Jeep Renegade review

Sometimes, it’s good to be spoiled with choice. The Jeep Renegade is one of three small SUVs offered by the legendary US brand that invented the sport utility vehicle.

It’s slightly larger than the Jeep Avenger, but a little more compact than the Jeep Compass. Under the skin, the Renegade is closely related to the Fiat 500X – in fact, the two cars are built at the same factory in Melfi, Italy because of Jeep and Fiat's shared ownership.

You'd probably never guess that from looking at the two cars, though, because the boxier Renegade has more ground clearance, Jeep's trademark grille and chunky off-road looks.

Those looks should help it stand out in the small SUV class – as those of the retro-inspired Mini Countryman do. However, the market is a hotly contested and diverse one that covers all bases. You want the economical one? Try the Toyota Yaris Cross. Prefer something comfortable and refined? Have a look at the VW T-Roc. Want something fun to drive? Take a Ford Puma for a spin.

Read on to find out everything you need to know about the updated Jeep Renegade...

The entry-level engine in the Jeep Renegade is a 1.5-litre petrol with added mild-hybrid assistance. It's called the e-Hybrid, and it's our pick of the range.

The e-Hybrid produces 128bhp and is good for a 0-62mph time of 10 seconds, although its reluctance to rev makes it feel (and sound) like it’s struggling to haul the Renegade’s weight.

The mild-hybrid system is able to propel the Renegade under pure electric power when creeping in traffic or during parking manoeuvres, but little more; it spends the rest of its time assisting the petrol engine. 

If you want to be able to drive on pure electric power for a longer amount of time, there’s the 4xe plug-in hybrid (PHEV). A 1.3-litre petrol engine drives the front wheels, while a 59bhp electric motor drives the rear wheels, making the 4xe four-wheel drive.

Between the two is an 11.4kWh battery that provides enough power for an official electric-only range of 26 miles. That’s a lot less than the 38-mile official range of a Kia Niro PHEV, or the 40 miles you get from a Toyota C-HR PHEV.

There are two variants of the PHEV, which provide different combined power outputs depending on the trim level: the Overland produces 237bhp while the more off-road-focused Trailhawk has 187bhp.

In pure electric mode, the Trailhawk model we tested had enough zip for journeys in town. If you drive with a light right foot and plenty of patience, it will get up to motorway speeds on electricity alone. And, when you do wake the engine up in this particular Renegade, you’ll find it has a surprising turn of speed. However, of the two PHEVs, we'd steer you towards the more affordable Overland version.

You won't want to be going fast if the road is a winding one, though. The Renegade leans over far more in corners than both the Ford Puma and its Jeep Avenger stablemate. Meanwhile, the steering is very light and imprecise, which can make you doubt whether you've turned the wheel enough to get you round a bend. 

The Renegade also comes up short when it comes to comfort. It doesn’t cushion you from the effects of speed bumps, potholes or expansion joints like the Skoda Kamiq so deftly does. At motorway speeds, there is ever-present wind noise from the upright windscreen and large door mirrors, and the engine drones during acceleration.

The six-speed automatic gearboxes in both versions shift smoothly enough, but they tend to be quite casual when it comes to deciding which gear it’s best to be in. 

Those who want to take their Renegade off-road may want to consider the PHEVs. These come with four-wheel drive and slightly higher ground clearance. The Trailhawk adds Sport and Rock drive modes, and extra underbody protection (with skid plates for the front suspension, gearbox and fuel tank).

Driving overview

Strengths company-car friendly plug-in hybrid option, unlike many rivals; Trailhawk brings added off-road ability

Weaknesses Light steering doesn’t inspire much confidence; lumpy ride; lots of body lean

Most people should be able to find a decent driving position in the front of the Jeep Renegade, although the seats are not particularly supportive, and struggle to hold you in place when cornering.

The driver sits high up so they get a good view over the bonnet but the view out of the back is limited because of the wide pillars. At least a rear-view camera is standard on all trim levels, while higher spec Summit trim includes front and rear parking sensors.

