Jeep Avenger: Pity about the price

What is it?

Buyer beware: while so-called ‘range anxiety’ can strike fear in the heart of the electric vehicle driver, there is another phrase that is doing just as much to dim EV appeal — ‘out of service’.

More than once, I have been rebuffed by a public DC fast-charging station with this uncontrollable (by me) message showing up on the information screen.

For example, driving the new Jeep Avenger Summit, down to 40 per cent battery charge, had me disappointed and scrambling to find the closest compatible ‘fuel pump’.

My EV app supplier said the machine needed fixing by the maker, who had gone belly up in 2023.

The owner, in this case, the local council, was responsible for getting the machine up and running again.

Months went by with Council assuring me they were working on it.

No wonder EV sales are stuttering along with the public charging infrastructure as it is.

What’s it cost?

To match its dimensions the Polish-designed and built compact is set at three models – Longitude, Limited and aptly-named Summit for the top-of-the-range model on test.

As for pricing, Jeep has already trimmed launch prices, it says, because of cost saving materials and manufacturing efficiencies.

Entry-level Longitude opens at $49,990, plus on-road costs, the Limited is $54,990 and the Summit $60,990.

Options include Premium paint ($990) or Avenger Bi-Tone paint, $495.

Jeep’s first electric vehicle, Avenger is sold as a city-centric small(ish) crossover with a range of up to 396km.

However, the Jeepsters could not help themselves, slipping in specs normally found in off-road bush bashers, such as Selec-Terrain drive modes.

There’s also Hill Descent Control, plus 200mm ground clearance, 20-degree approach angle, 20-degree break-over angle, and a 32-degree departure angle.

The looks tend on the lite SUV side, yet with unmistakeable Jeep DNA.

This includes functional all-round plastic cladding protection covering lower sections of the vehicle.

The vehicle has been lifted to maximise ground clearance off road and offer protection to the high voltage battery, as well as to improve aerodynamics with a flat underbody.

Aerodynamics plays a part in fuel efficiency, hence long range, thanks to a frontal area of 2.25 sq m and drag co-efficient of Cd 0.33.

A turning circle of 10.5 metres makes the Avenger ideal in tight city centre conditions too.

The flagship Summit features Jeep’s trademark glossy black seven-slot grille, plus bi-colour roof.

The grille is flanked by the latest LED projector headlights and LED foglights with cornering function.

LED tail lights share a prominent place with heated windscreen, privacy glass, hidden rear door handles, and last but far from least, 18-inch diamond cut alloy wheels.

Going down the digital road in an Avenger is no sweat, with a 10.25-inch Uconnect infotainment screen and a similarly-sized digital instrument cluster as standard.

Both displays are clear and easy to read.

Uconnect has access to embedded satellite navigation, with live traffic updates, along with wireless Apple CarPlay and Android Auto.

Shortcut buttons are situated below the screen, with climate controls and audio volume button.

Jeep Connected Services, via smartphone app, include door unlocking, battery charge checking, charging schedule and more.

Centre console is home to transmission controls, with four buttons – park, reverse, neutral and drive.

Press twice to alert brake regeneration providing added engine braking.

The Avenger EV has no ANCAP rating as yet.

But a laundry list of safety systems includes autonomous emergency braking, adaptive cruise control, traffic sign recognition, lane keep assist, driver attention assist, rear parking sensors, rear view camera with dynamic guidelines, frameless auto dimming mirror, and automatic high beam headlights.

Selec-Terrain and hill descent control are welcome aids for off-road adventuring.

Warranty is Jeep’s 5-years unlimited kilometres, with the battery attracting an eight-year, 160,000km stretch.

What’s it go like?

At 4.08 metres long, the most compact Jeep can take five adult occupants in reasonable comfort and offers 34 litres of storage,

With a one-metre-wide boot and height adjustable cargo floor, and the rear seatbacks up, it has room for up to 380 litres of luggage, expanding to 1277 litres with them folded.

No spare wheel, only a puncture kit.

Leather accented seats include six-way power driver’s seat adjustment with two-way power lumbar support with massage function.

Generous front seats are heated.

Wide opening doors make for easy access and headroom is good, even with the sunroof.

Missing are rear air vents and door bins, with just seat-back map pockets.

Under the bonnet is an electric motor driving the front wheels, supported by a 54 kWh nickel manganese cobalt lithium-ion battery under the floor.

Producing 115kW and 260Nm it’s enough for a claimed 390km of range in the Summit grade.

Jeep claims a charge time for 11kW is 5 hr 34 min (0-100 per cent); 50kW, 43min (10-80 per cent) and 100kW, 24min (20-80 per cent).

The test Summit charged from 20 to 90 per cent on a public machine in close to 45 minutes.

It must be said straight off that for a Jeep, the lack of noise inside the cabin from the engine and road was a real wake-up.

The front-wheel drive Avenger rode and handled with similar refinement. Thanks, rigid body.

Steering can be a bit ‘missing’ for feedback at speed but, with the Jeep’s tight turning circle, is a capable parker at a crawl.

Off the mark, the Avenger was instant ‘action’ and overtaking was encouraging.

Six-mode Selec-Terrain of Eco, Normal, Sport, Sand, Mud and Snow is capable of matching almost anything out of the bush.

What we like?

• Quiet on the road
• Embedded satellite navigation
• Shortcut buttons for climate and volume
• Good ride and handling

What we don’t like?

• Too expensive
• What’s with the off-road stuff?
• Where are the rear air vents
• Steering lacks feedback at speed
• No ANCAP rating as yet

The bottom line?

For a car maker whose reputation has its roots in the production of off-roaders capable of taking on the most challenging of terrain (the Rubicon Trail, no less), the smooth transmission to electric powered on-road vehicles is a credit to its designers and engineers.

Pity about the prices.

 

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