Jeep tiptoed into uncharted territory just over a year ago when it launched the pint-size Avenger – Australia’s first battery-electric light SUV – but it hasn’t quite been able to lay claim to the land.
The Avenger was Jeep’s first-ever fully electric vehicle (EV) and narrowly beat the Hyundai Inster on sale here (but not the Mini Aceman, which is officially classed as a light car anyway), and it’s fair to say it looks more like an SUV than a hatchback than both of those tiny EVs.
But with modest dimensions similar to those of the garden-variety Mazda CX-3, it’s not so typical for a brand that sells itself on being tough and rugged, in part because the American off-road brand leveraged its European parent company, Stellantis, to base it on an already-developed ‘sub-compact’ modular car platform known as EMP.
The Avenger is therefore closely related to cars like the Fiat 600, Peugeot 208, and Alfa Romeo Junior, all of which are aimed at European customers and only the latter of which has since been released Down Under. Launched in Australia in late 2024 as a new entrant in Jeep’s increasingly small and eclectic local lineup, the Avenger has been met with a lukewarm reception. Although Jeep is hardly a volume brand here, the Avenger is its lowest-selling model.
Of the 1613 vehicles Jeep has sold in Australia so far in 2025, the Avenger has accounted for just 92. Only six were sold in November, fewer than all Jeep models including the more expensive and now-discontinued Grand Cherokee, which recorded 10 registrations.
Rubbing more salt into the Avenger’s wounds is the Junior, its platform-mate. Available with both electric and mild-hybrid powertrains (the latter of which is also expected to eventuate for the Avenger), the Junior has found 91 homes despite launching only in October – the two models are currently Australia’s slowest-selling light SUVs.
The point is that Australian motorists have steered well clear of these two Stellantis EVs, particularly the Avenger. Competition may be tough given the segment is dominated by more traditional models like the CX-3 and Toyota Yaris Cross, but there’s no skirting around the facts.
Granted, the Avenger is a niche vehicle, but it’s also by far the most expensive model in its class, and Jeep has never really been a favourite among Australian buyers. So what is it about the Avenger that seems to be repelling customers, and are they right to stay away?
How much does the Jeep Avenger cost?
The Jeep Avenger was treated to price cuts before its release, with the top-spec Summit brought down by $3000. It’s been priced at $60,990 before on-road costs since September 2024.
| Model | Price before on-road costs |
|---|---|
| 2026 Jeep Avenger Longitude | $49,990 |
| 2026 Jeep Avenger Limited | $54,990 |
| 2026 Jeep Avenger Summit | $60,990 |
There are currently only three EVs in the light SUV segment, including the Avenger, limiting direct rivals. The other two are the Alfa Romeo’s platform-sharing Junior Elettrica, priced at $57,900 before on-roads, and Hyundai’s Inster, which ranges in price from $39,000 to $45,000 before on-roads.
The segment leader is the non-hybrid CX-3, which tops out at $38,890 before on-roads, followed by the hybrid Toyota Cross, which peaks at $39,930 before on-roads. The theme across the board is that the Avenger (and its Stellantis sibling) are priced right at the top end of the segment.
For context, the drive-away price listed in Jeep’s online configurator is $68,635 for the Avenger Summit on test here, which is more than a top-spec hybrid Lexus LBX or an Audi Q2… you get the idea.
To see how the Jeep Avenger stacks up against its rivals, use our comparison tool
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What is the Jeep Avenger like on the inside?
Pretty cheap feeling for the price.
Okay, that’s blunt, but there isn’t anything in here that justifies spending $70,000. Practically everything is made of hard plastic and very derivative of the underpinning Stellantis platform, but arguably the worst part is that there’s no real sense of Jeep identity.
If you covered up the badge on the steering wheel and asked someone to guess what car the interior belongs to, they probably wouldn’t say Jeep (unless they noticed one of the few discreet ‘easter eggs’ scattered about). That’s a shame, because as much as Jeep is ripe for a punchline, there’s no question it has the heritage and personality to put something unique together. Think the rugged Gladiator or the flashy Grand Cherokee.
