Take a Jeep, put it in the dryer for too long. Once out, get it dirty in mud and sand, and make it perform improbable off-roading sessions. You get the context of the test.
The Jeep Avenger was until now a cool name and a successful face. A beautiful case whose plumage hid a third-generation 1.2L Puretech 3-cylinder engine (therefore chain-driven) with 100 hp. All linked to the front wheels. Sad for such a name.
The range has nevertheless expanded, with the arrival of a 100% electric version. But now a 4-wheel-drive hybrid version, delicately named 4xe, is poking its hood out. It is the subject of this test (admittedly short in distance, but intense) since it was used to carry out the Jeep Academy tests.
The Jeep Academy or singing the wheels in the mud
The Jeep Academy is a one-day program, during which you can have fun testing the off-roading skills of Jeep vehicles. All supervised by professionals, with vehicles loaned to you. The price per person is 360 euros. You can add a companion for 60 euros more. If you own a Jeep, it's 300 euros. And the meal is included, because eating is important.
The program took place at the Domaine de Forest Hill (in the 78 department). An area of 200 hectares and as many impassable areas without a suitable vehicle.
Jeep’s idea was to prove to us that the Avenger in 4xe (i.e., 4-wheel drive) was as capable as its big brothers, notably the Wrangler. This is what defines the context of this rather unusual test.
A muscular Jeep Avenger for the occasion
Like football, the design of the Avenger 4xe has “changed”. The grille has a protective mask, essential to avoid damaging the LED headlights.
The underbody is protected. The front bumper has been planed. It is tinted throughout and has an anti-scratch treatment. It also features a mark located at a height of 21 cm, which serves as a limit for the vehicle's immersion. A landmark next to which sits a small duck, in reference to the well-known joke about the duck placed on the hood in the Jeep universe.
The rear is also protected and benefits from a specific shield.
The upholstery is washable. This exists at Honda in the Jazz Cross Star for example. And it's welcome, especially when you have children. A sort of mental relief for maniacs (of which I am one). The interior finish is very "plasticky". If it was annoying in the Alfa Romeo Junior, it's totally acceptable in a Jeep that will undergo many cleanings. The center console looks good. The 4 quick-access buttons are good, except for the hazard lights, which should be easier to spot.
The overall style inside is more sober than the exterior, but the whole thing has a nice coherence. This little Jeep makes you want it, and that's the most important thing today.
Mechanics redesigned for off-road use
The entire engine has been revised to offer off-road capabilities.
The Avenger 4xe juggles with 3 engines:
– A 3-cylinder 1.2L thermal engine (this is the new Puretech with chain as evidenced by the oil cap integrated into the engine block), housed at the front
– A 21 kW (29 hp) electric motor dedicated to the front axle
– Another 21 kW electric motor dedicated to the rear axle
– The electric motors are powered by a 0.43 kWh battery
The whole thing delivers 145 hp, 35 hp more than the 2-wheel drive version. All this leads to a very interesting point: the absence of a connection between the front and rear axles. Both axles are therefore driven, but independent. A particularity specific to the use of electric motors. On a thermal engine, there is only one drivetrain whose torque is transmitted in a controlled manner to the wheels, thanks to limited-slip differentials.
The downside of this 4-wheel drive proposition is an extra 175 kg, which brings the Avenger 4xe to 1,455 kg. This remains entirely reasonable given the system in place.
The tires are also specific, with M+S 4-season rubber capable of driving in mud. Caution is still required, however: while these tires are capable of handling everything from clean asphalt roads, on which they are noisy, to muddy roads, keep in mind that they are not suitable for snow. The ideal is to juggle them with two other sets: one for the road, the other for snow. The advantage is that the Avenger 4xe is fitted with 17-inch tires, which makes the operation affordable.
The rear axle is fitted with a multi-link suspension versus a torsion bar on the 2-wheel drive version. This prevents a shock to one wheel from disturbing the other. Just build the Jeep Rubicon in Lego to understand the concept.
The range and a limited edition The North Face
The range is not complicated once explained. The Avenger is available in 4 engine variants: electric, hybrid, gasoline, and 4WD hybrid (with 2 electric motors).
Each engine is available in 3 trim levels (Longitude, Altitude, and Summit). Except for our 4xe, which benefits from a final high-end trim level (and all options except the manoramic sunroof), in collaboration with The North Face, but loses the entry-level trim level (Longitude).
In addition to the logo present everywhere (shield, hood, specific color, grille), the upholstery of this edition is adorned with a down jacket effect. It's fun.
This edition also comes with specific The North Face accessories, such as a tent, a bag, a water bottle, and various equipment.
Nothing too crazy. However, this edition is limited to 4,806 copies. I'll give you the reason at the end of the article, so you can figure out what this number refers to.
Four distinct driving modes
The Avenger offers 4 distinct driving modes. The management of the engines, torque, and also the accelerator pedal is adapted to various situations.
Auto mode
This is the default mode. The car manages everything (mode chosen for WLTP). 2-wheel drive by default. If there is a traction problem, the car switches to 4-wheel drive. And when the car exceeds 90 km/h, it switches back to 2-wheel drive.
