During the golden age of advertising it was the jingles that sold cars and not the other way around.

When Fiat Chrysler Automobiles asked Interscope Records to create a song that would draw Millennials to an all-new subcompact Jeep, the chief marketing officer was presented with the tailor-made song Renegades just days later.

The tune, by a little-known indie band called the X Ambassadors, was reportedly already in the works when FCA came calling. With lyrics such as: “long live the pioneers, rebels and mutineers, go fourth and have no fear, come close and lend an ear,” the song had all the makings of an indie hit.

Rather than rely on radio play, the record company had the promotional power of one of the world’s largest automakers to feature the song in its commercials. While no indie band wants to be known as a sellout, the notion that the X Ambassadors wrote a hit based on a marketing brief is inspired thinking.

Too bad the actual car couldn’t carry much more than a tune.

Although it’s marketed as an American sport utility, the Renegade subcompact crossover is actually a Fiat wearing Jeep styling cues. The littlest Jeep is almost mechanically identical to the Fiat 500X crossover hatchback, both of which are assembled in Melfi, Italy, and not in Jeep’s historic factory in Toledo, Ohio.

Built on FCA’s Small-Wide 4×4 platform – a modified version of the Small Wide platform that underpins other Fiat Chryslers like the short-lived Dart – it’s fortified with enhanced structural rigidity and standard Koni shocks that work well with the four-wheel independent suspension. The wee Jeep’s taller stance gives it longer suspension travel with 17 centimetres of ground clearance on front-wheel-drive models, while the off-road-oriented Trailhawk 4×4 model provides 22 cm of clearance.

Its tall phonebooth profile pays dividends inside with plenty of headroom, and front-seat occupants have good legroom. Rear passengers aren’t so lucky leg-wise, but three-across seating is possible thanks to the generous width. The rear cargo hold offers just 18.5 cubic feet with the seats up, an unexceptional space bested by competitors like the Honda HR-V and Kia Soul.

“The interior is incredible: Grey leather seats with orange and brown accents. Leather-wrapped heated steering wheel, heated seats, an AC outlet in the back seat,” reads a review by a happy owner. Imagine the brio of offering interior colours other than black or carbon grey. Et tu, Toyota?

The base engine was a 1.4-litre turbocharged four-cylinder that produces 160 horsepower and 184 pound-feet of torque, tied to a six-speed manual transmission only. Optional, and vastly more popular around here, is Fiat’s 2.4-litre “Tigershark” four-cylinder that makes 180 hp and 175 lb-ft of torque, paired with a nine-speed automatic transmission exclusively.

All models can be either front-wheel or four-wheel drive, except the Trailhawk, which uses an advanced 4WD system with low-range gearing for true off-road capability. When equipped with the larger engine and tow package, a Renegade 4WD can pull 907 kg (2,000 lbs).

The Renegade didn’t receive any notable updates, beyond some tweaks to the well-liked Uconnect infotainment system, until 2019. That’s when a new engine arrived: a 1.3-litre turbocharged four-cylinder that makes 177 hp and 200 lb-ft of torque – a welcome improvement over the retired 1.4-litre four.

The new engine represents a step up from the 2.4-L four – which is the base engine as of 2019 – but, curiously, it’s slower than the big four and thirstier than the outgoing 1.4-L turbo. At least it works with the automatic, since the manual gearbox was unceremoniously dropped.

In addition to the fresh engine, the 2019 models benefited from some exterior styling changes, a revised instrument cluster and newly available features such as LED lighting and adaptive cruise control. All 2020 versions come with new telematics and a free one-year subscription that allows owners to remotely unlock and start the Renegade with the Uconnect smartphone app.

Driving the Renegade is an exercise in moderation. Regardless of which engine resides under the stubby hood, it’s a slow drive punctuated by an intractable automatic transmission known for its harsh shifts. For those who can operate a manual stick (both of you), the 1.4-litre turbo is the fun one; power delivery is smooth and it feels more responsive than the big four. But it’s still a weakling: zero to 97 km/h comes up in an underwhelming 8.7 seconds.

