Local Launch
Tasmania, Mar 2007
What we liked
>> Turbodiesel/six-speed combination
>> Occupant space and rear legroom
>> first-up effort re on-road dynamics
Not so much
>> Short rear seat cushion
>> 2.4-litre petrol copes... Just!
>> Hard interior plastics
Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0 (Diesel)
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0
OVERVIEW
Put simply, the Compass is the car Jeep was never going to build. Indeed, as softroaders arrived and recognised 4x4 marques like Land Rover and Nissan jumped in at the deep end, the US brand debated long and hard whether a vehicle like Compass had a place in its range.
Perhaps the fact those brands won friends and influenced people by their move to the softer side of street influenced Jeep's decision makers. Perhaps it's been the longevity of the softroader boom that prompted the brand, with a reputation forged via near-70-years of off-road expertise, to jump into the urban all-wheel drive market.
Whatever the reason, this year not one but two road-oriented, compact Jeep SUVs are due Down Under.
The subject of this launch review, the Compass, is the first to arrive. Debuted in the USA late last year, it offers four-cylinder petrol and turbodiesel powerplants in a compact five-door wagon package.
Just hitting the street in the USA this month, the traditionally-styled Patriot -- which recalls the look of previous generations of the Cherokee -- will join the Daimler Chrysler off-road arm's local line-up later in 2007.
PRICE AND EQUIPMENT
Jeep will offer just two trim levels on Compass -- Sport and Limited
Priced from $32,490 for the 2.4-litre petrol manual, with the automatic (CVT, see below) and 2.0-litre manual-only turbodiesel diesel powertrains offered at $2000 and $4000 premiums respectively, the Sport is the entry-level Compass.
To be fair, 'entry-level' probably sells the spec level of the 'base' Compass short. The Sport delivers the equipment you'd expect from a $30K-something softroader -- power windows and mirrors, aircon, cruise control, 17-inch alloy wheels (with full-size steel spare), front and rear foglamps and keyless entry and alarm are all on the standard spec list.
The standard cloth seat trim is a Jeep-exclusive 'Yes Essentials' stain and mildew resistant fabric which should suit those with active, dirty habits. Standard too are roof rails -- ready for Jeep's option roof storage systems.
Safety features such as ESP and front and curtain airbags (see more below) are also included on both models.
Indeed, one of the few spec-gaps, given the typical softroad customer, is the lack of MP3 compatibility in the standard Sport single-disc audio system. This can be remedied via the optional nine-speaker Boston Acoustics Premium Sound Group which comes complete with subwoofer and Caliber-style "articulated" tailgate speakers.
Sitting above the Sport, in normal Jeep fashion, is the Compass Limited which starts at $36,490 (petrol, manual -- the same auto and oiler premiums apply).
Limited in name not number, the top-of-the-range spec level adds leather upholstery and front seat heating as well as steering-wheel mounted audio controls. Also included in the upgrade are wider (7.0-inch versus 6.5) 18-inch alloys and an upgraded six-disc (in-dash) sound system.
The Limited also features added external brightwork and deep tinted side glass.
As is the case with other Jeep models, the Compass offers a wide range of accessories and options including sunroof ($2000), Bluetooth phone kits (from approx $700), rear park assist kit ($500), driving lamps, various mats and protection packages and so on -- even a tent!
No less than eight exterior colours are offered -- alas all but two are deemed 'premium' colours and attract an additional $300 charge.
MECHANICAL
Compass (and the Patriot, when it follows) shares its underpinnings with the Dodge Caliber (for more click here) and with the platform that underpins Mitsubishi's new Outlander and yet-to-be-released, new generation Lancer.
The Compass therefore features monocoque or 'unibody' construction, eschewing the traditional body-on-frame format of the off-road Jeeps. Sensitive of this car-style structure, Jeep makes the point that the Compass features significant reinforcing including a pseudo ladder frame floor pan. The brand says the vehicle was "always intended to be an all-wheel drive."
Configured as an all- rather than off- roader, the Compass gets all-season rubber and a segment-standard 200mm of ground clearance (although exactly where that's measured we're not sure -- the rear-mounted fuel tank looks lower and a touch vulnerable). While we're quoting fourbie-style specs, Jeep claims a 21-degree approach angle, 32-degree departure angle and 20-degree breakover angle.
The Compass' 2635mm wheelbase and 1520mm track compares to the Outlander's 2670/1540mm and Honda CRV's 2620/1565. The Jeep is 90mm lower than the Mitsubishi and 50mm under the Honda, its also between 115-235mm shorter than the two. In stance, think Forester...
The Compass is the first Jeep ever with four-wheel independent suspension. Up front there's MacPherson struts and at the rear a five-link trailing arm design. Steering is rack and pinion -- another Jeep first?
