2023 Jeep Avenger First Drive Review: Driving the electric Jeep you can't have
’s Corsa and Mokka electric. Jeep did a lot of work to make it stronger, shorten the overhangs, improved crash structures and enlarge the inner wings to accommodate big-diameter tires and allow more wheel travel. On the same parts-bin raid, Jeep also grabbed the latest electric architecture and battery tech, plus a motor that sends 154 horsepower and 184 pound-feet of torque to the front wheels only.
Climb in, and the cabin is compact and intimate, though far from cramped. The passenger sits quite close to the driver, but there are no clashing elbows. In the rear, there’s head- and legroom to spare for a couple of 6-footers on a well-stuffed and comfy bench. Switches are sensitive and easily identified, and the touchscreen and instrument binnacle graphics are nicely realized but not flashy. The indicator repeater sounds like a frog trapped in a box.
There’s evidence of being built to a price, such as the recycled-cat-fur load cover and the shiny plastic dashtop, but that’s not enough to erase the general perception of being well built and thoughtfully designed. Those charcoal plastic body sides for example, might look a bit cheap, but they make this car parking-lot proof with Jeep reckoning that owners could save up to $1,200 in paint and dentStart her up, and the systems engage without fuss.
Performance is brisk for a B-segment car sold in Europe and is appropriate for the urban sprawl that’ll be the Avenger’s natural habitat, but by American standards, a 0-62-mph time of 9 seconds won’t be impressing anyone. There are three driving modes, which isn’t unusual, but their ability to actually alter motor output is. Sport provides the whole 156 hp and 192 lb-ft, but Normal restricts you to 109bhp and 162lb-ft, while Eco cuts it down further to a miserly 82 hp and 132 lb-ft.
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