Most Renegade owners will have the 180-hp 2.4-L Tigershark underhood, wedded to the German nine-speed automatic transmission. Equipped with 4WD running gear, it makes for a heavy subcompact crossover as the stopwatch reveals a somnolent acceleration time of 9.1 seconds to highway velocity. Opt for the newer 1.3-litre turbo and the performance is virtually identical at 9.0 seconds.

“Big problem for me was the acceleration getting on highways and trying to pass. I love Jeeps, but the Renegade engine is lacking in any pickup and even hesitates to downshift when you need it,” observed one owner online.

Thanks to the Renegade’s tidy size and quick steering, front-drive versions feel very car-like and even a little sporty for those who can row a manual gearbox. Four-wheel-drive models sit a little taller (the Trailhawk is higher still), which contributes to body lean around curves, yet the Renegade never feels unstable. The boosted ride height adds to the genuine off-road competence, something that a Chevrolet Trax could never match.

While there are some attempts at refinement – triple door seals, an acoustic laminated windshield and an isolated rear-suspension cradle help quiet the cabin – the Jeep’s blocky profile makes wind noise a nuisance, owners noted. Then there’s the subcompact’s rather poor fuel efficiency, averaging 10.8 litres/100 km (26 mpg) in real-world driving. Another pain: holding just 48 litres, the fuel tank is minuscule and requires frequent fill-ups.

Owners talk reliability

Fans could count on Jeep to create a subcompact crossover that emulates the best traits of America’s off-road brand while delivering car-like qualities and ease of ownership. It’s nimble around town and easy to park, while four-wheel-drive models, especially the Trailhawk, offer best-in-class trail capability. Plus it’s cute as a button. What’s not to like?

A lot, apparently. Most notably, it uses the same ZF nine-speed automatic transmission that exhibits jerky shifting, stuck gears, vibration, surging, stalling and transmission-warning lights seen in other models that feature it. A computer reflash doesn’t always take, and entire transmissions have been replaced in considerable numbers. Those opting for the manual transmission may uncover a worn-out clutch – a common Fiat failing not covered by the warranty.

The transmission headaches may have diminished after the 2016 model year, but other powertrain issues persist. Fiat’s four-cylinder engines can spontaneously lose power on the highway, fuel fittings can start a fire, and there are numerous electrical faults affecting everything from starting to non-functioning accessories. The cooling fan may fail, which can cause the engine to overheat and warp the head gasket. The 2.4-litre Tigershark engine is notorious for consuming oil, which can lead to engine failure.

Owners have also reported malfunctioning door locks, broken air conditioners, frequent brake service and a plethora of electronic glitches that include blank rearview camera displays and Uconnect issues. The windshield can crack at the slightest provocation, owners warn.

Needless to say, this little Jeepster is more than a handful when it comes to maintenance and repairs. CarComplaints.com awarded the 2015 Renegade its Beware of the Clunker seal of disapproval for good reason. Fortunately, there’s no shortage of other used subcompact and compact crossover SUVs that play a happier tune.

The post Buying Used: 2015-2020 Jeep Renegade appeared first on WHEELS.ca.

“You were drag racing… in a Prius?” asked the incredulous officer in the Jason Bateman comedy Horrible Bosses, staring down the sheepish suspect. His classic comeback: “I don’t win a lot.”

Clearly, in the 20 years since the Toyota Prius hybrid has been sold in North America, it has gained a well-earned reputation for not-very-dynamic performance. But the gas-electric hatchback has long been known for its fuel-efficiency, reliability and its environmental sensitivity too.

Yet right around the time that movie came out in 2011, back when Hummers were thirsty internal combustion V8 brutes, the Prius also arguably lost its long-time environmental pedestal as well.

