Putting the 2018 Jeep Compass to the test
REVIEW: A rugged choice in the small-SUV market, this little Jeep needs more refinement to be competitive
The new year brings with it a new clarity for Jeep and the compact Compass sport ute. When it introduced the second-generation Compass last year, FCA, in its infinite wisdom, decided to sell the new model alongside the old one, both of them as 2017s. Though I can understand the need to clear the dealer lots of old product, in hindsight it might not have been the best move, the two being significantly different visually and mechanically.
But it’s 2018 now; the old Compass is gone and the second-generation vehicle can stand on its own, competing in a hugely aggressive segment that in 2017 saw Canadians buy more than 385,000 compact crossovers and SUVs. The biggest difference between the majority of the competition (the big players being the Toyota RAV4, Honda CR-V, Ford Escape and Nissan Rogue) and the Compass is that the Jeep — carrying the iconic status (and some baggage) that comes with the brand — is no dilettante soft-roader.
It’s not nearly as rugged as the Wrangler, and it can be had with a wimpy front-wheel drivetrain, but the four-wheel-drive versions do much more than get you to the mall when it’s snowing. The Compass’s Active Drive 4x4 system includes Selec-Terrain, which provides four modes — Auto, Snow, Sand and Mud (plus exclusive Rock mode on the harder-core Trailhawk model) — giving the sport ute off-road bona fides.
Considering the Compass’s rather lowly status on the sales chart, I was initially left wondering if buyers thought it too rugged for their needs. Toyota and Honda both sold more than 50,000 RAV4s and CR-Vs in Canada last year; the Compass — both old and new — counted 6,443 sales. Yet, other than an ability to plow through a deeper snowdrift or tackle a gnarlier cottage road, this Jeep is surprisingly mild-mannered. It’s surprisingly lightweight as well, tipping the scales at about 1,525 kilograms.
That doesn’t mean it’s tinny, though. Far from it. The Compass boasts a rock-solid structure and a fully independent suspension that tackled pothole-ravaged streets without knocking the fillings out of one’s teeth. Other than a mild thunk as it traversed one crater after another, it was pretty smooth sailing.
Powering the Jeep is FCA’s stalwart 2.4-litre Tigershark four-cylinder engine. On paper, its 180 horsepower and 175 pound-feet of torque are competitive with most of the Compass’s rivals. And on 4x4 models the engine is mated to a sophisticated (if historically problematic) ninespeed automatic transmission. In reality, the combination is a mixed result. When driven easy, such as a typical in-town trip to the grocery store, the shifts are smooth and the engine is no more growly than most four-cylinders. Yet, when pressed harder, the motor gets coarser, and at highway cruising speeds, one never really knows if ninth gear is ever reached, never mind maintained. Furthermore, acceleration is leisurely at best, reaching 100 km/h from a stop taking the better part of 12 seconds.
So, if scintillating speed is not the sport ute’s strength, maybe the uptick is some parsimony at the pumps. The Compass has a disconnecting rear axle and power takeoff unit to provide 4x4 models with enhanced fuel economy. (Active Drive instantly engages when added traction is needed.) There’s also auto start/stop, which works efficiently, if sometimes abruptly.
My week with the top-line Compass Limited yielded an average of 12.9 L per 100 km with about three-quarters of that two-lane usage, a figure only slightly higher than what I’ve experienced with other compact crossovers under similar driving conditions. In other words, OK but nothing to write home about.
FCA Canada notes that North is the most popular of the Compass’s four trim levels, the others being Sport, the aforementioned trail-rated Trailhawk and the top-line Limited.
Testing the Limited ($34,895 to start), I was pleased to see a thoughtfully designed and well laid-out cabin with an appropriate measure of modern conveniences. Heated front seats and steering wheel, dual-zone air conditioning, rear-view camera and rain-sensing windshield wipers are just a few of the Limited’s standard features. Also included is FCA’s excellent — great graphics and simple to use — Uconnect 4 multimedia centre with 8.4-inch touch screen.
There are a couple of negatives, though.
Ergonomically, the HVAC controls are located low on the centre stack, requiring a glance away from the road to change settings. And some of the interior trim bits, especially on the windshield pillars, seem to be indifferently applied.