Jeep Compass Limited 2018 Review

When Fiat Chrysler Automotive Australia introduced the second-generation Jeep Compass SUV in late 2017, it was reckoned that the new model was destined to be a strong competitor in the mid-size segment against the likes of Mazda CX-5, Hyundai Tucson and Toyota RAV4.

That belief is something of an anomaly though: Industry statistician VFACTS rates the latest Compass not as a mid-size SUV but as a small-class competitor, up against Mitsubishi’s ASX, Mazda’s CX-3 and Nissan’s Qashqai.

Not that a mysteriously-calculated size rating means all that much to a new-car shopper. A bit of research will quickly establish that the Jeep Compass, which is based on a stretched version of the smaller Jeep Renegade platform, kind-of straddles both segments; It’s not quite as big as the major mid-size contenders, yet is bigger than most in the small-SUV class. Its 2636mm wheelbase for example is 24mm shorter than the Toyota RAV4's and 36mm longer than the Hyundai Kona's.

Straddles, kind-of: Most people lining up a Jeep Compass against just about any other mid-size SUV would see little size difference. Yet, when compared to most of the small-class SUVs there’s some demarcation. It never seems unduly large, but the overall impressions, and the amount of passenger and luggage space inside the Compass are truly closer to what you’d expect of a medium SUV.

For this test, we have reviewed a Limited-spec model which sits just below the off-road-ready Trailhawk version in the Compass hierarchy. It gets Jeep’s Active Drive 4WD system with four-mode Selec-Terrain traction management, 18-inch wheels, a nine-speed auto transmission and can be specified with either the normally-aspirated 129kW/229Nm 2.4-litre Tigershark petrol engine or the 125kW/350Nm 2.0-litre turbo-diesel. Our Compass came with the former.

From an aesthetic perspective the Jeep Compass wins immediate points. Although styling is an intensely subjective matter, this writer found the SUV’s cleanly-sculpted style a welcome relief from the try-hard, over-styled excesses of so many current-generation SUVs.

Yet, though there’s nothing to offend here, the Compass still has enough intrinsic character, and plenty of Jeep styling cues, to avoid being classified as yet another attempt at creating a unique, polarising styling signature – as did the current Jeep Cherokee prior to a massage that remedied what proved to be a controversial front-end design.

The interior of the Jeep Compass looks the part too, with the curvy, decent-size and comfortable (but ultimately flat) front seats and the preponderance of generously-applied soft-touch surfaces. There’s an inviting dash presentation with a large 8.4-inch centre screen and a non-challenging control layout that just manages to stay this side of complexity. The only possible beefs are the need to drill quite deeply into the touch-screen commands to locate the function you’re after – the seat-heating controls for example – and the dull, fuzzy low-res screen image that appears when you’re reversing.

I did love the flip-up front passenger seat cushion that concealed a handy, secret cubby for out-of-sight storage of valuable objects, as well as the provision of air vents at the back of the centre console to issue a refreshing waft of air to rear-seat passengers.

Back-seat space in the Jeep Compass was entirely competitive, and the 438-litre boot is comparable in size with most mid-size contenders (Mazda quotes 442 litres for its CX-5). As for most rivals the Jeep Compass features a 60:40 split-fold rear seat for additional luggage volume.

Dynamically, the Jeep Compass feels at the top of its game. It will hold its own on the road with all comers in the small and medium SUV segments and will likely beat most of them hands-down if a bit of off-roading is thrown in.

The ride, apart from a heaviness that somehow feeds up into the cabin and is reminiscent in a subtle way of the live-axle, high unsprung weight characteristics of long-gone 4x4s, is controlled and comfortable enough. And the general on-road poise is a big advance over the first-generation Compass that arrived here in 2007, using the same basic 2.4-litre petrol engine producing only four kilowatts less power and nine Newton metres less torque than the current version.

Couple an old engine with a nine-speed auto gearbox and it’s possible to (almost) work wonders though.

Jeep has done a good job managing the soundscape of the four-cylinder engine so that it barely intrudes into the cabin and, with the assistance of the nine-speed auto (lesser models use a six-speed), the engine makes a fair effort to motivate the 1.5-tonne Compass, particularly in urban situations.

It’s only when you start pressing it that the 2.4-litre shows its inherent weakness: Typically of a naturally-aspirated engine, the 229Nm torque maximum comes in pretty high at 3900rpm, and so does the maximum 129kW at 6400rpm, meaning there’s no surprise that it needs a solid workout to give its best. The smooth-shifting auto obviously helps here but there’s only so much it can do and there are times on the open road – such as ascending a long hill – when it’s prone to “hunting” as it tries to keep the engine in its sweet spot.

The combination of an aged engine, the tending-to-bluff, not necessarily aerodynamic face and the weight of the Compass (although it’s lighter than average in the mid-size SUV class) conspire to drag down the fuel economy. Generally thirstier than the average mid-sizer with a claimed combined figure of 9.7L/100km, the Jeep Compass got reasonably close to that by recording 11L/100km on test, but the petrol-engined model still tends to out-drink its also petrol-engined competition – as well as emit higher CO2 figures. Where its competitors tend to come in below 200g/km, the Compass is quoted at an official 230g/km.

There’s little question that the $2500 dearer, stronger-performing, more economical and cleaner-running (5.7L/100km and 150g/km CO2 output) turbo-diesel is the better option.

Equipment levels in the Compass Limited are generally beyond criticism, with leather trim, powered and heated front seats and sat-nav, although there’s the ongoing concern about the current lack of autonomous emergency braking (AEB) as a standard fitment that will need to be solved before the next round of ANCAP testing.

To address this, Jeep offers an AEB option on lower-spec Compass models and, on up-spec versions, a $2450 technology package that adds lane departure warning, blind spot monitoring with rear cross-traffic detection, adaptive cruise control, power tailgate, auto high beam and exterior mirror courtesy lights.

The question though is whether the second-generation Compass has what it takes to return at least partly to the glory days of Jeep’s recent past in Australia. On year-to-date figures there’s some cause for optimism with 1040 sales recorded so far in 2018 – which, though it is only on-par with small-class SUVs such as the MG ZS and Peugeot 3008, is close to previous-generation Compass sales for the whole of 2016. Nevertheless it secures a solid second spot, behind the Grand Cherokee, in overall Jeep sales.

The new Jeep Compass is not only a clear improvement over its predecessor, it’s also well-priced against similarly-equipped competition and is well-protected by Jeep’s new five-year/100,000km warranty that is backed up by lifetime roadside assist and capped-price servicing.

Small SUV or mid-size SUV, the second-generation Jeep Compass could be just what the Australian company needs.

2018 Jeep Compass Limited pricing and specifications:
Price: $41,250 (plus on-road costs)
Engine: 2.4-litre four-cylinder petrol
Output: 129kW/229Nm
Transmission: Nine-speed automatic
Fuel: 9.7L/100km (ADR Combined)
CO2: 230g/km (ADR Combined)
Safety Rating: Five-star ANCAP