That was the year that the all-electric Nissan Leaf hatchback appeared on the Canadian market, soon to be followed by other similar-sized five-door EVs with no tailpipes. Environmentally conscious buyers therefore had a few zero emissions options, ones with much smoother and quieter powertrains, zippier acceleration, and at least back then in the three most populous provinces, an EV government rebate that helped reduce their extra cost (though not quite down to Prius levels).

Fast forward to now, and, Toyota has somewhat shifted its approach in its latest generation now of hybrid models. The company has moved away from offering different sizes of the Prius (RIP Prius-V and small -c) to widening the availability of its hybrid system onto many of Toyota’s mainstream models, including its popular RAV4 crossover, Sienna minivan and Corolla, on top of Camry and Highlander Hybrids launched long ago. The Prius family is now down to the regular front-wheel drive Prius, the plug-in Prius Prime that offers up to 40 km of all-electric range, and now the all-wheel drive AWD-e, as tested here.

For 2021, the AWD-e system is available in either the base $28,650 Prius, for roughly another $1,040, or on the $32,050 Technology models, which also adds rain-sensing wipers and wireless phone charging to the standard heated front seats and smart key entry. Android phone users take note: these two trims are newly compatible with Android Auto software for 2021. But if you opt for the top Advanced AWD-e option package, it deletes Android Auto compatibility, for some reason.

That’s unfortunate, because this Advanced AWD-e option package makes the Prius almost as space-age inside as it looks outside, but in a more upscale, positive way. It makes the centre screen a massive vertical 11.6-inch tablet, adds a Heads Up Display (HUD), a garage door opener, adaptive headlights, and an automatic parking system. Thus equipped, this tester came out to an as tested price after freight, options and other mandatory costs of $37,472.

Even outside the lack of Android Auto for this top model, there are some other head-scratching feature decisions with the Prius AWD-e. Want a power driver’s seat in your top-of-the-line Prius? Sorry, not available in the all-wheel drive model. Power sunroof? Ditto. But both are available on front-wheel drive Prius Technology models, perhaps to justify its identical $32,050 MSRP to the Technology AWD-e model.

The Prius comes in a compact body style that’s slightly shorter and narrower than a Corolla Hybrid, but officially provides mid-size interior room. This translates to almost double the cargo space (697 litres) to that Corolla (371), and more passenger room in general than the more upscale Lexus UX 250h hybrid crossover. Granted, rear seat legroom is more generous in the Corolla Hybrid, but otherwise, the Prius AWD-e lines up just ahead in interior space to its distant Lexus hybrid cousin, but below the new Ford Escape Hybrid AWD.

The unique dash-mounted shifter, heated steering wheel and wireless charge pad also help afford a high-tech sheen to the Prius, as does the complete silence once the car’s started. Sadly, this silence doesn’t last long, especially with winter temperatures, when you’ll be lucky to get out of your driveway before the raucous engine roars to life.

It’s this loud engine noise that kept coming up again and again in my notes, and is the predominant takeaway of driving the Prius. Sure, there’s a nice bit of silence at stop lights, and occasionally while you’re rolling through the drive-through. But this idle silence contrasts even more with the hoarse engine note, to the point where I’m convinced that no base Corolla or Corolla Hybrid would be make this much racket – and both of those start at thousands less than the Prius.

It’s not like I was thrashing it either. At 121 total horsepower generated between the Atkinson-cycle 1.8-litre, 95 hp four-cylinder engine and the small electric motor, and 105 lb-ft of torque, there’s obviously not much straight-line grunt. What’s more disappointing is the other aspects of driving the Prius: the occasionally wooden brake pedal feel, the loosely connected steering, the roughly jarring ride over bumpy urban streets, and the comical lean angles when even mildly entering a highway ramp corner.

Granted, Prius buyers will likely be more impressed with its overall 4.8 L/100km overall fuel efficiency, which is just a touch lower than the similar 4.5 L/100km city/highway combined figure of the front-wheel drive ’21 Prius (and the ’21 Corolla Hybrid, incidentally).

