There’s something both ironic and refreshing about testing Jeep’s first electric car on the rugged trails of the Oderwald. Nestled between the Elm and Harz ranges in Lower Saxony, the Oderwald is steeped in ancient forest and rolling elevations , the kind of place that whispers “adventure” even before you start the car. Which makes it the perfect backdrop for a brand trying to redefine what freedom and capability look like in the electric age. That’s where the Jeep Avenger comes in.
I had my doubts. Jeep? Electric? And front, wheel drive? But as I stood there, keys in hand, staring at the bright yellow Avenger Summit trim framed against moss, covered rocks and winding firs, the thought hit me: this isn’t a Jeep that follows tradition; it’s one that dares to lead in another direction.
Europe’s Baby Jeep: Looks, Build, and First Impressions
You might expect something American, sized with the name Jeep on the badge, but the Avenger is refreshingly compact. Just 4.08 meters in length. That makes it smaller than a Golf. It’s built on the same Stellantis eCMP platform shared with the Peugeot e, 2008 and Opel Mokka, e, and it’s unapologetically urban at first glance. But don’t let the size fool you , there’s clever packaging and rugged flair all over this thing.
The design, to me, feels more like a cheeky nod to Jeep heritage than a desperate imitation. Rounded headlights? Check. Chunky fenders? Check. That iconic seven, slot grille? It’s there, though sealed for aerodynamics. The rear lights are stylized with the classic Jeep “X” motif, a design echo from jerrycans on military vehicles.
Built in Tychy, Poland, with a motor from France and CATL, supplied batteries, it’s as European as it gets. Yet it wears the American legacy like a statement hoodie: bold, branded, and not too serious.
Living Electric in the Wild: Real, World Driving in Oderwald
Let’s talk range. Jeep claims up to 392 km WLTP from the 54 kWh battery (net usable: 51 kWh). But in the real world , and I mean real like wet leaves, elevation gain, and 12, degree inclines , I clocked about 305 to 320 km. And I wasn’t driving delicately. Regen on, heater on, Bluetooth connected, and yes , I had the heated seat cranked during a chilly morning in Börßum.
The motor itself puts out 115 kW (156 hp) and 260 Nm of torque, which doesn’t sound aggressive on paper, but in such a light package (1,580 kg curb weight), it moves. 0 to 100 km/h takes 9.0 seconds, but what matters is how it behaves between 20 and 80. From a standstill to merging on a Bundesstraße, the Avenger never felt out of breath. It’s not a Tesla in Ludicrous mode , but it’s got punch, especially from 0, 50 km/h. In the tight, winding forest roads around Werlaburgdorf, I found it nimble, planted, and a little fun.
On loose gravel paths climbing toward the Oderteich viewpoint, that 200 mm of ground clearance paid off. No AWD, true , but with hill descent control, Snow, Mud, and Sand modes (yes, really), the electronics did more than just simulate grip. I didn’t once feel like I needed rear drive unless I was trying to go up a muddy hill in a snowstorm.
Interior Talk: Simple, Sensible, and a Bit Plastic, Fantastic
The interior is where expectations need calibration. You’re not getting Land Rover levels of plush here. But it’s functional, bright, and well, thought, out. There’s a 10.25, inch central screen and a digital cockpit that’s thankfully not trying to be an iPad. The screen isn’t buttery smooth, but everything’s where it should be.
One quirk: the rear hatch button is on the ceiling near the dome light. I spent five minutes looking for it at the back before feeling like a fool.
Seats? Comfortable enough. I’m 1.83 m tall and had plenty of legroom up front. Rear legroom is okay for adults under 1.75 m. Trunk space is officially 355 liters, but in the real world, it’s just enough for a weekend trip , maybe two small suitcases and a folded, down Brompton. Rear seats down, you get up to 1,065 liters, which I used to transport my touring bike (minus front wheel). A big win.
One gripe: hard plastic everywhere. Door cards, dash, lower center console. It looks robust but feels a bit cheap for a car that crests €44,000 in its fully loaded Summit+ spec. Jeep needs to rethink this if it wants premium buyers.
