Jeep Avenger review

From £26,495

As well as an EV, Jeep's baby ius available as a modest petrol manual, an electrified petrol auto and a 4WD hybrid off-roader

Having attracted more than 280,000 customers since its launch in 2023, the Avenger has been far and away Jeep’s biggest European hit. Right-sized for the continent and with rugged styling, decent driving dynamics and wide choice of powertrains, it’s not hard to understand why it has found so many willing buyers.

So in order to maintain interest in its big seller, Jeep has treated it to a mid-life update that keeps things fresh without diluting the winning formula. Subtly revised looks and an interior that has been sprinkled with some enhanced premium appeal are the most obvious changes, while under the skin there have been some tweaks aimed at improving reliability and, in the all-wheel drive 4xe’s case, adding some extra off-road capability. 

As before, the Avenger is available in four main trim levels (Longitude, Altitude, Summit and Skyview), plus there’s the option of a limited-run version that celebrates the firm’s 85th anniversary (it’s called, erm, the 85th Anniversary). Not all the prices for the facelifted model have yet been revealed, but expect it to start from somewhere around £26,000 –slightly more than the admittedly less trendy Peugeot 2008 with which it shares its underpinnings.

The entry-level powertrains is a revised turbocharged 1.2-litre three-cylinder petrol; the same engine can be paired with a mild hybrid assistance and six-speed dual-clutch automatic gearbox for an expected uplift in price of around £1,000. Finally, the fully electric Avenger, with its 249-mile range, starts at around £30,000 (before you take into account the Government’s plug-in grant), and that car is reviewed separately here.

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For buyers wanting to head off the beaten track there is also the Wrangler-imitating 4xe, which gets all-wheel drive by way of a second electric motor on the rear axle – along with a Scrappy-Doo character from its raised ride height, beefier bumpers, roof bars, tow hooks and underbody cladding. 

The 4xe model range features Upland and Overland trims, as well as that 85th Anniversary birthday special. Not all pricing has been announced, but expect to pay around £33,000 for the privilege of all-paw traction.

 

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DESIGN & STYLING

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Although the Avenger’s mid-life makeover isn’t exactly ‘blink-and-you’ll-miss-it’ subtle, the changes are only likely to be spotted by a dedicated Jeep fancier. Essentially there are reprofiled bumpers front and rear, plus a smattering of new wheel designs. Oh, and 85th Anniversary and range-topping Summit and Overland editions now get a natty illuminated version of the trademark seven-bar grille.

Speaking of the 85th Anniversary, this celebratory special is identified by its glitzy gold trim inserts and bespoke badging on the outside, plus a tartan interior trim that is supposed to be a nod to the picnic-blanket classic. Obvs.

Functional upgrades run to the option of LED matrix headlights and a repositioning of the ADAS radar and parking camera to the grille, to give it better protection from low-speed collisions and when off-roading.

The 4xe gains similar changes, plus the usual stickers, cladding and roof bars that give it away as the most outdoorsy of the Avengers, along with a 10mm suspension lift, a multi-link rear suspension set-up for improved articulation (and the addition of a driven rear axle) and the option of some chunkier mud-and-snow tyres - or you can upgrade to even beefier all-terrain rubber.

As before, Jeep is sticking to its "freedom of choice" schtick with the Avenger's fourfold powertrain offering: manual petrol, automatic mild hybrid, 4WD full hybrid and fully electric.

On paper they look largely the same as before, but the turbocharged 1.2-litre triple that underpins all of them has undergone some changes. For starters, the troublesome ‘wet belt’ design (also shared with other Stellantis Pure Tech-engined machines) has been ditched in favour of a more robust timing chain. There is also a new block, pistons, rings and variable geometry turbo, plus it features revised injectors and runs the efficient Miller combustion cycle. 

In entry-level guise with a six-speed manual the new engine develops 100bhp and 151lb ft from just 1750rpm. The e-Hybrid also gets the new engine, but the 48V hybrid system is carried over largely unchanged. That means a 0.9kWh battery under the passenger's seat and a 28bhp electric motor in the six-speed dual-clutch automatic gearbox. In all, its peak output stands at 108bhp, and it can run for around a kilometre in all-electric mode. 

The 4xe uses a hybrid powertrain that combines that 1.2-litre Puretech engine with a pair of 28bhp electric motors (one at the rear axle, one in the gearbox) for a total output of 143bhp and the capability to split torque output 50/50 across both axles.