But even without defining features, the top-spec Summit is soured by the omission of any remotely premium inclusions. The leather-finished seats with their Jeep logos and geometric stitching are the only real highlight, as the rest of the cabin is plastic, cheap-looking, and incredibly bare.
The gear selector is a prime example. Placed front and centre below the climate array, it’s nothing more than some buttons: no shifter, no rotary dial, just four bland, plastic buttons.
Sure, they’re clear and legible, but we’d have liked a little more effort if nothing else – the related Junior at least gets a grabbable rotary toggle borrowed from the Peugeot parts bin. These buttons simply don’t promote the adventurous vibe Jeep angles for.
Above all, there’s nothing interesting going on, even if it’s all fairly tidy. Straight lines and grey or black surfaces dominate the front of the cabin, apart from the small attempt at a Jeep-specific design on the leather-wrapped steering wheel’s centre pad and the Avenger logo on the passenger side.
The 10.25-inch infotainment display sits awkwardly atop the dashboard like an afterthought, starkly contrasting the neater integration of the Junior. This screen is at least functional with its simple graphics, though some Stellantis quirks, like the unintuitive isolated shortcut buttons below, remain.
Wireless smartphone mirroring is at least a nice touch, and we can praise its reliability. A little more awkward is the split between the screen and physical buttons, which takes a while to get used to.
There is a strip of climate-related buttons along the dashboard’s leading edge, but any inputs are displayed only in a thin banner at the top of the infotainment screen and can be hard to locate at first. Despite the buttons, the only way to enable seat heating is via the screen, which is a weird inconsistency.
The 10.25-inch instrument screen is similarly bland, though an artistic topographical design offsets the simple rectangular gauges. There are a handful of menus to flick through, and you’ll find that its sharp resolution is easy on the eye.
We also appreciate the multitude of physical buttons on the tiller. While we’ve complained about the plastic surfaces elsewhere, it’s logical to have these buttons finished in that more durable material, and we like that there are no touch-sensitive controls.
Ergonomics are also decent, with reasonably comfortable massaging seats and a decent range of adjustment, though the narrow centre console leaves little room for the armrest. At least that armrest (and the ones on the doors) are nicely padded.
It’s also worth reiterating the fact there are countless Stellantis-style easter eggs scattered around the Avenger, many of which are subtle but at least give it a dash of character. It isn’t enough to truly make the SUV feel unique to the average owner, but it’s at least a hint of some actual Jeep flavour.
Beyond that, you’ll find workable storage options scattered throughout. There’s a deep, lidded bin in the centre console suitable for small bags, along with a large wireless charging pad, USB-A and -C ports, and a curious dash-wide slot for various odds and ends. The latter is practical but needs a rubber mat to stop things sliding about.
You’ll also find some cupholders behind the electric parking brake and drive mode switch. These modular fittings are among the better-considered elements of the Avenger’s interior.
A general theme is that the cabin is reasonably spacious. As small as the Avenger is outside, it feels like space has been maximised inside, making it feel less cramped than the closely related Junior – think of a slightly more roomy CX-3.
That carries through to the second row, where you get just enough leg room to accommodate adults, albeit ideally shorter ones. It’s also possible (if unfavourable) to squeeze three back here, as the Avenger is a five-seater – unlike the comparatively compromised four-seat Inster.
There’s no fold-down armrest in the middle, but you at least get a singular USB-C port on the back of the centre console. You’ll find more hard plastics, and foot room in the middle is compromised by a hump on the floor, which, even if there’s no exhaust or centre driveshaft here, is a product of the multi-powertrain EMP platform.
Moving to the boot reveals a functional space. The boot floor is entirely flat, apart from a small drop at the entry, which creates plenty of space; taller items will still have to be left behind if the folding rear seats are occupied.
