Jeep Avenger 1.2 e-Hybrid Summit 5dr DCT

Ten Second Review

Jeep's Avenger arguably makes more sense in this combustion/electric e-Hybrid form. It could make more sense than the equivalent Renegade model too.

Background

For those in search of a compact Jeep model, the brand offers two very different self-charging Hybrid drivetrains. We weren't very convinced by the one in the Renegade, but the completely different powertrain in this only slightly smaller Avenger e-Hybrid makes more sense. It's the same 1.2-litre e-DCT6 auto set-up we're now seeing in a growing number of Stellantis Group models - Peugeot's rival 2008 Hybrid 136 is just one example. Jeep didn't originally intend to offer this petrol/electric unit in the UK (the Avenger was initially supposed to be EV-only for our market). But the stagnating EV segment made the brand think again and it now expects this e-Hybrid variant to account for a significant proportion of Avenger sales. Let's take a closer look.

Driving Experience

Unlike Hybrid versions of Peugeot's 2008 and Vauxhall's Grandland, this Avenger e-Hybrid gets the Stellantis Group's e-DCT6 Hybrid engine not in 136hp form but in lesser 100hp guise. That's quite a bit less than the 154hp you'd get from the Avenger EV. Still, 62mph from rest is dispatched in 10.9s, coupled with virtually instantaneous torque delivery from the electric motor. This configuration optimises the performance of the combustion engine, particularly during restarts, mitigating the 'turbo lag' effect and ensuring a quick response when the accelerator pedal is pressed. In pure electric mode at start-up, the combustion engine is only engaged when additional power is needed. The key to this powertrain's performance lies in the synergy between the 1.2-litre three cylinder combustion engine, the 48-volt lithium-ion battery and the innovative 6-speed dual-clutch electric gearbox. This gearbox houses a 28hp electric motor, an inverter and the central transmission unit, which work together to optimise compactness and efficiency. The additional electric power enhances low-end torque and ensures a quiet and responsive start for the driver, with seamless and rapid transitions. Pure electric power is also useful for the e-creeping function, allowing a series of short forward movements without accelerator input, beneficial in situations like traffic jams (Jeep calls this 'e-queueing'). The vehicle can also be parked in 100% electric mode (in Jeep-speak 'e-parking'). This technology enables energy recovery during deceleration and through regenerative braking, eliminating the need for plug-in charging.

Design and Build

Apart from the badge work, there are no obvious giveaways that this is a Hybrid-powered version of this Jeep. For some time now, there's been very little indeed that's American about mainstream Jeep models and the Avenger follows that trend. It's the first Jeep to be designed outside the US and won't be sold there, built in Poland and aimed almost entirely at the European market. Despite that, classic brand design cues are everywhere to convince you otherwise; the trapezoidal wheel arches and the shoulder line reference the Willys Jeep of 1941, the 'floating' C-pillar is from the Compass and Grand Cherokee and of course there's the company's usual classic 7-slot front grille (though it's actually closed off, cooling air directed instead beneath the front bumper). At only just over 4-metres in length (16cm shorter than a Renegade), this is the shortest Jeep ever, but there's plenty of pavement presence thanks to at least 200mm of ground clearance, short overhangs and large wheels of up to 18-inches in size. Inside the cabin, drivers have the choice of a 7-inch e-Hybrid cluster featuring MHEV information such as drive mode, engine status feedback and power metre readings. Or they can opt for the 10.25-inch e-Hybrid cluster. Additionally, the vehicle comes equipped with steering wheel gear paddles for the cutting-edge 6-speed DCT transmission. The lower side of the dash features a wide open storage shell which contributes generously to the 34-litre stowage space total in the cabin - over double the segment average. The centre tunnel can be moved to fit the sizes of various items - or even removed entirely to accommodate larger objects like a handbag. Rear seat legroom is on the tight side as usual in a small B-segment SUV. Out back, the 380-litre boot is reasonably large by class standards and has a low 720mm loading height, a one-metre rear hatch width and the option of hands-free powered tailgate.

Market and Model

There are three trim levels in the Avenger e-Hybrid range - 'Longitude', 'Altitude' and 'Summit'. Expect entry-level 'Longitude'-spec Avenger e-Hybrids to cost from around £26,000. You'll pay around £27,500 for 'Altitude;-spec and around £29,000 for the top 'Summit' model. For reference, the electric variant starts from around £35,000. There's a non-electrified petrol-powered Avenger model available from just over £24,000. Whatever your Avenger of choice, there are two connected services packs available; the 'Connect ONE pack', providing assistance and security in case of need; and the 'Connect PLUS pack', offering a wide range of connected services focused primarily on navigation. Owners can take full advantage of the 'over the air' map updates, stay informed about the weather, the danger zones on their route, plus the location of service stations (and fuel prices) and the parking spaces available in town. They can also stay focused by using voice recognition commands to ask questions or give instructions. Across the Avenger range, there's a choice of seven paint colours and available alloy wheels range in size between 16 and 18-inches. Around 100 accessories are available, including graphics for the roof and flanks. This should mean that it'll be easily possible to ensure that your Avenger looks like no other.

Cost of Ownership

This e-Hybrid manages up to 57.6mpg on the combined cycle and up to 111g/km of CO2 in base 'Longitude' form. Insurance groups range between 22 and 24. This Avenger e-Hybrid's petrol engine has been optimised for efficiency and operates in the Miller combustion cycle. This thermodynamic cycle is enabled by the variable geometry turbocharger, which enhances performance at low rpm, and variable valve timing. A belt-driven starter combines with the e-motor to start the petrol engine from cold. The belt-starter also restarts the engine quickly and seamlessly while driving. Away from powertrain technology, Jeep has also given some thought about how to reduce damage caused by low speed impacts, which make up around 70% of accident cases in Europe. With that in mind, the Avenger's headlamps are encased and positioned high up away from low speed impacts. And the skid plates are made of a polymer mould which doesn't show visible scratches. In exposed areas like the doors, cladding is set high to offer extra protection. Thanks to these additions, the brand estimates the customer could reduce potential accident damage costs by up to around £1,000. Like other Jeep models, this one comes with a dedicated Jeep Customer Care service where a team of expertly trained agents will be available 24/7 to answer any questions about your journey.

Summary

We can't help thinking that right here, right now, if you want to Jeep Avenger, this e-Hybrid version is one that might well suit you best. There are none of the range restrictions of the EV variant and for half the time in town, you'll still mostly be running on battery power. Of course the same kind of Hybrid confection is also available in other Stellantis Group models like Peugeot's 2008 and Vauxhall's Grandland. The Avenger though, provides it with a bit of extra go-anywhere pizzazz. It won't go anywhere of course, but it does a better job of visually persuading you that it might. And in this case, that might be all that matters.