Both of the 4xe's axles are driven at speeds of less than 18mph, but beyond that the rear motor can be disconnected to maximise efficiency. However, it does feature a 22.7:1 reduction gear, which multiplies its torque output from 65lb ft to 1400lb ft at the wheels, allowing it to tackle 40% gradients

 

INTERIOR

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As with the exterior, the interior changes have been kept to a minimum. The most obvious upgrades are the new soft-touch inserts with double stitching that appear on the dashboard and door cards, helping give the cabin a sprinkling of upmarket appeal.

This feeling is further boosted by the new Selec-Terrain switch for the driver modes. Sitting on the centre console, it features an anodised red effect surround and rubberised rocker switch that includes a seven-bar design aping the grille. It is standard on all versions, even those with two-wheel drive, giving drivers access to Sport, Normal and Auto settings, as well as off-road biased Sand/Mud and Snow. 

The indicator noise genuinely sounds like the start of a drum-and-bass track. Hilarious at first, but it might soon grate – or make your music sound weird.
Kris Culmer
Chief sub-editor

You sit high but have more than enough space and adjustment to get comfortable behind the wheel, and all-round visibility is pretty good. There is also plenty of standard kit, with even entry-level versions getting climate control, LED headlights, keyless start and rear parking sensors. Our 85th Anniversary test car added the matrix lights, surround view camera and multi-coloured ambient interior lighting among other goodies.

There's a 7.0in digital instrument cluster behind the steering wheel or a 10.25in one on the top two specification levels. This sits alongside a 10.25in infotainment touchscreen, on which everything is laid out logically and the graphics are crisp enough. Apple CarPlay and Android Auto are included as standard, and there are handy physical shortcut buttons for features such as the ADAS, allowing you to easily disable those functions that most annoy you.

The centre console conceals a large, lidded storage area, and the door pockets are roomy enough for a typical drinks bottle. The extremely useful shelf in front of the passenger remains in place, too. It's not quite as plush as the Kia Niro or Hyundai Kona inside, and some of the plastics lower down in the cabin feel a bit brittle, but there’s no denying the Avenger has its own character

Don't expect especially spacious rear quarters, though, particularly not behind a taller driver. The e-Hybrid's battery is positioned underneath the driver's seat, so foot space in the rear is slightly impacted as a result. Stil, there’s plenty of head room and the seating itself is comfortable.

The boot is slightly larger here than in the electric Avenger, measuring 380 litres instead of 355 litres. It still lags far behind the Kona's 466 litres, though, and the 397 litres of the Toyota Yaris Cross. A double-height boot floor adds a little extra versatility, mind.

The 4xe features the same upgrades, plus it gets a smattering of badges and some rubber floor mats that can be easily hosed down. Jeep has also introduced an even more hard-wearing and washable seat fabric, but otherwise the interior is identical to that of the standard car. 

 

ENGINES & PERFORMANCE

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We’ve not driven the new 100bhp manual yet, but given the similarity of its vital statistics to the old car we imagine it will deliver brisk performance, with the more muscular low-down torque and 1180kg kerb weight helping it feel more responsive than before.

The automatic e-Hybrid only packs an extra 8bhp, but the instant torque-fill of the electric motor means there’s even more generous mid-range urge despite a 100kg uplift in overall mass. On faster B-roads and motorways it has no trouble keeping up with faster traffic, and only accelerating hard up steep inclines does it start to feel a little breathless 

If you've always loved the look of a proper Jeep 4x4 but been best suited to cars like the Ford Fiesta, the petrol Avenger is your dream come true.
Kris Culmer
Chief sub-editor

However, as before the gearbox can disappoint, because it doesn't always shift up or down when you need it to, and it responds lazily to manual requests. Even in auto mode the transmission can have a lugubrious feel that’s more akin to a traditional torque converter than a snappy dual-clutch auto.

Still, it comes in useful when you're manoeuvring or driving around town, and this is where the e-Hybrid excels: it offers a refined and quiet driving experience when taking off from a set of lights or trundling through traffic.

In the 4xe, the assistance of the rear motor brings the 0-62mph time down to 9.5 seconds, much of the reduction coming from the extra urge and traction below 18mph. However, beyond this speed it feels slightly less lively than the standard e-Hybrid, which is no surprise when you consider it’s hauling around the best part of an extra 200kg.

On both versions refinement is up to class standards, with decent suppression of wind and road noise - only the odd clonk from the suspension over nastier imperfections really disturbs the peace. The three-pot motor can become vocal when extended, but its characterful off-beat thrum means it's a far from irritating aural companion.

 

RIDE & HANDLING

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Despite its roughty-toughty looks and elevated ride height, the Avenger is a surprisingly willing sparring partner when threading a series of corners together. In fact, there’s an easy-going dynamism to the Avenger that makes it surprisingly satisfying to drive.

