What$0027s it feel like?

Glide aboard and the Renegade still feels charming enough inside, with ample headroom and panoramic visibility through a windscreen that looks almost upright. However, many of the plastics are still significantly under-rented, and there is a greater emphasis on fun than on finesse and quality, certainly compared to the alternatives of Seat and Skoda. It is utilitarian, to say the least.

The driving experience itself is mostly harmless, with sufficient control of the body to avoid any obvious sensation of dizziness. In fact, the Renegade is a surprisingly easy car to place on the road, and although it often feels like the mass of the high bodywork is going to pull the tyres this way and this way, the grip on the road is good and on softer roads one can progress well.

Anyone who buys in this class should expect to give away some dynamic crossovers to tolerate finesse, but even for a company whose off-road roots are deeper than almost any other, the Renegade is simply too reactive to a surface of less than one electrode.

As expected, this entry-level Renegadefeel has a time of 11.2 seconds (0-62 mph), although for a small three-cylinder option, the Firefly is relatively easy to handle and quite linear once it has passed a very eye-catching turbo lag. It$0027s also decently economical, with a combination of 39.8 mpg in the new and much more representative PTA test, although the 1.6-liter turbodiesel of identical power comes closer to 50 mpg if you$0027re planning a large annual mileage.

In terms of equipment, the Renegade range starts with Sport and moves through Longitude and Limited before arriving at the Trailhawk with a high performance anti-slip platform. The Longitude tested here has rear parking sensors, fog lamps and 17-inch wheels above the Sport, while Limited adds much more leather.

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