2015 Jeep Renegade
While we as automotive enthusiasts tend to be wary of returning nameplates, as they rarely live up to the cars that originally used them, it can be done with success, as jeep proved with the new cherokee. Well, with that success in hand, jeep is now focused on the rapidly growing small crossover segment, and has placed the venerable Renegade name on an new model, with a new DNA.
Renegade is defined as “one who deserts or betrays an organization.” So it’s a fitting nameplate for the 2015 Jeep Renegade, as it enters into a new segment for brand, and is clearly unlike any other jeep in the stable… …or is it?
Jeep fans know that renegade not as a model name, but rather a trim package found mostly on cjs and wranglers.
And while early photos, with its borderline-cartoonish appearance, made it hard to take seriously, in person, the subcompact renegade sports much better proportions while still saying classic jeep up front. But, less so in the rear ¾ view with the upwardly arched quarter windows. But, the x-motif in the taillights and elsewhere, playing off a ww II-style fuel can, is pretty cool.
As for its new DNA, the renegade is on fiat’s small-wide 4x4 platform that it shares with the 500l and upcoming 500x. Built in Italy, FCA hopes renegade will make jeep as popular in global markets as it is here.
One feature we haven’t seen on other new smallish-utes is removable roof panels. Renegade’s basic mysky system has two separate pieces that, when taken off, deliver some of that open air experience jeeps are known for. Mysky with a power sliding front panel is also available.
There’s not an abundance of room in the comfortable front seats, but more than you’re expecting; and that just means all of the controls fall close to hand.
Seat controls were manual in our latitude-trimmed tester, but they’re very beefy felling, not compact car flimsy. The instrument panel looks nice, if a bit gimmicky. there’s jeep logos and “since 1941” script everywhere. It can get a bit cheesy and some materials are more economy than rugged.
The uconnect screen is on the small side, but it gets the job done, and the overall look of the interior will undoubtedly appeal to the younger set. Rear seat room is good, but the seatbacks don’t quite fold flat for cargo.
And while total cargo space is decent at 50.8 cubic-ft; 18.5 behind the rear seats; it falls well short of the Honda HR-V. Also, the mysky panels storage bag takes up a lot of floor space.
Now, jeep wanted to make sure you can still do jeep-type things in the renegade, and the trailhawk model features a standard active drive low 4x4 system with terrain select modes for snow, sand, mud, and rock. It’s clearly the only suncompact ute designed for true off-road use.
And you can still get jeep’s regular-strength active drive full-time 4x4 system in all other trims, which worked fine for us.
On road, the renegade feels very car-like, with minimal roll in corners and heavy steering. It’s a solid package overall, with no squeaks or rattles from the roof panels, though wind noise can ring out at speed.
As for powertrains, there are two. The larger, 2.4-liter tigershark I4 boasts 180-horsepower, and 175 lb-ft. of torque. Though a little rough at idle, there’s an impressive amount of power for a segment that mostly consists of sub-2.0-liter engines.
And of course there is one of those available here as well, fiat’s 160-horsepower 1.4-liter multiair turbo-4 which comes with a 6-speed manual.
The 2.4-liter gets a 9-speed automatic which worked okay. There’s still some occasional stumbling, but it’s definitely an improvement over early cherokees.
At our test track, the 2.4 renegade snaps off the line like a sprinter, but quickly settles down into a marathon pace; reaching 60 in 8.6-seconds. Leisurely shifts compound the ¼-mile situation, which took 16.5-seconds to climb to 83 miles-per-hour.
A relaxed pace was the way to go through our cone course too; as anything more, turns manageable understeer into full-on plow. An average stopping distance of 120-feet from 60 was not bad, but random locking and an unsettled rear needs to be improved upon.
Government fuel economy ratings for a 2.4 4x4 are 21-city, 29-highway, and 24-combined. Our average of 25.4 of regular is certainly superior to an old xj; but we expected better from such a small-fry. Still the energy impact score of 13.7-barrels of oil use and 6.1-tons of annual CO2 emissions is healthier than average.
We think jeep’s first attempt at a truly global small crossover will represent the brand well throughout the world, as it will be available in more than 100 countries. Pricing here in the good old U.S. of America starts at $18,990 for a sport; 4-wheel-drive adds 2-grand more.
So, while its origins are off-shore, the 2015 Renegade still embodies much of what has made the jeep brand an American icon. Combined with a low price, it’s the perfect jeep for people who think they want a jeep, but really want a rugged-looking small crossover with all of the modern comforts they’ve become accustomed to. so, renegade is one traitor with a good cause.
