Jeep Renegade Trailhawk 2016 Review

Jeep Renegade Trailhawk
Road Test

Jeep's step into the light SUV segment hasn't been taken lightly. It consists of the choice between two naturally-aspirated petrol four-cylinders – a base-model-only 81kW/152Nm 1.6-litre and a 129kW/230Nm 2.4-litre that is exclusive to the AWD Renegade Trailhawk tested here – and a 103kW/230Nm 1.4-litre turbo. Is it a case of style or substance? Does the Renegade tick all the boxes?

The Trailhawk is the jewel in the Renegade crown, and it arrives packed with electro-goodies and classy equipment. It's fair to say that it would need to, because we are talking about light SUV with one heck of a hefty price tag.

Central to top-of-the-line status is the fact that the Trailhawk is the only Renegade to get AWD. Essentially, the others are soft-roaders. This one lays claim to real off-road ability, rising from the gridlock of softies in the current domestic marketplace.

Mated to that 2.4-litre petrol four-cylinder is the model specific nine-speed automatic transmission. Nine-speeds really are the new black when it comes to transmission configurations (look to Mercedes-Benz on that front), but this is the first time we've seen one in a car of this ilk.

In practice, the choice of ratios keeps the car in the power at all times, and while those performance numbers are far from astounding, the optimum is almost always available. Clever stuff.

Then there's Jeep's new full-time four-wheel drive system – including Jeep Active Drive Low with 20:1 crawl ratio and 'Selec-Terrain' system with easily-switchable modes to tackle mud, snow, sand and rock.

The Renegade Trailhawk also features hill-descent control function which adds to the bush work credentials to which Jeep quite correctly lays claim. While we kept pretty much to the blacktop, we have sampled the Renegade Trailhawk off-road previously, and came away pretty impressed.

Okay, let's get seated. The Trailhawk makes no bones about its idiosyncratic approach to design and looks. It really is a funky looking little thing.

Inside there are anodised highlights all over the shop. Full marks to Jeep for taking the design stick to the interior of the car, but there can be little doubt that the 'in your face' nature of the inside will polarise opinions.

It took a while, but it grew on me; and breaks the car away from the more mundane offerings in the sector. Jeep is now owned by Fiat and the Italian manufacturer's influence here is obvious.

Now, Jeep has added little touches all around the vehicle it likes to call Easter Eggs. Little design icons – how many can you find – type of thing. The classic 'seven-slot grille and round headlight' silhouette appears throughout, there's a Willys Jeep printed driving up the edge of the windscreen and 'SINCE 1941' embossed into the infotainment system surround.

The redline on the tacho is represented by a spray of fake mud.

Yes, really.

While all that colour and style will please the aesthetes among us, the car is also pragmatically designed. After all, there's a better than even chance these things will see far more school drop-offs than summit crestings.

There's a glove-box, and door pockets for drinks, a storage area at the bottom of the dash, and an adequate centre console. There are two more drink holders in the centre, for Tarquin's energy drink on the way to fencing practice. In the back there's a 40:60 split, with seat pockets on the front-row.

You'll seat two adults comfortably in the rear, making the Trailhawk a bit of a Tardis – it uses space well indeed. I have two long and loungey teenaged lads, and they found it quite comfortable over a longish trip.

Vision is not a high point. The front pillars are substantial indeed, while the tiny third side window at the rear is little more than a design exercise. The Trailhawk's at-standard blind-spot monitoring set-up is brought into play regularly. It's an upshot of modern safety requirements that structural underpinnings are beefy, and Jeep doesn't have this on its own.

It's still a small SUV, so while the boot opening is a good size, the 351-litres cargo space isn't huge.

Handling is a little remote, probably as much to do with Jeep serving the comfort requirement as anything inherently poorly designed. Again, the Renegade will probably have to be driven by more than one member of the family and broad driver appeal is a plus here.

The steering is sharp enough, but has that typically American over-assistance at the tiller. The turning circle leaves a little to be desired as well at 10.8 metres. Inner urban U-turns or tight bush track maneuvers will ensure a driver feels every metre of that.

The suspension straddles the comfort/travel equation brilliantly, which is a big ask. The car serves two very distinct and disparate masters and does it as well as can be expected.

Ancillaries are well thought out. Headlights that see around corners, just about the best rear camera I have experienced, and last but by no means least, great, progressive brakes. All important stuff for a car charged with carving a new niche for the brand.

Ultimately, the market will decide if Jeep gets traction with the Renegade, and in many ways it deserves to sell well. It is a niche that has not been deeply explored (that of the small, off-road competent luxo-truck), and Jeep has stolen a march in the segment with this Trailhawk variant.

We'll watch with interest…

2016 Jeep Renegade Trailhawk pricing and specifications:
Price: $41,500 (plus on-road costs)
Engine: 2.4-litre four-cylinder petrol
Output: 129kW/230Nm
Transmission: Nine-speed automatic
Fuel: 7.5L/100km (ADR Combined)
CO2: 175g/km (ADR Combined)
Safety Rating: Five-star ANCAP