Also impressive is the amount of standard safety equipment on all Prius models. A full-speed dynamic radar cruise control system, with lane departure alert with steering assist and lane tracing functions, pre-collision system with pedestrian and animal detection, plus automatic high beams all work very well together to help avoid crashes on the road.

The all-wheel drive system is a slip and grip arrangement that works primarily from rest to help you get going, adding an extra degree of urban confidence in slippery conditions, though the drivetrain acts mostly in front-wheel drive to help minimize fuel efficiency reductions. When crashes can’t be avoided, there are eight airbags including one for the driver’s knee, plus frontal whiplash protection.

In the end, the 2021 Prius AWD-e offers plenty of interior room and technology, under the hood and inside, but ranks lower on overall refinement, driving dynamics or engine noise insulation. The Prius is just one of many well-known stars that appear in the still-worthwhile Horrible Bosses, some barely known at the time, including a former royal, and multiple Canadian connections. But even if it added to its launch grip, the slightly heavier Prius all-wheel drive model still wouldn’t much improve Bateman’s drag racing odds.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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General Motors’ twin truck strategy revolves around the combined efforts of bulk-selling Chevy pickups and the premium pickings of GMC offerings. And GMC’s Denali packaging, really more of a sub-brand than just a trim level, took the premium nameplate’s upscale emphasis to new limits.

Recently, GMC launched a new sub-brand classification aimed in a different direction with AT4 models, successors to earlier All Terrain trim versions, refreshed to appeal to off-road-oriented customers.

The Canyon, sibling to the Chevrolet Colorado, is GMC’s mid-size entryway into the pickup segment. And the new 2021 GMC Canyon AT4 tested here follows earlier AT4 applications across the Sierra and Sierra HD pickup lineups, as well as on Acadia and Yukon models.

Sure, you can get into the Canyon pickup lineup for under $30K if you stick to the base Elevation Standard trim in Extended Cab configuration with the optional 2.5-litre four banger 6AT 2WD powertrain. But that would leave you with limitations on space, strength and, even worse, with two wheel-drive in a pickup truck.

The Canyon AT4, parachuting in at a higher $41,898 MSRP, might seem substantially pricier, but it starts with the roomier Crew Cab layout, adds more content and harnesses a virile V6 engine, putting power down through an 8-speed automatic and, of course, through a standard four-wheel drive system (because this is the Great White North, after all!).

The 3.6-litre V6 makes 308 hp and 275 lb-ft of torque. As tested here, this V6 pulls with vigour, and sings with a baritone moan while earning respect and a 3,175 kg (7,000 lb) tow rating. The 8-speed auto tranny comes with Tow/Haul mode, manual shifting buttons and swaps the cogs smoothly.

Active Fuel Management can disable two cylinders under light cruising conditions and the V6 barely breaches the 1,500 r.p.m. mark at highway speed. Yet this engine is not particularly thrifty. Fuel economy is rated at 14L/9.9L/100km (city/hwy). My real world results came in at 12.5L/100km (comb).

A late addition 2.8-litre diesel engine making 181 hp and a hefty 369 lb-ft of torque and mated to a 6-speed automatic returns better fuel economy numbers of 11.7L/7.8L/100km (city/hwy), along with even more towing oomph. But it would also require some hard thinking considering the diesel option’s $7,300 added cost. The higher the price climbs the more you might consider bumping up into the full-size Sierra lineup.

The 2021 GMC Canyon AT4 adds off-road cred with 31-inch Goodyear Wrangler DuraTrac tires fitted to 17-inch aluminum wheels. The aggressive tread pulled me through mud, gravel and snow without any accompanying highway howl on pavement. An AT4-specific off-road tuned suspension adds capability and is complemented by and Advanced Hill Descent Control System. The 4WD system features 2Auto, 4H and 4L settings and incorporates an Eaton G80 Rear Automatic Locking Differential. The AT4 also adds a skid plate to protect the Autotrac 2-speed transfer case on rockier roads and trails. Added skid plate options are available.