With all these car-like sub-assemblies, Jeep is at pains to point out the Compass offers genuine all-wheel drive functionality. Key to this is the Compass' active all-wheel drive system, dubbed Freedom Drive.
While the system defaults to front-wheel drive in most situations, it automatically apportions drive to the rear wheels (and side to side via a Brake Traction Control function) when required. In this aspect it works in a similar manner to the Outlander with which it shares drivetrain architecture. Like the Mitsubishi, the Compass gets a rear-mounted computer-controlled viscous coupling via which drive is transferred.
Both vehicles allow the driver to activate a 4WD Lock mode. In the case of the Jeep this is functional up to 56km/h (Outlander 40km/h). Unlike the Outlander there is no 2WD mode 'lock in' in the Compass.
Brakes are disc all round. Ventilated 294mm diameter rotors are used up front with the rears, solid 262mm units.
The Compass' petrol powertrain option features the 2.4-litre DOHC four-cylinder 'world' engine developed jointly by Chrysler Group with Mitsubishi and Hyundai. In Compass trim it is mated with a five-speed manual gearbox or a CVT auto with a manual mode and six 'virtual' gears.
The 2.4 gets dual variable valve timing and boasts a power/torque output of 125kW at 6000rpm and 220Nm at 4500. Car-watchers will recognize it as the same engine that powers the R/T version of the Caliber, but it is also offered in Mitsubishi's Outlander -- a Compass competitor.
The Jeep product has the trump card over the rest of the softroader pack (for the moment at least) of a turbodiesel option. And it's a goodie...
The 2.0-litre DOHC 16-valve VW-sourced powerplant pumps out 103kW at 4000 revs and 310Nm between 1750-2000rpm. It is matched with a six-speed manual gearbox only.
Jeep claims the petrol versions return 8.7 and 9.5lt/100km (combined) for the manual and auto versions respectively. The diesel is significantly more frugal (and if our test drive is anything to go by, muscular) at 6.5lt/100km.
Until the Hyundai Tucson and Kia Sportage diesels arrive mid-year and the next generation X-TRAIL goes diesel (probably in early 2008), Compass is be the only compact softroader to offer a turbodiesel option Down Under.
PACKAGING
The Compass presents a more modern exterior styling package than any Jeep before it -- in keeping with its role to take on the Honda CRV, Toyota RAV4, Nissan X-TRAIL, et al.
It features contemporary wagon-like lines and a softer interpretation of Jeep's trademark styling cues. Up front, there are the seven-bar grille and round headlights that portray the 'face' of the US offroad brand, while the signature trapezoidal wheel arch openings dominate the Compass' side elevation.
Inside the Compass feels more spacious than the average compact SUV. Rear legroom is generous but the rear seat cushion seems a touch short. This will suit smaller children but teenagers and adults might be looking for more thigh support on longer trips.
No quibbles re comfort up front. The driver's seat is adjustable for height (note that the front end of the car falls away so most drivers will want their seat high -- especially for parking) and though the steering wheel's tilt-only there's plenty of opportunity to get comfortable in the control position.
Frankly, we're not fans of Jeep's hard plastic interior finishes. If they're not cheap to produce, they certainly look so. The Compass' instrument cluster and ergos are neat and functional enough, but the interior lets down the well-finished exterior.
The next progression for Jeep and the other Chrysler brands is to look at what the Europeans are doing in terms of durable surfaces that don't look like a hose-out, hospital waiting room.
Strictly a five-seater, the Compass features a 60:40 splitfold reclining (12 degrees) rear seat. The seat tilts and tumbles to provide up to 738 litres of cargo space with the rear seats folded flat and 1277 litres of cargo space with the front passenger seat back and rear seats folded flat. This latter feature allows loads of over 2.0m in length to be carried, Jeep says.
A number of the Dodge Caliber gadgets/innovations (depends where you sit!) are carried over to the Compass. These include the hinged tailgate speakers (see Equipment above), rear dome light/torch, and tilt forward sliding centre armrest with MP3 storage. The latter feature is only really useable in CVT-equipped cars as it fouls your arm when changing gears in the manual versions.
There's also a removable UltraFloor cargo load floor that dog and dirt lovers will like -- at least at first. Just be careful when you hose it off that you don't waterlog the sound-deadening felt on its flip side.
SAFETY
The Compass' unibody construction should offer inherent safety advantages over the body-on-frame Jeeps in terms of crash force dissipation. In this respect the Compass should also at least match its segment competitors.
Jeep states the Compass' body incorporates high-strength steels in its construction including a cross-car strengthening beam that is independent of the floorpan structure.
No Euro NCAP testing has yet taken place on the vehicle, however, US safety road safety authority NHTSA's testing has granted the car a five-star side impact rating and four stars for both frontal impact and rollover protection.