Charging Experience: Fast Enough for Daily Life
On the road, I stopped at a 150 kW EnBW charger in Salzgitter. Jeep says the Avenger can take up to 100, 105 kW peak , and I saw a peak of 103.4 kW during a 10, 80% session that took 31 minutes flat. That’s not bad. Not Hyundai Ioniq 5 fast, but good enough for errands or a quick coffee while topping off.
For AC charging, it supports up to 11 kW , perfect for home wallbox users. I tested this too, and it went from 20% to full in a little under 5 hours. Again, nothing revolutionary, but refreshingly practical.
What mattered more was how well the state, of, charge estimate matched reality. Driving into the forest with 75% battery and 230 km of range felt accurate, and I never saw huge drops after cold starts.
Ride and Handling: Surprisingly Composed for a Tall Pup
I didn’t expect it, but the Avenger rides well. Jeep has dialed in a suspension tune that doesn’t bounce or crash over potholes , even on forest access roads or rough cobblestones in Goslar. The MacPherson struts up front and semi, independent torsion beam in back do a fine job.
The turning circle is tight at 10.2 meters, which makes U, turns in village lanes easy. Steering is light but accurate. The low center of gravity from the battery helps offset some SUV body roll. In fast corners , say 60, 80 km/h sweepers , the body leans, sure, but it never feels out of control.
Brakes are firm and progressive, though initial pedal response takes a moment to adjust to due to regen blending. Regen braking isn’t one, pedal , it slows gently, but won’t stop the car fully unless you brake.
Tech and Safety: Usable, but No Sci, Fi Here
Jeep didn’t go wild with gadgets. You get adaptive cruise control, lane keeping assist, and autonomous emergency braking that recognizes pedestrians and cyclists. I tested this unintentionally when a dog darted onto a farm lane near Klein Flöthe. The car beeped, braked hard, and saved me a very awkward conversation.
The infotainment is customizable and wireless Apple CarPlay/Android Auto is standard. The screen isn’t Retina, grade sharp, and it can lag during swipe gestures, but it gets the job done.
One big miss: no tow hitch available, not even optional. That’s a head, scratcher for a brand built on utility.
Jeep Avenger Tech Specs (Electric Variant)
All Jeep-related technical data is pulled straight from their official site for precision and credibility.
| Specification | Detail |
| Powertrain | Single electric motor (front axle) |
| Power | 115 kW (156 hp) |
| Torque | 260 Nm |
| Battery Capacity | 54 kWh gross / 51 kWh net |
| WLTP Range | Up to 392 km |
| Real, World Range (tested) | 305, 320 km |
| 0, 100 km/h | 9.0 seconds |
| Top Speed | 150 km/h |
| Drive Type | Front, wheel drive (FWD) |
| Charging (DC) | Up to 105 kW |
| Charging 10, 80% (DC) | ~31 minutes |
| Charging (AC) | Up to 11 kW |
| Trunk Capacity | 355, 1065 liters |
| Length / Width / Height | 4.08 m / 1.78 m / 1.53 m |
| Weight | 1,580 kg |
| Ground Clearance | 200 mm |
| Price (Summit+) | ~€44,000 |
Conclusion: Not Your Grandfather’s Jeep , But That’s the Point
Driving the Jeep Avenger through Oderwald was more than a test. It felt like witnessing a brand mid, transformation. This isn’t a Wrangler in disguise , and it’s not trying to be. It’s a European, designed urban electric SUV with just enough rugged DNA to still wear the Jeep badge proudly.
It’s not perfect. The interior could be more upscale. The infotainment needs a polish. And the missing tow option is puzzling. But it’s also honest, nimble, well, engineered, and built for real life , especially the version of life that includes small garages, narrow streets, and weekend hiking trips to secluded forests.
Would I buy one? If I needed a second car for the city with the guts to go off, pavement when needed , yes. The Jeep Avenger surprised me. And I think it’ll surprise a lot of other people too.
Is the Jeep Avenger good for long road trips?
Yes, as long as you plan your charging stops. The real, world range of around 310 km is decent, and charging to 80% takes only about 30 minutes.
Can the Avenger go off, road?
While it’s only front, wheel drive, its driving modes, 200 mm ground clearance, and hill descent control make it capable on gravel, snow, and muddy trails.
Is there an all, wheel drive version for Avenger?
Not yet. Jeep has announced plans for a 4×4 variant, but it won’t arrive until at least late 2025.
