speed automatic.
The 1.4L MultiAir engine makes 160hp at 5,500 RPM and 184lb-ft of torque from 2,500 RPM to 4,000 RPM. The 2.4L TigerShark makes 180hp at 6,400 RPM and 175lb-ft of torque at 3,900 RPM. EPA fuel economy figures are not yet available, but Jeep claims both powertrains are good for 30+ mpg on the highway.
All-wheel-drive is an option with either combination, which means that the Renegade is among a select few small cars still available with a six-speed manual transmission and all-wheel drive. The Renegade’s small footprint also keeps weight in check. The Limited model in 4×2 weighs only 3,044lbs with the manual transmission. 4×4 models check in at 3,183lbs in the same configuration. It’s not until you make the jump to the 4×4 Trailhawk model that the curb weight becomes a factor, with the fully-loaded off-roader tipping the scales at 3,573lbs.
On the road
Jeep planned a day of trail testing the Renegade Trailhawk at Hollister Hills SVRA outside San Jose, California, but first we had to get there. For that, we hopped into a Jeep Renegade Sport with 4×4 and the standard six-speed for a two-hour trip over highways, surface streets and California back roads.
First impressions of the Renegade’s interior are excellent. The Sport is the base model, but it doesn’t feel like a penalty box. All models come standard with an electronic parking brake, power windows and locks, soft-touch trim panels and contrast-tone interior colors. You’ll also find basic power and connectivity in the form of 12v power and a USB charging port. Small Jeep touches and Easter Eggs can be found throughout the cabin, capped off with “Since 1941″ stamped into the radio trim bezel. For a car that starts below $20,000, the Sport model impresses.
Once underway, the Renegade further grew on us. The 1.4L MultiAir is happiest above 3,000 RPM, and can easily be caught flat-footed when climbing hills in higher gears. Sport, Limited and Latitude models offer a few soft-roading modes for owners who may take their street car on poorly maintained roads, but these are not for serious trail duty. With the 4×4 in “Auto,” the turbocharger spooled, and our aggression turned up, the Renegade can hustle.
On the back roads, the Renegade shined. The same wheels-at-the-corners stance that makes the Trailhawk a reasonable off-road proposition also bolsters the little Jeep’s road manners. It’s incredibly easy to place the Renegade in the lane, and the steering and brakes are remarkably compliant and communicative. As long as we stayed in the right gear we could throw the Renegade around complex corners and nasty switchbacks with the grace of most sporty compact cars. It’s not quite a Ford Focus or a Mazda3, but it’s close–way closer than it has any right to be. The ride is on the firm side, and the sporty damping combined with a short wheelbase can lead to a somewhat rough ride over particularly poor surfaces, but it’s not off-putting.
In the dirt
We arrived at Hollister Hills SVRA impressed with the Sport’s on-road performance, but plenty of small SUVs are competent on the street. In order for the Renegade to meet expectations, it has to excel off-road too. Jeep had us park our road-going testers at the rally point and handed us the keys to some Trailhawk models. This is no simple badge job. The Trailhawk comes standard with 4×4, a lockable center differential, an additional off-road drive mode, and Jeep’s Active Drive Low, which incorporates a 20:1 crawl ratio and hill descent control. The Trailhawk’s suspension allows 8.1″ of wheel articulation and it comes standard with 17″ wheels shod with on/off-road tires (Goodyear Wrangler SRAs or Falken Wildpeaks).
It’s also lifted slightly, boasting 8.7-inches of ground clearance, and sports revised front and rear fascias to maximize approach and departure angles (The Trailhawk’s approach angle is 30.5° vs. 21° on other 4×4 models and 17.9° on 4x2s. Departure angle is similarly improved at 34.3°, vs. 32.1° on other 4x4s and 29.7° on 4x2s.). It will ford 19-inches of water and, perhaps most surprisingly, can tow 2,000lbs with an available package.
These numbers may not impress a Wrangler shopper, but a compact SUV with a standard low-range setup is a very unusual beast, especially here in the United States where roads are well-maintained and the market for small off-roaders is generally limited to recreational vehicles (think ATVs and dirt bikes).
So, it looks good on paper, but how does it work? Very well, as it turns out. Jeep had two loops set up for evaluation of the Trailhawk. A short loop, similar to the introductory course one may find at a Jeep Jamboree or Camp Jeep facility, allowed the Renegade to show off its ground clearance, articulation and water crossing ability. The obstacles were artificial, designed to mimic challenges that may be encountered on open trails. It was possible to hang the Renegade on some of the trickier bits if an improper line was taken or guidance was ignored, but the little truck was capable of handling all of it with just a touch of off-roading acumen on behalf of the driver.
A longer run, set up on Hollister Hills’ public trails, took us up and over the neighboring mountain and offered us the chance to test not only the Trailhawk’s low-range, but its hill descent control as well. Several tall humps in the trail found the Trailhawk’s standard skidplates, and one crest in particular proved challenging for drivers who didn’t approach with adequate momentum. A Wrangler Unlimited acted as a lead car, guiding along the proper trails and hanging with the pack just in case one of the drivers encountered an obstacle that couldn’t be tackled alone.
At the end of the run, we encountered a several-hundred-foot, 38° downgrade. With the Trailhawk’s Active Drive Low engaged and hill descent control enabled, all we had to do was keep it pointed straight and let the computer do the rest. All told, the Trailhawk performed admirably.
Leftlane’s bottom line
The Jeep Renegade is an excellent compact SUV. Jeep targeted the Nissan Juke, Buick Encore and Kia Soul as primary competition. The Renegade is quieter and sportier than the Soul (no mean feat), more comfortable and drivable than the Juke, and more aggressive and capable than the Encore. With the growth expected in this segment, it’s a bit premature to say the Renegade is the presumptive leader, but it’s more than simply competitive.
2015 Jeep Renegade Sport, priced from $17,995. Destination, $995.
2015 Jeep Renegade Trailhawk, priced from $25,955. Destination, $995.
Photos by Byron Hurd.
Leave a Reply