All-wheel drive also offers some active safety benefits, in this case enhanced by the fitment across the Compass range of standard stability (ESP) and traction control, which in turn incorporates ERM -- electronic role mitigation. The ESP has three driver-controlled modes -- one of which is off, but this leaves the ABS (also standard and incorporating electronic brakeforce distribution, brake assist and off-road calibration) fully operational.
Inside, the Compass features five three-point seatbelts (with pretensioners and on the front) and dual front and curtain airbags on all models. Jeep offers front side seat-mounted bags as an option.
A tyre pressure monitoring system is optional.
COMPETITORS
Like its Outlander 'cousin', the Compass lands in one of the truly hot segments Down Under (and globally). A surfeit of new product has the softroader/compact SUV market surfing along very nicely thank you very much.
The Compass is logically lined up against the likes of the Outlander, Forester, Toyota Rav4, Nissan X-Trail, and Honda CR-V. Thanks to the interior room, Jeep says the targets also include the lower levels of Holden's Captiva and even Nissan's Murano.
The ace up the Compass' sleeve may well be its excellent turbodiesel engine. As noted above, in terms of compact SUV's the oiler Compass is unique. Holden's well-priced Captiva Diesel may upset its applecart a touch, but if you're not after the extra room, you'll be waiting for Hyundai and Kia to offer TDI in Tucson and Sportage before you can directly compare with the Jeep.
As noted above, the chink in the Jeep's armour might be the hard-edged (literally, in a couple of spots) interior. It's hardly a match for the soft-form Euro-style finishes of the CRV for example.
That said, that Jeep badge counts for something when the road turns dusty. If the success of Jeep-branded casual clothing and accessories Down Under is anything to go by, there's cachet for some in the name.
ON THE ROAD
Jeep should be commended for its faith in its product -- the Compass launch took in a fair cross-section of roads across the north-west corner of Tassie. Everything from fast tarmac Targa stages (literally!) to bumpy forestry tracks to well-formed but ball-bearing surfaced white granite sand C-roads -- exactly the sort of roads to bring out the best in a package... Or indeed the worst.
The Compass took it all in its stride and did so with surprising aplomb. We write 'surprising' because with the model so closely based on the rather underwhelming Dodge Caliber, we didn't approach the Compass with particularly high expectations.
On the bitumen it surprised us with accurate steering and none to shabby turn-in. And if you ignored the protestations of the Continental PremiumContact2 mud-snow tyres, there was a surprising amount of grip -- not always something you can depend on in softroaders.
Though you could butcher corners and provoke a swag of understeer, the car responded well to throttle and once the drive was felt at the rear, the Compass tracked on through the tighter stuff fine and dandy. On the dirt it was more of the same. The car was confidence inspiring -- exactly what purchasers of this type of vehicle expect.
Though the 'offroad' section posed no real challenges, the suspension seemed well suited with any big hits being heard rather than felt. Like most of the crop of softroaders, the Compass will be stopped by ground clearance before much else. (See also our remarks in Mechanical).
The 2.4-litre petrol engine offers seamless but uninspiring power -- just the thing for a family softroader. Though the five-speed manual box it's matched to (in the standard car) is a fuss-free box, the CVT gets more out of the engine.
If you haven't driven a car with CVT you'll think the vehicle has a slipping clutch as the electronic brain that controls the gearbox matches the gearing at a given road speed to the peak performance rev range of the engine. In manual mode the CVT shifts on command with pleasingly rapid and accurate steps.
That said, the pick of the engine options is undoubtedly the turbodiesel/six-speed manual. Though this is the same combination offered in the Caliber, it's much quieter in terms of idle clatter and engine noise in the Compass.
There's heaps of torque available with boost generated from around 1200rpm and unlike some other diesels, the VW-sourced engine is quite happy to rev. Highway speeds place the car right in its powerband at 100km/h.
While the Compass' claimed 0-100km/h time is quickest in the manual petrol (a none too rapid 10.7sec), the diesel is not too far behind (11.0sec) and faster than the CVT. Overtaking and point to point times are the forte of the diesel.
Our brief sampling of the diesel variant was across winding, hilly terrain with four onboard. While the petrol manual struggled three-up the day before, the turbodiesel took the added load in its stride.
Four grand's too much to pay for the benefit, you say... Well, consider that if you need the CVT (a $2000 option) to get the best from the petrol engine, the diesel premium is effectively reduced to $2000. Worth it in our book -- from a viewpoint of drivability as much as economy.
We don't want to give the impression that Jeep has built a sportscar with Compass. Clearly this is not the case -- a Forester GT it is not. However, to dismiss this vehicle from your softroader shopping list on the basis of soggy American dynamics would be to sell it short.
Compass might be a new direction for Jeep, but despite coming late to the party, the 4x4 stalwart has far from lost its way...
To comment on this article click here