There’s a shallow storage area under the boot floor too, ideal for the car’s charging cable. Unfortunately, you only get a tyre repair kit instead of a spare wheel, which isn’t ideal for a vehicle pitching any off-roadability.
| Dimensions | Jeep Avenger |
|---|---|
| Length | 4084mm |
| Width | 1797mm |
| Height | 1534mm |
| Wheelbase | 2557mm |
| Cargo capacity | 355L (rear seats up) 1252L (rear seats folded) |
To see how the Jeep Avenger stacks up against its rivals, use our comparison tool
What’s under the bonnet?
The Avenger’s electric powertrain looks remarkably like an engine under the bonnet. A 54kWh nickel manganese cobalt battery feeds a single front-mounted electric motor, which produces up to 115kW of power and 260Nm of torque.
| Specifications | Jeep Avenger Summit |
|---|---|
| Drivetrain | Single-motor electric |
| Battery | 54kWh NMC |
| Peak power | 115kW |
| Peak torque | 260Nm |
| Drive type | Front-wheel drive |
| Tare mass | 1520kg |
| 0-100km/h (claimed) | 9.0 seconds |
| Energy consumption (WLTP, claimed) | 15.8kWh/100km |
| Energy consumption (as tested) | 14.3kWh/100km |
| Claimed range (WLTP) | 390km |
| Max AC charge rate | 11kW |
| Max DC charge rate | 100kW (24min 20-80%) |
Our week with the car primarily involved highway driving, with only a few stints of lower-speed urban driving. Even so, it proved quite efficient, and we’re impressed that we beat Jeep’s energy consumption claim.
It’s worth noting that a mild-hybrid Avenger is available overseas, utilising a 1.2-litre three-cylinder turbo-petrol engine with total system power of up to 81kW in front-wheel drive models. The electric powertrain on test here is the most powerful Avenger powertrain sold globally.
There’s also a mild-hybrid four-wheel drive variant overseas, which uses the same 1.2-litre engine but adds two 21kW electric motors to the rear axle for up to 107kW of power.
This is not available in Australia, leaving the Avenger as a front-drive EV, at least for now.
To see how the Jeep Avenger stacks up against its rivals, use our comparison tool
How does the Jeep Avenger drive?
For its interior shortcomings, the Avenger’s on-road behaviour is generally quite good.
It’s a good job the Avenger is built atop a European platform, because those more confident driving dynamics make for a pleasant driving experience. Once you’ve wrapped your head around the somewhat laggy start/stop button and unconventional gear selector, you’ll be able to enjoy decent electric performance.
It isn’t quick by any means, but it’s more than capable of getting you across towns or cities with just a hint of electric zest off the line. The fact that its meagre 115kW of power is intentionally limited translates to very manageable power delivery, and the front wheels reliably hook up with little slip.
You can choose from a selection of drive modes if you’re not satisfied, but even Sport mode doesn’t have much effect. Throttle response becomes a touch sharper, sure, but even with the full 115kW unlocked, it won’t blow your socks off.
The main Sport-related change comes with steering weight. It becomes noticeably heavier to make nuanced inputs during high-intensity driving, which actually improves on the feeling of Normal mode.
The Avenger’s steering is very light as standard. While this aids low-speed manoeuvrability, it can translate to a flimsy feel, making the car feel more unstable than it really is.
In contrast, the ride is composed, especially compared with most other light SUVs. This is where the Euro characteristics are most apparent, as the Avenger confidently handles high-speed bumps and keeps its occupants comfortable.
The suspension is still firmer than you might expect, but it’s tuned well enough that the Avenger feels supple enough and nicely planted. Body roll is therefore kept in check around turns, and it’s possible to exploit the car’s agility through some more spirited driving – once you’ve acclimatised to the light steering.
Of course, it isn’t a sports car, but the positives in terms of ride and handling are largely consistent with its Alfa Romeo platform-mate. That’s refreshingly unexpected for a Jeep.
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Things change a little when it comes to braking, as the pedal feel is inconsistent. Like many EVs, regenerative and friction braking are combined, which can make it challenging to apply the brakes smoothly as the car shifts between the two braking methods.
There’s a noticeable point at which the physical friction brakes are engaged, which are much stronger than the energy-recuperating electric alternative. This isn’t a dealbreaker, but something that could be a learning curve for newcomers.