All versions come with a 10.1in infotainment touchscreen, which is responsive to inputs and has a handy row of shortcut buttons at the bottom to get you directly to the function you want. It also gets wireless Apple CarPlay and Android Auto smartphone mirroring, so you can use your phone apps on the screen.

The layout of the Renegade’s dashboard is also easy to get to grips with, with chunky buttons and rotary controls for the climate control and stereo. The steering wheel buttons are also big and easy to use. However, while the 10.3in digital instrument panel offers a range of layouts for the driver, the graphics could be sharper.

The Renegade's interior quality is several rungs below what you'll find in the Mini Countryman, or even the far less expensive Skoda Kamiq. The chunky rotary controls and dash-mounted passenger grab handle lend it a purposeful look, but fail to distract you from the masses of hard scratchy plastic on the dashboard and door cards. The Avenger has even more scratchy plastic, but it does a better job of disguising it than the Renegade.

Interior overview

Strengths Easy-to-use controls

Weaknesses Too many hard and scratchy plastics

Six-footers will be well sorted for head, shoulder and leg room in the front of the Jeep Renegade. In the rear, while there is more head and leg room than you get in an Avenger, the narrow bench means the Renegade's better suited to two adults than three (the Mini Countryman and Skoda Kamiq are roomier). 

There’s plenty of storage cubbies on the lower centre console, including a tray for a phone and a couple of cupholders, as well as a lidded cubby that acts as an armrest, but the door bins are quite small.

As with most small SUVs, it has a 60/40 split rear seat fitted as standard, while a more flexible 40/20/40 arrangement is fitted on the Overland model, and is part of the optional Comfort Pack on Summit.

Even without a spare wheel and with the boot floor in its lowest position, the Renegade’s boot capacity isn't a patch on that of the Ford Puma or Seat Arona. The e-Hybrid has the most space, at 351 litres (with the seats up), while the PHEV has a slightly smaller 330-litre capacity. The Renegade’s boot does at least have a uniform shape with good access, although only the Trailhawk comes with a height adjustable boot floor.

Practicality overview

Strengths Spacious for those sitting up front; good front storage space

Weaknesses Tight rear seat space; average-sized boot

Even in the cheapest trim, the Jeep Renegade costs more than top-spec versions of its rivals, plus, it’s predicted to lose its value more quickly than most – the Peugeot 2008, Skoda Kamiq and even the Jeep Avenger are all expected to fare better. 

Fuel economy and emissions for our preferred e-Hybrid are on a par with many small SUV rivals'. Both the plug-in hybrids command a higher benefit-in-kind (BIK) tax rate than their two big rivals due to the Renegades' shorter electric-only ranges.

Our preferred e-Hybrid version is available in two trim levels. Entry-level Altitude trim comes well equipped, with LED headlights, 17in alloy wheels, two-zone climate control and cruise control, and we reckon it's the one to go for. You have to step up to Summit for heated front seats and adaptive cruise control, though. Summit also adds larger 18in wheels and two-tone paint.

The PHEV comes as standard in Overland trim, which gets all the equipment on Altitude trim plus bumpers designed for off-roading and washable seats, along with 17in wheels fitted with mud and snow tyres. Range-topping Trailhawk trim – also exclusive to the PHEV – adds skid plates to protect the front suspension, gearbox and fuel tank, as well as Sport and Rock drive modes, a spare wheel, a height-adjustable boot floor and some styling upgrades.

You get lots of safety aids as standard, including lane-departure warning, traffic sign recognition, blind spot monitoring and automatic emergency braking (AEB). However, when it was tested by safety experts Euro NCAP in 2019, the Renegade didn’t have this across the range, so its score was capped to just three stars out of five.

Neither Jeep nor the Renegade featured in the 2023 What Car? Reliability Survey, but the brand finished last out of 32 manufacturers when ranked in the 2022 survey.

Every Renegade comes with a three-year unlimited mileage warranty, while the PHEV has an eight-year/100,000-mile policy for the battery pack.

Costs overview

Strengths Off-road option for anyone needing something a bit more rugged

Weaknesses High starting price; PHEV commands higher BIK rate than rivals; loses its value quickly; so-so equipment levels

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