This whole package is wrapped up in a strong but subtle exterior treatment, looking rather plain-Jane in Summit White, as tested here. The big wheels and tires make a statement but there are no brazenly-painted logos or brand markings, just small AT4 badges on the front doors and tailgate. A large dark chrome grille marks the front instead of Denali bling, while jewel-like LED fog lamps and red recovery hooks add a few final accents.

Weekend warriors wanting to go all-in on a more “in-yer-face” off-roader might want to consider pricier Chev Colorado ZR2 or Jeep Gladiator Overland options, or at least browse GMCs accessory list of sport bars, off-road lighting kits and other add-ons.

This short box version offers 1,169 litres of cargo room. There are slots for load separation, tie down loops and the box has been treated with a spray-on bedliner ($550). A long box version ($600), with about a foot more box length, is also available and would bump the cargo space up to 1,413 litres.

Inside, the Canyon AT4’s dimensions feel obviously tighter than in a full-size pickup. But the smallish seats are comfortable enough, there’s do-able seating for five average-sized adults and I could even ‘sit behind myself’. The rear seat flips up to accommodate more secure cabin stowage or to access underseat storage cubbies. Interior styling is unremarkable but the AT4 logo is boldly embroidered on front headrests and there’s unique Kalahari stitching on the steering wheel, dash and armrest soft touch surfaces.

The Canyon lineup will carry on with minor revisions over the next few years before a new third generation version, probably reworked with a new platform, potential turbo-four and 10-speed tranny applications, debuts sometime around 2023. And with all the buzz about GMC’s new electric Hummer EV, there’s bound to be some trickle-down Canyon electrification and/or hybridization in future.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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If you’re surprised to hear that it’s already time for the Nissan Kicks to get a mid-cycle refresh after only two and a half years in North America, your reaction makes sense. But it’s not that the brand is ahead of the game exactly: while Kicks made its debut here in 2018, this frugal front-wheel-drive crossover has been in production for global sale since 2016, so the time is right for it to receive a little bit of polish.

Both the front and rear design end have been updated with the most dramatic changes being to the grille, which now gets the much more dramatic V-motion treatment along with thinner available LED headlamps. On the rear, the bumper has been updated with LED rear headlamps and a new shark fin antenna. The optional 17-inch wheels are now available with new designs.

Exterior colour combinations have been simplified with black, white, grey, and brighter blue and red options available for solid colours while two-tone combinations have been reduced to these same colours with a black roof, plus an orange and black option. In other words, if you’re especially attached to the blue body and white roof or grey body and orange roof colourways from the 2020 model, get in touch with your dealer sooner than later.

While the same powertrain carries over to the new model – a front-wheel-drive 1.6-litre four-cylinder making 122 horsepower and 114 lb-ft of torque matched to a continuously variable transmission – the SV and SR trims have upgraded disc brakes on the rear wheels.

Apple CarPlay and Android Auto are now standard equipment along with the Nissan Safety Shield 360 suite of safety technologies including automatic emergency braking with pedestrian detection, lane departure warning, blind spot warning, rear cross-traffic alert and automatic braking, and high beam assist. Radar cruise control is available starting from the SV grade, as is a newly offered 8-inch colour touchscreen display along with heated front seats and a heated steering wheel.

Other interior improvements include silver door trim and an updated side vent design, and a total of four USB ports, including an available USB-C. An optional centre console acts as a fixed centre armrest on higher trims. Twelve different accessories in five colours are available through the Kicks Colour Studio, which can be installed by the dealer or the customer. This includes optional black 17-inch alloy wheels with coloured accents.

Packaging retains the S, SV, and SR grade levels, but premium features such as around-view cameras, the headrest-mounted Bose audio system, leatherette seats, and 17-inch black alloy wheels are now split out into a Premium package add-on to the SR grade. The 2021 Nissan Kicks goes on sale in February with pricing to be announced closer to launch.

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