Similarly, regenerative braking on its own isn’t powerful and quite far removed from true one-pedal driving. As someone used to driving petrol cars, I prefer this setup, though it’s not ideal that there aren’t selectable levels of regenerative strength.
The only alternative is ‘B’ mode, which is engaged by pressing the ‘D’ gear button again. This noticeably increases regen strength to a point where those used to EVs may feel more comfortable, but it’s again a ‘one size fits all approach’ in that there’s still no real adjustment.
Its small dimensions and relatively weak power mean it doesn’t feel at home on the freeway, but it’s still workable if need be, provided you can deal with a bit of road noise. It’s much better suited to inner-city driving as a result.
We at least found that the Avenger’s driving-related tech is solid, which is more than can be said for most other light SUVs. Naturally, this is non-negotiable when you’re paying nearly $70,000, but it’s at least something that Stellantis has got right.
Adaptive cruise control is reliable, and items like the driver monitor are unobtrusive. Because our tester is a top-spec variant, it doesn’t miss out on things like blind-spot monitoring like its lower-spec counterparts do – these omissions are still objectively disappointing for the base Longitude.
Despite being a front-drive Jeep, the Avenger gets the brand’s six-mode Select-Terrain drive mode system, comprising Eco, Normal, Sport, Sand, Mud, and Snow. This full complement of modes is otherwise exclusively reserved for more rugged four-wheel drives.
Don’t expect anyone to do any real off-roading in this though, partly because it’s missing all-wheel drive and a spare tyre, but mostly because it’s essentially a city SUV and therefore lacks critical capabilities like extra ground clearance and wheel articulation.
Still, Jeep’s listing of the standard array of off-road geometries suggests that at least one Stellantis engineer considered off-roading, and the front and rear overhangs seem short enough to fend off relatively steep inclines.
There’s also decent protection under the car to shield its most critical components, so it shouldn’t be completely hopeless if you do need to hit a light trail.
All up, the Avenger presents a distinctly European driving experience, which works because it provides confident on-road manners, even if items like the steering and brake response could still use some polishing.
| Off-road dimensions | Jeep Avenger |
|---|---|
| Track front and rear | 1565mm |
| Ground clearance | 199mm |
| Approach angle | 20º |
| Departure angle | 32º |
| Ramp breakover angle | 20º |
To see how the Jeep Avenger stacks up against its rivals, use our comparison tool
What do you get?
Three trim levels are available for the Jeep Avenger in Australia, and the Summit sits right at the top.
2026 Jeep Avenger Longitude equipment highlights:
- 17-inch silver gloss alloy wheels
- Tyre repair kit
- Reflector LED headlights
- Automatic high-beam
- ‘Digital Jane’ pattern cloth seat trim
- TechnoLeather steering wheel
- Six-way manual driver seat adjustment
- Four-way passenger seat adjustment
- 10.25-inch digital instrument cluster
- 10.25-inch touchscreen infotainment display
- Wireless Apple CarPlay
- Wireless Android Auto
- Frameless auto-dimming mirror
- Satellite navigation
- Keyless start/stop
- Hill descent control
- Electronic parking brake
- Jeep Connected Services
- 7kW AC onboard charger
- Mode 3 Charge Cable
- Selec-Terrain
Avenger Limited adds:
- ‘Robin’ cloth and TechnoLeather seat trim
- Wireless phone charger
- Height-adjustable cargo floor
- Hands-free power tailgate
- Keyless entry
- 11kW AC onboard charger
- Powered, heated and auto-folding exterior mirrors with puddle lamps
- Height-adjustable cargo floor
Avenger Summit adds:
- 18-inch diamond-cut alloy wheels
- LED projector headlights
- LED tail-lights
- LED fog lights with cornering function
- Gloss black seven-slot grille
- Bi-colour roof
- Sunroof
- Leather-accented seat trim
- Six-way power-adjustable driver’s seat with two-way power lumbar support and massage function
- Six-way manually adjustable passenger seat
- Heated front seats
- Heated windscreen
- Privacy glass
To see how the Jeep Avenger stacks up against its rivals, use our comparison tool
Is the Jeep Avenger safe?