Specifications
- Engine: 2.4 liter / 1.4-liter
- Horsepower: 180 / 160
- 0-60 mph: 8.6 seconds
- 1/4 mile: 16.5 seconds @ 83 mph
- EPA: 21 mpg city/ 29-highway
- Energy Impact: 13.7 barrels of oil/yr
- CO2 Emissions: 6.1 tons/yr
2024 Acura ZDX
Acura Gets To EVTown With A Little Help From Its Friends
This Acura ZDX may look just like every other Acura, but that’s far from the case. This is actually the brand’s first all-electric vehicle. And that’s just the tip of this electronic iceberg, as there’s plenty more to discover beneath the surface. So, join us for a deep dive into some unchartered waters.
The Acura ZDX is the brand’s first full battery-electric vehicle, and Acura took a long and winding road to get here. It started off in Detroit where GM’s Ultium platform was born. Honda struck a deal to make use of it for their Prologue SUV and developed this Acurafied version right along with it. Base A Spec comes standard with a single 358-horsepower rear motor, or you can step up to a dual-motor all-wheel-drive setup with 490 horsepower. This Type S cranks up the horsepower a bit to 499 but more impressively winds up an additional 107 lb-ft of torque for a total of 544; that’s 52 lb-ft more than the last NSX supercar.
All versions share the same 102-kWh battery, meaning a max range of 313 miles in the A-Spec. That drops to 278 here in our Type S tester, though in our driving loop, we were on pace for 295 miles. 190-kW max fast charging feeds enough juice to get you to 80% charge in 42 minutes. And using 43-kWh of electricity per 100 miles, the Type S earns a fair efficiency rating. Regen braking may not have as many levels of adjustment as some EVS, but full one-pedal driving is available, along with a regen-on-demand brake paddle on the back of the steering wheel.
The Type S gets a host of additional upgrades dedicated to improving performance: bigger stabilizer bars front and rear, quicker steering ratios, 22-inch wheels, and an adaptive air suspension that keep the ride pleasant even with those 22s. Summer tires are also available.
Not sure if it speaks to the Acura’s overall refinement, or if we’re just getting used to launching crazy fast EVs, but the ZDX didn’t feel particularly strong off the line, yet when we looked at the numbers, we were racing to 60 in just 4.5-seconds. No drop off in power though the ¼-mile. ZDX is consistent and fast; silently streaking to the end of the track in 12.9-seconds at 110 miles-per-hour. As with all EVs, there’s substantial weight to deal with, here about 3-tons, but its distributed equally front to back, and it felt extremely smooth through our handling course. The very light steering and aggressive stability control took some getting used to, but after a few runs we were able to find a good pace that kept everything happy, including us as there was very little body roll in the ZDX.
It felt extremely smooth through our handling course.
Type S gets Brembo brakes up front, and in our panic braking runs, there was a very aggressive initial bite, and despite the weight, brought things to a quick stop in a short 102-feet from 60 miles-per-hour.
Inside, a sharp-looking digital instrument cluster is joined by an 11.3-inch color touchscreen display, small by today’s standards, but well integrated, and with Google built in, operation is very familiar.
All ZDXs come with Perforated Milano leather seating. Type S upgrades with Microsuede inserts. It also adds a unique steering wheel, brushed aluminum trim, lots of logos, and it is the first Acura to get a Bang & Olufsen audio system. Small item storage is plentiful up front, and rear cargo capacity is 28.7 cubic-ft; expanding to 62.0 with the rear seatbacks folded; that’s closer to RDX than MDX. Back seat passengers get a great experience, with plenty of room all around, heated seats, climate controls, and charging for their electronics.
Despite starting off with the GM chassis, Acura designers clearly crafted a vehicle that looks every bit an Acura. It’s long, low, and wide with a modernized take on Acura’s shield grille leading the way.
A-Spec pricing starts at $65,850, Type S goes for $74,850; both versions are currently still available for full federal tax credits.
You may remember a first Acura ZDX, a coupe-style SUV that came and went in the early 2010s. This is not that ZDX, but it’s certainly just as forward thinking; better timed and much better looking too.
The Acura ZDX is a very well executed first step into the world of electrification. And we have no problems with them getting a little help from GM to get things started, as the Ultium platform has spawned some fantastic EVs. But, at the same time, we do look forward to what Acura’s next and perhaps far more important step will be.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 102-kWh
- Horsepower: 499
- Torque: 544 lb-ft
- EPA Range: 278 miles
- 0-60 mph: 4.5-seconds
- 1/4 Mile: 12.9-seconds at 110 mph
- Braking, 60-0 (avg): 102-feet
- MW Test Loop: ~ 295 miles
- Peak Charging : 190-kW