As more than a foot shorter than the Cherokee, the Renegade manages another mission for the brand: increasing the brand around the straggling leftovers of the world, where the yearning for little automobiles beats that of the U.S. showcase tenfold.
For American drivers, the Renegade offers something to some degree differing: the ability to buy a wild romper meriting the Jeep name at an expense in the mid-$20,000s, with the especially latest prosperity and fuel-saving segments to make it agreeable as a step by step driver. The Renegade has certified Jeep helpfulness in a pack that is next to no more diminutive than the smaller SUVs from 10 years earlier.
- 2016 Jeep Renegade review, specs
The Renegade ushers in another look that fits more possibly in the Jeep lineup than that of the more noteworthy Cherokee. It's a tall, lump sided, and upright insignificant utility, however its beauticians deliberately inquisitively vast a segment of the unpretentious components to highlight its legacy. The headlights flanking the seven-bar grille are broad and round; the flexible lipped wheel bends are tremendous and trapezoidal, to highlight quality. The taillights are stamped with "X" shapes in an appreciation to wartime fuel jugs.
Inside, the dashboard and console are to some degree more lively types of what you may find in a subcompact. The two center air vents sit in a little unit on top of the dashboard and take after "Divider E" to us. Ventilation handles are immeasurable, round, silver, and adequately to fathom at first look. There's hard plastic over greater surfaces, fragile touch vinyl where voyagers may come into contact with a board, and for the most part insignificantly inquisitively substantial controls.
The base engine is a 160-drive turbocharged 1.4-liter inline-4, putting out 184 pound-feet of torque, coordinated with manual gearbox a 6-speed. For more power, a 180-hp, 2.4-liter inline-4 making 175 lb-ft of torque is joined with a 9-speed modified gearbox—obviously the principle such 9-speed in any subcompact accessible. All-wheel drive is a $2,000 decision with either engine, and in bona fide Jeep outline, it consolidates settings for extraordinary conditions: Mud, Sand, or Snow, notwithstanding a slant dive braking mode. The most elevated purpose of-the-line Trailhawk model, with a crawl more ground breathing space and assorted front and back watchmen to allow more compelling procedure and drop edges, incorporates a Rock mode and the ability to crawl at low speeds.
The little Jeep is to a great degree equipped unpleasant territory. We've driven it up a strikingly douse bounce on rutted earth and shake avenues, and after that a dive at close to 45 degrees in which the Renegade braked itself and controlled the balance on each wheel as it slowly crawled down the tricky track. It can cross shakes pretty much as broad as its 16-, 17-, or 18-inch wheels, portage streams, and all things considered exonerate itself well in the kind of tarnished, messy, going frolicking Jeeps (or their fashioners) revel in. It's no Jeep Wrangler, yet it's valuable for to some degree utility.
Still, Renegades will likely put 95 percent of their vitality in city and rustic paths. As the entry level Jeep, it's adequately refined, yet we've wound up favoring the base powertrain and front-wheel drive in urban driving. It's lighter, more clear, and rides lower than adjustments like the Trailhawk, which feels all the more overwhelming by virtue of its heavier weight and standard two-speed trade case.
Inside the Renegade, the front two explorers will be content with their environment. The front seats are pleasant and agreeably upheld, and the Renegade is clearly more broad than other little SUVs, which implies the shoulders of the two front-seat riders are suitably secluded. Rearward sitting arrangement room is sufficient for two adults if the front explorers will move their seats toward the dash, yet this is still a subcompact, and secondary lounge room isn't its strong suit. There's liberal payload room behind the secondary lounge, which overlays level, as does the front explorer seat—allowing long things to be passed on inside to one side from dashboard to back corner.
The Renegade comes in four trim levels: the base Sport doesn't come standard with ventilating or voyage control, which infers the mid-level Latitude ($22,290) and the most astounding purpose of-the-line Limited will be the structures most drivers will seek out. All-wheel drive is a $2,000 elective. All can be asked for with either powertrain and with front-or all-wheel drive. The Trailhawk is the Renegade for unpleasant landscape fans; it goes with all-wheel drive and the greater 2.4-liter engine with the 9-speed modified, and offers a cunning removable sunroof structure that opens the Renegade to the sun or stars, however not without a one of a kind wrench and two or three minutes to spare.
In its base shape, the Renegade is assessed at 24 mpg city, 31 roadway, 27 combined, by EPA. That is for a Renegade with front-or all-wheel drive and a manual transmission, and also the base 1.4-liter turbocharged inline-4.
Climb to the 2.4-liter four with the 9-speed customized transmission, and the Renegade gets EPA evaluations of 22/31/25 mpg with front-wheel drive and 21/29/24 mpg with all-wheel drive (AWD).
The Jeep Renegade mixes simply enough convention into its urban-sized body to pull off a slick accomplishment. It's basically an Italian-constructed hatchback that looks more really Jeep than the hybrid ized Cherokee in the following size class above.
The side profile is upright and square, with that feign front end, a vertical rear end, and a windshield with next to no rake. For something so piece sided, so upright, so tall for its general length, the Renegade could scarcely be anything besides a Jeep. The Jeep grille and its trademark seven supports are more professed than on the Grand Cherokee; the round headlights are a beautiful callback, and they're scratched with a little Jeep symbol in the lights.
There are Jeep-themed Easter eggs everywhere throughout the outline truth be told, a portion of the conscious signs that underline its Jeep legacy while diverting from the way that it's about the span of a Mini Countryman. At the back, the Renegade's square taillights have a "X" design in them that the originators said they had appropriated from the one stamped into WWII fuel jars for quality. There's a guide of the Detroit horizon in an elastic container cushion, and a small Yeti moving up the edge of the back windows.