It can’t quite match the Ford Puma for agility, and tighter corners cause some body roll, but the steering is accurate, if a little lifeless, while the car turns in incisively and clings on gamely. There’s even a subtle shift in attitude if you lift the throttle mid-corner.

With the petrol Avenger neatly taking me around the handling circuit at Millbrook, I marvelled at the idea that it was in any way related to the comically vague Wrangler.
Kris Culmer
Chief sub-editor

Of course, it’s no hot hatch tearaway, but at a time when the average family car weighs well in excess of 1500kg, the Avenger (like the Fiat Grande Panda, Peugeot 2008 et al) reminds you of how inertia falls away and agility increases the lighter your car gets. The e-Hybrid tips the scales at 1280kg, while the petrol version is a commendable 100kg lighter still. 

Ride comfort, on the other hand, is a bit of a mixed bag. There’s a suppleness to the way the Avenger deals with smoothly surfaced but foundationally bumpy roads, but broken surfaces and sharper imperfections introduce some unwanted brittleness and noise from the suspension. 

You might expect the 4xe's suspension lift to help smooth things out, but a similarly busy secondary ride means shoddily finished surfaces can become tiring after a while. On the plus side, the raised ride height and increased weight of the extra motor don't affect the predictable and biddable handling. 

Where the jacked-up springs do help is in the rough stuff, where the 4xe delivers an assured display. Our largely dry off-road course featured lots of loose surface inclines, the odd steep descent and some tricky gulleys to traverse: the Jeep took it all in its stride, even on fairly unsuitable Goodyear all-season tyres. 

There are no locking diffs, but hill descent control is now standard, and the low-down torque of the rear motor helps when scrabbling up inclines. The Avenger is also relatively light and compact - further advantages when you want to head off the beaten track. Like the old Fiat Panda 4x4, it's a car that encourages you to go in search of rutted tracks and green lanes just to experience its infectious mountain-goat agility.

 
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MPG & RUNNING COSTS

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The manual petrol officially averages 49.6mpg. That's pretty good going, but the e-Hybrid really entices with 57.6mpg. That's a  goodchunk better fuel economy than the mild-hybrid Puma officially achieves (52mpg), and our test drive yielded a creditable 52.2mpg.

Even the 4xe is capable of returning 53.3mpg, according to WLTP figures, making it one of the most efficient combustion-engined four-wheel-drive models on the market – at least until the closely related total-traction Fiat Grand Panda enters the scene later this year.

In terms of pricing, the Avenger demands a little more cash than some of its direct rivals. For many the funky styling and Jeep badge will be enough to justify the uplift in outlay. However, when it comes to the 4xe, there’s currently very little to challenge it for rugged go-anywhere ability, which means it’s something of a bargain if you’re willing to make use of its capability.

 

VERDICT

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These updates have done little to dent the Avenger’s appeal, and it remains the highlight of the Jeep line-up. It not only looks sharper and feel a little classier inside but also remains engaging to drive and practical enough for the needs of most small families.

The e-Hybrid is impressively efficient and easy to use around town, plus it has enough get-up-and-go to make light of longer haul trips. The integration of powertrain and gearbox lacks the smooth and finely engineered feel of some (we’re talking about you, Toyota Yaris Cross), but as long as you are patient and learn to drive around its quirks, it makes light work of daily driving duties.

The 4xe, meanwhile, takes what's great about this little Jeep and adds a dose of genuine off-road ability that massively boosts its use case. That it does so while sacrificing little in the way of on road ability or affordability makes it arguably the pick of the line-up (at least until we’ve driven the entry-level manual).

 

James Disdale

James Disdale
Title: Special correspondent

James is a special correspondent for Autocar, which means he turns his hand to pretty much anything, including delivering first drive verdicts, gathering together group tests, formulating features and keeping Autocar.co.uk topped-up with the latest news and reviews. He also co-hosts the odd podcast and occasional video with Autocar’s esteemed Editor-at-large, Matt Prior.

For more than a decade and a half James has been writing about cars, in which time he has driven pretty much everything from humble hatchbacks to the highest of high performance machines. Having started his automotive career on, ahem, another weekly automotive magazine, he rose through the ranks and spent many years running that title’s road test desk. This was followed by a stint doing the same job for monthly title, evo, before starting a freelance career in 2019. The less said about his wilderness, post-university years selling mobile phones and insurance, the better.

Felix Page

Felix Page
Title: Deputy editor

Felix is Autocar's deputy editor, responsible for leading the brand's agenda-shaping coverage across all facets of the global automotive industry - both in print and online.

He has interviewed the most powerful and widely respected people in motoring, covered the reveals and launches of today's most important cars, and broken some of the biggest automotive stories of the last few years.