Skoda Kodiaq vs Jeep Avenger

What's the difference?

The new Skoda Kodiaq Select 140TSI is a quiet achiever. It may not be as flashy as some of its rivals, and the engine won’t knock your socks off, but it delivers where it counts. This is a well-rounded seven-seater that’s comfortable, practical and cleverly equipped with more standard features than you’d typically expect from a base grade. If you’re after a family SUV that flies under the radar but ticks all the right boxes, the Kodiaq deserves a close look.

The Jeep Avenger is a strong move for the brand as a city-focused offering, and particularly as its first EV.

The styling and easy driving experience should be a draw, but its price in an increasingly competitive small SUV (and electric car) market could be a turn-off for some - even if it is only few thousand dollars more expensive than the slightly larger Compass.

Despite a couple of small flaws and a lacklustre safety rating overseas, the Avenger is ultimately one of the best-driving cars the brand has put out in years, and deserves a look if you’re keen on a practical but stylish EV.

From the outside, the new Kodiaq looks more athletic than bulky, with a long and low stance that gives it a sleeker profile than many of its taller, boxier rivals.

The new restyled grille, 19-inch alloy wheels, and distinctive C-shaped LED tail lights give it an understated but handsome roadside presence. This is an SUV that favours quiet confidence with a European flair.

Step inside, and the cabin continues that design language with a stylish, angular dashboard and a well-considered layout that’s both practical and premium in feel. The black leather upholstery, crisp technology displays are complemented by Skoda’s clever new multi-function rotary dials.

Even in the base Select grade, the interior punches above its price point.

One of the Avenger's biggest draws for me is its style.

Those who like the Jeep brand for its rugged off-road vibes, but don’t actually want or need to go off-road might enjoy that it still looks very Jeep.

We’re told that the decisions made in this car’s design are all for a purpose, and some of them are very clear.

For a start there’s a deliberate plastic barrier wrapped around the full 360 degrees of Avenger to protect the paintwork and body panels in low-speed collisions that can be just as likely off-road as in a carpark.

There’s also the sunken headlights, which sit far enough back that they’re less likely to be damaged in an impact, being one of the most expensive and breakable parts at the front of a car.

But there’s also a series of little hidden ‘easter eggs’ that the Avenger’s head designer Daniele Calonaci left up to us to find for ourselves.

For a start, the tail-lights feature an ‘X’ shape that’s inspired by the jerry cans used to carry spare fuel and liquids in World War 2.

The ‘X’ theme continues in other places on the Avenger,  though there are some more cutesy design features like a series of seven-slot grille motifs around the car in places like the wheels, tail-light, and even a small one under the front grille.

There’s a 3D ladybug in the roof rail up top, too. But perhaps the most ‘aww’-inspiring is the silhouette of a child looking through a telescope in the lower passenger side of the windshield, up at some stars in the upper driver’s side. The child? That’s Calonaci’s son.

The Kodiaq does a solid job of blending family friendly space with clever design. Up front, there’s plenty of room to stretch out, and the wide door apertures combined with a 187mm ground clearance make getting in and out a breeze.

The front seats are genuinely comfortable, with thick padding, supportive side bolsters, extendable under-thigh supports and heating for both front occupants, which is a nice inclusion at this price point. The driver’s seat is also electrically adjustable with memory, which adds a layer of convenience.

Skoda has a reputation for smart storage and the new Kodiaq continues that trend. There’s a sunglasses holder, an umbrella nook inside the drivers door, removable rubbish bins in each front door pocket and a handy dual glove box set-up. The centre console offers a mix of deep storage, two cupholders and lots of charging options, including two USB-C ports and dual wireless charging pads, plus a third USB-C near the rearview mirror.

That said, the tech experience hasn’t been completely seamless. The 13.0-inch multimedia display looks sharp, but the touchscreen can be laggy at times. The three multi-function dials, while clever in theory, aren’t always intuitive in practice. Changing functions on the go can be fiddly, and I found the climate control system occasionally unresponsive — the ‘sync’ function worked inconsistently and for some reason, we couldn’t always unlock or adjust the rear climate control.