Snow mode
The car is in permanent 4-wheel drive between 0 and 30 km/h. It alternates between 2 and 4 WD between 30 and 90 km/h. Beyond 90 km/h, the Avenger switches back to 2-wheel drive.
Mud and Sand Mode
It's exactly the same as Snow Mode, but the accelerator pedal offers increased progressiveness, with more latitude at low speeds for better torque control at low speeds, essential for crossing.
Sport Mode
There is a Sport mode. Not enough to set a time, but ideal for merging onto departmental roads. In this case, the car remains in 2-wheel drive (traction). The front electric motor and the combustion engine work together from 0 to 30 km/h.
While the off-road performance is there, the "sport" mode has neither the pretensions nor the capabilities. 0 to 100 km/h is achieved in 9.5 seconds. But 0 to 50 km/h is faster. This is what interests us most, especially for merging.
Off-road driving: it goes "cream" in the mud
The Avenger 4xe is capable of traveling a very short distance in all-electric mode. The benefit is total when crossing, because it allows for high torque to be maintained at very low speeds and without the need to increase the engine revs.
Moreover, logic dictates that you should never be at a complete stop, since the effort to go from a stationary state to a moving state is greater than that of moving a moving vehicle.
The Avenger 4xe can count on a progressive accelerator pedal that offers enough finesse to handle these somewhat... stunning situations.
The numbers speak for themselves:
– 22° approach angle,
– 21° bank angle,
– 21 cm ground clearance (with a duck's beak on the grille to indicate this),
– 35° departure angle,
– 40 cm ford crossing.
I was amazed by this little machine. A novice in off-roading, well guided by pros in situations where I clearly couldn't see anything, I was encouraged to do what I would never dare to do with a conventional car.
Special mention to the 32% climb. I had to try twice. It's because you need momentum to tackle the climb.
The traction is well distributed and the system manages the distribution very quickly. There is an automatic mode that controls the descent smoothly and eliminates the need for braking. It's unsettling at first, but you'll quickly get used to it.
The only regret is the lack of a 360° camera (only 360° proximity radars are present). We can console ourselves with the quality rearview camera (capable of offering a 180° angle). But for crossings with no visibility, it's lacking.
Driving on "civilized" roads: noisy and soft
On soft and smooth asphalt, the Avenger 4xe is not the most comfortable. The tires are noisy and can be heard. It's a shame, because the engine itself has undergone remarkable soundproofing, given its reputation for howling.
The suspension and ride height create a pronounced, but acceptable, roll. It's comfortable, and if you avoid pig-sized mass transfers and roundabouts in 3rd gear, it shouldn't be a problem for you.
Braking is quite unique since it involves two different types of responses, depending on whether you start braking or hit it. There is no "brake" mode (or regenerative braking) as such. This occurs slightly when you release the accelerator, but mainly at the beginning of the brake pedal's travel.
The accelerator responds well. The driving position is perfectly adjustable. Then things get tricky. The gearbox seems to be playing Mario Kart World between gear changes, and the soundproofing, while excellent in the city, is insufficient once you exceed 100 km/h. That said, the Suzuki Jimny or the Panda 4x4 are even less well-off. But keep in mind that it can become tiring on long journeys. You will then need to use another set of tires to reduce this by one decibel.
Note that Level 2 autonomous driving is effective. A shortcut to turn off the ADAS (those annoying beeps that are supposed to help you avoid dying at the wheel) is programmable.
In short, it's not a perfect board, but it's attractive and effective enough to hang on the wall.
Consumption: difficult to establish
It's difficult to shed any light on this point. In off-road conditions, consumption is close to 12L / 100 km. During the second part of the test, on the road, it was difficult not to test the car on steep paths. In the worst conditions, consumption was around 10.6L / 100 km.
But by driving like a civilized person, it will be easy to get down to around 7.5L / 100 km.
As a reminder, this is a 48V hybrid and not a Toyota-style HEV.
A disappointing multimedia interface
The Jeep Avenger's multimedia interface is a failure. The icons are bland and unreadable while driving. It's a shame they didn't delve deeper into the software rather than integrating useless games that no one will play. In addition, the menu is full of submenus, sometimes not very clear. The UI is reminiscent of the late Windows Phone. But with submenus and questionable organization.
The screen isn't the most responsive and you have to be patient between each action.
Fortunately, Android and Apple Car Play work wirelessly. Only the first connection is sometimes capricious.
Conclusion: a mini 4x4 that isn't afraid of the city
It's customary to laugh at SUVs capable of tackling the "urban jungle." Jeep delivers here a small machine capable of tackling the jungle itself.
It allows you to go to the local supermarket by road and return through the fields. It would have fit right in with Jurassic Park without a problem.
The whole vehicle is coherent: interior, exterior, off-road capabilities. It has the luxury of a cool name and a successful design. The icing on the cake is that it is still financially accessible. Opposite, there is the Suzuki Jimny and, to a lesser extent, the good old Panda 4x4.
Even the tires, admittedly noisy on the road, perform their versatile role. In short, it's successful enough to overcome the feel of the brake pedal and the lack of steering precision. Jeep delivers a coherent vehicle that puts a smile on your face.
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