The Jeep Avenger has a three-star ANCAP safety rating, based on testing conducted by sister organisation Euro NCAP in 2024.
| Category | Jeep Avenger |
|---|---|
| Adult occupant protection | 79 per cent |
| Child occupant protection | 71 per cent |
| Vulnerable road user protection | 59 per cent |
| Safety assist | 54 per cent |
Standard safety features include:
- 6 airbags
- Adaptive cruise control
- Autonomous emergency braking (AEB)
- Pedestrian and cyclist detection
- Driver attention monitoring
- Lane-keep assist
- Rear parking sensors
- Reversing camera incl. dynamic guidelines
- Traffic sign recognition
Avenger Limited adds:
- Blind-spot monitoring
- Front, side parking sensors
- Intelligent adaptive cruise control
- Lane centring
- Traffic jam assist
To see how the Jeep Avenger stacks up against its rivals, use our comparison tool
How much does the Jeep Avenger cost to run?
Jeep Australia backs the Avenger with a five-year, 100,000km vehicle warranty and an eight-year, 160,000km high-voltage battery warranty. Servicing is required every 12 months or 12,500km, whichever comes first.
| Servicing and Warranty | Jeep Avenger |
|---|---|
| Warranty | 5 years, 100,000km |
| High-voltage battery warranty | 8 years, 160,000km |
| Roadside assistance | ‘Lifetime’ if serviced through Jeep |
| Service intervals | 12 months or 12,500km |
| Capped-price servicing | 5 years, $250 each |
| Total capped-price service cost | $1250 |
In comparison, the Junior Elettrica has longer 12-month, 25,000km service intervals, albeit without capped-price servicing. Current estimates on Alfa Romeo’s website suggest it’ll cost roughly $100 less to service over five years.
The only other electric light SUV is the Inster, which has even longer 24-month, 30,000km intervals. Its first three services (covering six years) total $1980, averaging $330 a year.
The hybrid Yaris Cross, meanwhile, costs $1275 to service over five years ($255 for each service), while the non-hybrid, non-electric CX-3 costs $2259 – averaging $451.8 per year.
Keep in mind that all four of those competitor brands offer unlimited-kilometre warranties.
To see how the Jeep Avenger stacks up against its rivals, use our comparison tool
CarExpert’s Take on the Jeep Avenger Summit
The Jeep Avenger is a challenging proposition.
On one hand, you get a commendable package for an otherwise rugged American brand’s first real foray into the EV world, even if the well-considered driving experience is the main thing propping it up.
There’s no denying that leveraging the European-developed Stellantis platform was a good move for the Avenger. You get good handling, a composed ride and a power output that seems to suit the chassis – in fact, with that in mind, it’s mildly amusing to imagine what Jeep would have produced if left to its own devices.
On the other hand, the Avenger’s light steering and unfriendly brake pedal are disappointing. The thing is, those things would be forgivable if the interior was better than it is.
That’s unfortunately a significant drawback for the Avenger, and one of the two reasons we’re reluctant to recommend it. There’s so much plastic and so little Jeep soul that there’s no real sense of identity, even though there’s so much personality that could be leveraged.
Compare that to the Junior, which offers a premium-feeling steering wheel, unique design elements and, above all, some actual Alfa flair, and the Avenger becomes all the more underwhelming. This top-spec Summit is also $4000 more expensive than the electric Junior, which is the other reason for our sentiment.
How it still costs this much even after a price cut is strange, and it makes the Summit way out of reach for most – if not all – buyers in this segment. So it’s not at all surprising that Jeep has sold so few examples.
At $40,000 drive-away, the base Avenger Longitude is much more logical from a value perspective, but then you miss out on basic safety gear like blind-spot monitoring. This pricing/equipment imbalance is the Avenger’s biggest problem, making it practically impossible even to shortlist.
Regardless of whether EVs suit Australian light SUV buyers, the Avenger hasn’t been set up for sales success.
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