On the plus side, the system includes built-in sat nav, wireless Apple CarPlay and wireless Android Auto. CarPlay connected easily and stayed stable throughout the week.

In the second row, my eight-year-old had no trouble hopping in and out, and while the seats are on the firmer side, they’re still comfortable enough for long drives. Amenities are strong with two USB-C ports, a 12-volt socket, map pockets with device holders, and retractable sunblinds. There’s also a removable centre shelf between the seats that works as a clever storage solution, and the bench is wide enough to take advantage of all three top-tether anchor points.

And I have to call out one of my favourite Skoda features, the pop-out door edge protectors! This is the first time I’ve seen them in action and they’re brilliant. They automatically deploy as you open the door, helping prevent bumps and dings, which is a lifesaver for parents with energetic kids (like mine) who fling doors open with zero hesitation.

As with most three-row SUVs in this segment, the Kodiaq’s third row is best suited to kids. Adults can technically squeeze in but space is limited, with legroom and headroom both tight. It’s worth noting there are no directional air vents, USB charging ports or top-tether anchor points in the third row either, which might be a downside for some families.

Boot space, on the other hand, is a strong point. Even with all seven seats in use, there’s still a very usable 340L of cargo capacity which, is enough for a few school bags or a compact pram. There’s also an underfloor compartment for storing the cargo cover and space-saver spare tyre, which keeps things tidy. Fold the third row down and the capacity jumps to a generous 910L, giving you loads of room for family gear, groceries, or weekend luggage. The powered tailgate is another welcome convenience, especially when your hands are full.

The outside of the Avenger is plenty of fun, but the inside is a fairly sensible place.

That’s not to say it’s boring, but the use of space for a car of this size is impressive, and there are plenty of places to store things.

There’s a well thought out phone charging pad in a relatively deep storage compartment in the centre of the Avenger, as well as the cupholders in front of the centre armrest and another storage bin underneath, plus a ‘shelf’ along the dash.

The amount of storage is impressive given the Avenger’s interior is a nice, tidy design that still manages to incorporate some useful elements some cars forgo - buttons for the climate controls, for example, are something that are increasingly (and frustratingly) rare.

Anyone who has used a Uconnect system in a Jeep or Fiat in the past might like to know that this one (accessible via a 10.25-inch touchscreen) is a step-up from predecessors.

It’s not perfect, some elements of the menu and feature placement seem a little random at first, but it doesn’t lag, is easy to connect to wirelessly, and has a fairly helpful voice control system.

Functionality is most of the way there generally, but a few missing things like dual-zone climate control or electric adjustment for the passenger seat feel like let-downs, plus the heating on the front seats seemed to be quite weak for a long time before eventually warming.

Behind those seats, the second row is lacking just about any amenities besides a USB port, but it’s not too cramped for a light SUV. Adults might find it suitable for relatively short trips, but kids should be fine for a while.

The sunroof (when featured) doesn’t extend very far back, so the second row also feels a little dark.

Behind that, an impressive 355 litres of boot space expands to 1250 litres when the seats are folded down, plus a plastic lining on the boot lip means you don’t scratch the car when loading or unloading.

Before the Avenger had even landed, Jeep announced a $3000 reduction to the original pricing. While it might seem like this move stems from an increasingly competitive small-SUV market, Jeep says production costs dropped after the pricing was initially set, and the decision was made to pass it along to customers.

In any case, the Avenger now starts from $49,990 before on-road costs for the entry-level Longitude, with a mid-spec Limited costing $54,990 and the appropriately named Summit set at $60,990.

This puts the Avenger among the most expensive offerings in the 'Light SUV' category along with the electric Mini Aceman (from $55,990) and hybrid Lexus LBX (from $47,550), but around the same price as the slightly larger Hyundai Kona Electric (from $54,000) and Renault Megane E-Tech (from $54,990).

It also looks like brilliant value compared to the much smaller and lower-ranged Fiat 500e (from $52,500). Style comes at a cost.

