Review: 2015 Jeep Renegade is tougher than it looks

2015 Jeep Renegade Trailhawk (Jil McIntosh/Autofocus)

It wears that unmistakable grille, but those who drove the original Jeeps—or even those in Jeeps from just a few years ago—might not initially recognize the new-for-2015 Jeep Renegade as belonging to the breed.

The Renegade is, after all, the only Jeep currently made in Italy. Sure, the signature styling cues are there, but it doesn't look like anything the company has offered before. And while it isn’t the first with this configuration, Jeep purists might still look sideways at the versions that drive the front wheels only.

The Renegade is definitely not my favourite vehicle in Jeep’s lineup, but it does have several positive qualities that should appeal to many buyers, especially those who want to be part of the Jeep mystique but aren’t ready for the ruggedness of a Wrangler.

2015 Renegades start at $19,995 in two-wheel drive, and at $25,995 for four-wheel. My tester was the Trailhawk 4×4, which is a surprisingly capable off-roader. Mine started at $30,995 but was outfitted with numerous options, including leather seats, navigation, trailer tow package and a My Sky removable roof, for a hefty total of $37,730 before freight and taxes.

Walkaround: 4.0/10

Let’s get this out of the way: I think this little trucklet looks goofy. Maybe it’s all the curves grafted onto the boxy body, or the too-cute grinning front end, or the crosswalk-sign taillights; it just doesn’t do it for me. Of course styling is subjective, but I did have someone quip that the tow hooks are painted bright red so they’re easier to find when you’re stuck…

Fiat-Chrysler really wants to hammer home that, despite its Fiat underpinnings, this vehicle wears a Jeep badge. To that end, you can have an Easter-egg hunt looking for all the symbols, including Jeep grilles in the lights and mirrors, the Moab Trail embossed into the centre cubby, and an original Army Jeep on the windshield. Look even closer, and you’ll even find Bigfoot.

My vehicle had the power version of the My Sky roof, for an additional $1,595. While it doesn’t give you that completely-open experience of the Wrangler’s soft top, it’s still pretty neat, and also a lot less hassle to operate. Its two black composite panels can be removed completely on both the fixed and power versions, while the power My Sky also lets you slide the front one open like a sunroof. The panels aren’t difficult to remove-although it takes a little more practice to put them back in-and they’re light enough for one person to do it alone. Once out, they store in a large bag that fits into the cargo compartment. Open all the windows, and it’s actually pretty close to what you’d get with a convertible.

Interior: 8.5/10

The cabin is pretty sweet, even before you add my tester’s $1,895 Premium Leather package, which bundles in dual-zone climate control, heated power seats, heated steering wheel, wiper de-icer, and a 40/20/40 split-folding rear seat (in place of a 60/40 split) along with the cowhide interior.

While the outside fails to successfully marry new styling with traditional cues, the interior does it very well. Other than glossy red accents that really should have matched the blue exterior, the cabin has handsome styling and just enough of a nod to the past in the passenger’s grab handle, the chunky shape of the cupholders and door trim, and the “Since 1941” over the stereo (even if Jeep wasn’t part of Chrysler before 1987).

The seats are comfortable and there’s a lot of rear-seat legroom, and while the My Sky hardware cuts into headroom a bit, only the very tallest should have any issues.

The controls definitely meet with my approval: large dials that are easy to use, along with buttons for the heated seats and steering wheel. Some other Chrysler products demand that you go into the infotainment screen to adjust these, but they really need to be quickly accessible so you don’t spend a lot of time fiddling with them.

Technology: 8.5/10

Versions of Chrysler’s Uconnect multimedia system are standard on all Renegade models, but mine was upgraded to one that included navigation, a larger 6.5-inch touch screen, and remote USB port for $1,100, along with a subwoofer and nine speakers for another $400. Uconnect is among the easiest systems on the market to use, and the Renegade’s impressed as usual. The icons are large, the applications are intuitive, and when entering a destination using voice commands, you simply say the entire address at once, without the need to do it one line at a time.

Even so, it did seem a bit much to demand an additional $450 for a backup camera that shares the Uconnect’s screen.

My tester also had an optional blind spot monitoring system with cross-traffic alert, which was bundled with a security alarm for $795. Visibility is excellent in the Renegade, but if you feel more comfortable having that extra pair of eyes, the system works well.

Driving: 7.0/10

Two engines are available for the Renegade, starting with a 1.4-litre turbocharged four-cylinder that’s mated exclusively to a six-speed manual, and is used in the Sport and North trim lines.

Available as an option in those two trims, and the only choice on my Trailhawk tester or the top-line Limited, is a 2.4-litre four-cylinder that comes hooked solely with a nine-speed automatic.

The 2.4-litre has the equine power, with 180 horses to the 160 ponies in the 1.4-litre, but the turbo has the torque: while my tester made 175 lb.-ft. at 3,900 rpm, the 1.4-litre digs in deep and early, churning 184 lb.-ft. at just 2,500 rpm. Other than the fact that stick shifts are nowhere near as popular as they used to be, I’m actually a little surprised that the turbo, with that lower-end grunt, isn’t the default in the off-road-intended Trailhawk.

The non-turbo 2.4-litre is a good engine, but it really doesn’t need nine gears attached to it. The transmission frequently hunts for a gear and it feels like the engine is surging when it does. There’s also some hesitation when you hit the accelerator hard and everything figures out what it needs to do. It’s also nearly impossible to actually get into ninth gear without using the manual shift mode. Even when you do, it only stays there for a second until the transmission realizes it doesn’t really need to be north of eighth.

Against published figures of 11.2 L/100 km in the city and 8.0 on the highway (for the 4×4), I achieved 9.4 L/100 km in combined driving.

The optional 4×4 system is full-time and front-biased, with a rear axle that automatically disconnects when not needed to improve fuel economy. The Trailhawk’s version also includes a 20:1 crawl ratio, along with four-wheel lock and hill descent control. A Selec-Terrain system, included on all 4×4 systems, lets you dial everything in to automatically handle snow, sand, or mud, and on the Trailhawk, rock.

Earlier this year, I took a Trailhawk on a serious off-road course, and came away extremely impressed with how well it handled it. Don’t let its “cute-ute” demeanor fool you: this thing’s the real deal.

It’s the only Renegade to carry Jeep’s “Trail Rated” badge, which indicates it passes company tests for traction, water fording, ground clearance, manoeuvrability and articulation, but there is a caveat: Jeep never reveals what the minimum standard numbers are. Even so, while it’s not going to beat a Wrangler, you’re going to be surprised by what it actually can do.

Value: 6.5/10

My tester certainly had off-road credentials, but at nearly $38,000, it also felt pretty pricey. The starting price of $30,995 isn’t ridiculous for what you get, but when it’s loaded up, I just don’t see that much money sitting there.

Jeep has set a consistent step between its models, and the Patriot—a model that still smacks of its Dodge Caliber roots and isn’t as well-done as the Renegade—starts at $1,500 below the rock-bottom Renegade. Conversely, the base two-door Wrangler is $1,500 more than the base Renegade.

Conclusion

So yes, I do prefer the Wrangler to the Renegade, although I also admit that they’re apples to oranges. The Wrangler is noisy and rough-riding, and while that’s what makes it the classic Jeep—and endears it to me—those aren’t attributes that appeal to all. The Renegade needs some fine-tuning to its engine/transmission combo, and its styling is definitely an acquired taste, but it’ll do more than you expect on the trails, and then hit the pavement with refined steering and a quiet ride to get you home. Overall score: 6.9/10