The instruments and show contain their own particular Jeep signals, however: The red zone the tachometer is an unpredictable "splat" shape that the architects said was intended to summon a paintball sprinkle. Furthermore, in the event that you arrange the recreation center help, the showcase screen demonstrates unique Willys-Jeeps from the 1940s for each stopped auto around which you're moving.
Inside the Renegade, the most ideal approach to portray the inside furniture, dashboard, and console is to think of them as harder, more hearty renditions of what you'd expect in a subcompact auto—yet with marginally larger than usual controls and those little Jeep outline thrives. Ventilation handles are expansive, round, silver, and effortlessly to comprehend at first look. The two focus air vents sit in a little case on top of the dashboard and take after "Divider E" to us.
Jeep offers the Renegade with a decision between two diverse four-barrel motors, each with a decision of front-or all-wheel drive.
The standard motor in the Renegade is a turbocharged 1.4-liter four-barrel, with 160 pull and 184 pound-feet of torque. It's combined just with a 6-speed manual gearbox. Among our editors that have driven this blend, it may be the top choice: it capitalizes on the Renegade's size with a more vivacious feel, inasmuch as it's unhampered by all-wheel drive (AWD). The blend is approximately 150 pounds lighter than forms with the greater motor and more mind boggling transmission, and it moves the essential front-drive model around sufficiently. We haven't possessed the capacity to test this blend with all-wheel drive, which includes around 150 pounds.
Most Renegades accompany an all the more effective drivetrain, one that matches a 2.4-liter four-chamber motor with 180 hp and 175 lb-ft of torque to another 9-speed programmed. It's one of the initial 9-speeds available, and it's come to advertise with a portion of the same movement quality issues we've noted in other Chrysler 9-speeds, including the Chrysler 200. The gearbox once in a while hiccups and executes jerky movements as it tries to chase through its confounding exhibit of rigging decisions—and the top ninth apparatus is something we don't think we've ever occupied with genuine driving. The lower riggings are organized to draw as much speeding up from the non-turbo four.
The driving background with the all the more intense powertrain is heavier and more cumbersome in the driver's seat, in any case. There's a considerable lot of drivetrain clamor for just a moderate payback in increasing speed. Movements can be knotty. The electric force controlling doesn't give much criticism, yet it's tuned alright that it blurs away from plain sight and numerous drivers won't see the distinction.
Rebel SUVs with all-wheel drive have a couple of clever traps prepared into their equipment. For one, they're modified to dispatch with every one of the four wheels fueled—dissimilar to numerous AWD frameworks that hold up until a wheel slips to shift torque. After it's propelled, the Renegade's SelecTerrain framework slowly decreases power sent to the back wheels until the front wheels are doing all the work above 40 mph. At that point, if the vehicle identifies wheelslip, or if the driver chooses an unmistakable footing mode, it shifts torque between the front and back wheels. Those driver-selectable modes incorporate Mud, Sand, or Snow, in addition to a slope drop braking mode.
To expand efficiency, when AWD Renegades are pushed just by the front wheels, none of the parts of the back driveline, including the propeller shaft down the length of the auto, move by any stretch of the imagination—lessening contact misfortunes and even streamlined drag. It's a variety of the framework found in the bigger Jeep Cherokee, and in our test drive, we observed the moves to be impalpable.
With that equipment, the Renegade can wander up steeply rutted earth streets, and can creep its way down 45-degree slopes, braking itself to ease back its encouraging to a reasonable clasp. It can portage streams, move over stones near the span of its 16-, 17-, or 18-inch wheels, and it by and large vindicated itself well amid the little specimen of grimy, sloppy, driving through rough terrain we could do. It additionally weighs right around 3,600 pounds, giving it a strong vibe for such a little Jeep.
The Renegade advantages from a lodge that is more extensive than some fundamental opponents, similar to the Chevy Trax. It loans the vibe of a bigger vehicle, especially in the front seats, where the all around reinforced seats have great cushioning and solace. They're likewise partitioned by a console with loads of storage room for cell telephones and so forth; the electronic stopping brake switch takes up only a little space, leaving enough space for a couple of enormous cupholders and a valuable, locking canister.
The Renegade has the impression of a subcompact auto, so not all travelers will get the same open treatment. In back, the mix of its little general measurements and the area of its all-wheel-drive mechanicals trims out space, with the goal that grown-ups will feel less great on long outings.
The materials blend hard plastic in bigger surfaces with delicate touch vinyl where travelers may come into contact with a board. Entryway boards are a blend of nylon and material compositions, and we found the two-tone inside in one test auto—in dark and "dust storm" tan—especially getting.
On the alternatives rundown, there's a frontal accident cautioning framework with programmed braking; a path takeoff cautioning and adjustment framework; back cross-movement alarms; and blind side screens.
The Renegade's upright seating position helps perceivability to the front and sides, as does a generally low window line—and obviously, so does the square-cornered styling. The Renegade's entryway mirrors are enormous and rectangular, which doesn't do much for streamlined features yet gives an amazing perspective to the back.
The Jeep Renegade has earned four-star general evaluations from the NHTSA, including four stars for front effect and five for side effect, however just three stars in the ascertained rollover test.
A year ago, the Renegade oversaw top evaluations by the IIHS in each classification with the exception of the little front cover crash and head insurance classifications, where it earned "Worthy" appraisals. For 2016, the Renegade is just "Great" in moderate front accidents, side assurance, and rooftop quality.