For the Avenger, there’s a bunch of kit that’s standard across the range, plus only one cost-option - premium paint at $990.

Each Avenger gets dual 10.25-inch screens inside, one for the driver instrument display and the other a touchscreen for the multimedia controls, centred on the dash so it can be reached by both front occupants.

Satellite navigation, keyless start, adaptive cruise control and Jeep’s Selec-terrain drive mode system are all also standard features.

The Limited adds partial synthetic leather trim to the seats, keyless entry, more safety features like blind-spot assist and parking sensors, plus a height-adjustable boot floor and more powerful AC charger, with an 11kW version replacing the 7kW of the Longitude. The Limited also has optional two-tone roof paint in black for $495.

Climbing to the Summit means you get the two-tone roof as standard, plus LED projector headlights and LED tail-lights, 18-inch alloys, leather accented heated seats with power adjustment and lumbar massage for the driver, plus it also gets a sunroof over the front occupants.

The Select is all-wheel drive and powered by a 2.0-litre four-cylinder turbo-petrol engine, producing 140kW and 320Nm. On paper, that’s a solid output for a family SUV, but in practice the power delivery can feel a little underwhelming at times.

The seven-speed dual-clutch automatic transmission is quick to shift but isn’t always smooth. It tends to upshift early, especially when you’re accelerating, which can dull performance and make the engine feel less responsive than it should. It's not sluggish, but it doesn’t feel particularly eager either — especially when loaded up with passengers or gear.

The Avenger has one drivetrain for now, a front-wheel drive electric motor, though it sounds like we shouldn’t rule out the possibility of other petrol hybrid drivetrains in the future.

The EV Avenger we’ve got is built on a 400-volt electric architecture, with a single motor delivering 115kW of power and 260Nm of torque.

It’s got a a mode that increases the regenerative braking, though isn’t quite a one-pedal driving experience.

Jeep says it’ll hit 100km/h in 9.0-seconds, but apparently tops out at 150km/h.

The Kodiaq has an official combined fuel consumption figure of 9.2L/100km, and paired with a 58-litre fuel tank it has a theoretical driving range of about 630km. It's not as long-reaching as some seven-seat SUVs (especially diesel-powered rivals), but it's not terrible.

After my usual mix of urban errands and a couple of longer highway trips, my real-world fuel use averaged 8.7L/100km. Not too shabby.

The Avenger has a reasonably sized 54kWh lithium-ion battery for a light SUV, which it says allows for a driving range of up to 396km, or 390km in the top-of-the-range Summit, due to the specification.

Under WLTP testing, Jeep says the Avenger is rated at 15.4kWh/100km (15.8kWh/100km for the Summit) for efficiency, and it comes with a Type 2 CCS combo charging socket for either DC fast charging up to 100kW, or AC charging up to 7kW in base Longitude and 11kW in higher variants.

On DC charging at its max 100kW rate, the Avenger should take about 24 minutes to charge from 20 to 80 per cent, while slower AC charging at 11kW takes five hours and 34 minutes.

On the launch drive route, we were seeing between 14.8 and 16.4kWh/100km on the trip computer, so Jeep’s claims seem accurate.

As I mentioned earlier, the powertrain is adequate but not impressive. The engine can over-rev at times, and it feels like there’s limited reserve when you really push it, though it’s far from gutless. It’s an odd one as you do have enough grunt to overtake safely on the open road, and it’s generally fine for a vehicle of this size, but it’s not particularly eager or lively.

The suspension strikes a good balance. It’s soft enough to smooth out bigger bumps and rough patches without feeling too floaty. At the same time, you still get decent feedback through the steering, and the Kodiaq corners reasonably well with minimal body roll.

Speaking of steering, it’s on the softer side and not as sharp as I’d prefer, but it’s responsive enough to make city driving and tight car park manoeuvres easy. Visibility is good all-around from the driver’s seat, which is good.

Noise levels are typical for a large SUV. Road and wind noise are noticeable, especially at higher speeds, but the cabin remains quiet enough to have a conversation in the middle row without raising your voice. If you’re sitting in the third row, though, you might have to ask people to repeat themselves from time to time. Still, it’s a comfortable space to spend time in.

The Select grade comes with a reversing camera, but the image quality isn’t great. The camera view seems skewed to the left, which caught me off guard occasionally. I found myself relying more on the mirrors and good old-fashioned looking around when parking.

The mix of a fun exterior and practical interior for the Jeep seem to blend into the Avenger’s driving experience. It doesn’t feel too much like an EV, but it is still playful and capable on the road.

Jeep wanted the Avenger to come across like a normal car that just happens to be electric, and the relatively calm take-off (rather than the usual immediate torque push electric cars are capable of) seems to prove that.

Though 115kW doesn’t sound like much on paper, it feels brisk enough for what the little Jeep is built for, and its delivery means even on a wet day like what we copped during the launch drive, wheelspin and torque steer were minimal.

Once up to speed, the Avenger feels pretty light for an EV, and it’s playful enough in corners without feeling like it’s becoming unstuck or hard to handle.

The suspension and steering are clearly aiming for comfortable driving more than sporty performance, and so while both feel well-sorted, neither are particularly communicative. But the steering is accurate and feels nice and light, making the Avenger easy to point into a corner and you can trust it to hold on.

Perhaps the biggest downside is the brake pedal, which is soft and doesn’t grab as quickly or progressively as you’d expect. It takes a few presses to work out how much pressure you need to stop the car.

But a drive mode that adds a bit of regenerative braking helps out there, even if it’s not proper single-pedal driving.

At higher speeds, the Avenger settles well over big bumps and undulations, feels comfy on most surfaces, and despite a bit of road noise and a small rattle in the dash on one of our test cars, it feels pretty easy and confidence-inspiring.

Jeep says the Avenger is built to handle some light off-road driving but I imagine its front-wheel-drive setup would be limiting in some circumstances, especially in the rainy, muddy weather we faced. Despite that, some unsealed mud and gravel driving proved the Avenger capable of gentle inclines at low speeds without risk of sliding.

For reference, ground clearance is 200mm, while the approach and departure angles are 20 and 32 degrees, respectively.

The Jeep Avenger hasn’t been tested by ANCAP, but comes with a disappointing three-star score from Euro NCAP.

Jeep Australia says it’s currently working with ANCAP regarding a potential local score, but wouldn’t detail what that could mean. A small SUV’s score dropping below four stars might concern some young family-type buyers, though most of its poor scoring comes in the categories of Vulnerable Road Users (pedestrians and cyclists) and Safety Assist (active tech).

In terms of what the Avenger offers as standard, there’s auto emergency braking (AEB), lane-keep assist, traffic sign recognition, driver monitoring, a reversing camera and six airbags (no front-centre bag, though).

It’s notably missing rear-cross traffic alert, and the base Longitude makes do with regular adaptive cruise control and parking sensors at the rear only, while higher variants get blind-spot assist, surround parking sensors, and intelligent cruise control.

The Kodiaq is backed by a seven-year/unlimited-kilometre warranty that is better than the five-year cover you’ll find on some of its rivals.

Servicing is required every 12 months or 15,000km, whichever comes first, and Skoda offers pre-paid service packs for up to seven years. These average out to around $393 per service, which is competitive for this segment and helps take the guesswork out of maintenance budgeting.

The Kodiaq runs on 95 RON premium unleaded, which is worth factoring into ongoing costs.

Jeep offers a five-year/100,000km warranty, which is starting to be overtaken by other brands increasingly offering seven-year/unlimited kilometre warranties or longer.

The high-voltage battery system of the Avenger is, however, covered for eight years or 160,000km, whichever comes first.

Jeep also offers capped-price servicing for the five-year warranty, with scheduled visits costing just $250 and spaced out at 12,500km or 12-month intervals.

There’s also the brand’s lifetime roadside assist, but only when you service your car with Jeep.