2017 Jeep Compass Road Test and Review

2017 Jeep Compass ・ Photo by Jeep

Jeep is perhaps the brightest star in the Fiat Chrysler Automobiles galaxy, a robust and reliable source of revenue in the U.S., with a growing presence in markets around the world. New from bumper to bumper, the Compass will certainly make U.S. dealers happy. But its role in FCA fortunes goes well beyond North America. This newest of Jeeps is intended to be a true world citizen, something reflected in its four assembly plants—Brazil, China, India, and Mexico. Look for the Compass to begin reaching U.S. showrooms sometime in the second quarter of the year, as a 2017 model.

Old Name, New Hardware

Compass is a name that dates to 2007, when it was introduced as an entry level Jeep. It shared that role with the Patriot, a more rectilinear design reminiscent of the old Jeep Cherokee, and both were built on a platform (MK) that also supported the Dodge Caliber. The foundation for the new Compass is Jeep’s small wide 4x4 architecture, which also supports the latter day Cherokee and subcompact Renegade.

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Tweener Specs

At 173 inches long, on a 103.8-inch wheelbase, the new Compass slots in between the Renegade and Cherokee, size-wise, although it’s not quite as wide as the smaller Renegade. However, its basic cargo capacity—27 cubic feet behind the rear seats—exceeds that of the bigger Cherokee. The dimensions are very close to those of the current Compass (still available through 2017). But the new unibody has a much higher rigidity index than its predecessor.

Ground clearance for the three mainstream Compass models—Sport, Latitude, and Limited—is 7.8 inches for front-drive versions, 8.2 for 4x4s. The off-road specialist Trailhawk model raises clearance to 8.5 inches.

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One U.S. Engine

Although the new Compass offers 17 powertrain combinations, including five engines (three gasoline, two diesel) in its various world markets, there is just one engine in the U.S.—FCA’s corporate 2.4-liter Tigershark 4-cylinder, which includes stop/start technology. Rated for 180 horsepower and 175 pound-feet of torque, it can be paired with one of three transmissions: a 6-speed manual, a 6-speed automatic (Latitude front-drive only), and a 9-speed automatic with most 4x4 models. The JATCO continuously variable automatic (CVT) offered with the previous Compass and the Patriot, is no longer available.

Few, if any, will mourn. As before, the Compass is available in front- and 4-wheel drive editions, with two 4wd system choices—Jeep Active Drive, and Active Drive Low, for more serious off-roading.

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Econometrics

EPA fuel economy ratings range from 23 mpg city, 31 highway, 26 combined for a front-drive sport model with 6-speed manual transmission, down to 22/30/25 for an automatic model equipped with 4-wheel drive. Jeep execs characterize ratings for the front-drive manual model as best-in-class.

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Haven’t We Met Before?

Jeep execs freely admit that the styling of the new Compass draws heavily on the design of the Cherokee, reducing its elements—the upward sweep of the bodyside character line and the down-slope of the roofline—to a slightly smaller scale. At some level, all crossover suvs are similar in appearance, essentially 2-box designs. The smaller box at the front shelters the engine and transmission, the bigger box at the rear is dedicated to passengers and cargo. But that 7-slot grille is uniquely and unmistakably Jeep. One other styling touch unique in this class to Jeep—the availability of a 2-tone paint job. Jeep also makes this available with the Cherokee—a contrasting color on the roof. In the Compass, the roof color option is reminiscent of the finish applied to so many Model T Fords—any color you want, as long as it’s black.

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The Inner Compass

New vehicle interiors keep getting better and better, and that’s true here. Improved materials, redesigned instrument panels, upgraded infotainment, supportive seats, and—the big advantage versus the smaller Renegade—adult-size rear seat room that doesn’t require major territorial adjustments by those up front. The center dash is equipped with either a 5-, 7-, or 8.4-inch touch screen, depending on trim level, and there’s an info screen tucked between the tach and speedometer, either 3.5 or 7 inches, again contingent on trim level. FCA calls the full-color 7-inch display the largest in the segment. There are also four new versions of FCA’s Uconnect telematics system (5.0, 7.0, 8.4, and 8.4NAV). Apple CarPlay and Android Auto are available on all but the 5.0 level. Apple CarPlay includes Siri voice command for iPhone users, while Android Auto offers Google Maps, Google Search, and Google Play Music. FCA also boasts “more than 70 available active and passive safety and security features.” Prominent among them: forward collision warning-plus, lane departure warning plus, blind spot monitor, rear cross-traffic detection, and rear view camera.

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Trailhawk

When you see the Trailhawk badge affixed to a Jeep, you’re looking at a model equipped to tackle the trackless wilds. The setup includes a little extra ground clearance, underbody skid plates, aggressive approach, departure, and breakover angles, hill descent control, and 17-inch wheels with off-road tires. Go-anywhere traction is delivered by Jeep’s Active Drive Low 4x4 system, which includes a crawl ratio for really rugged going, plus Selec-Terrain for navigating whatever’s out there. Jeep rates the Compass Trailhawk’s water fording capability at 19 inches, and towing at 2000 pounds. Cosmetic distinctions include exclusive front and rear fascias, plus red tow hooks front and rear.

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Behind the Wheel

We logged extensive Compass seat time deep in the heart of Texas, on hill country byways near San Antonio, and also experienced a demo of the new Jeep’s affinity for rough off-road action. It acquitted itself with distinction in both venues. On pavement, the Compass displays quick responses to abrupt zigs and zags, corners without excessive body roll, and takes the edge off warty pavement irregularities. Its electric rack and pinion steering is fairly quick, accurate, and more tactile than most, particularly in this class. We didn’t get a chance to drive the manual transmission, but both automatics are smooth and responsive. The Trailhawk Compass handled the steep ups, downs, and mud of the off-road exercise with aplomb, and the nav system kept us becoming semi-permanent Texas residents more than once. Small demerits: while the new Compass gets top marks in most dynamic scoring categories, the Tigershark engine isn’t exactly tigerish; a little more power would be useful. And interior noise levels could be a little lower. But in the main, the Compass is a symphony of competence, and a pleasure to drive.

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Compass Pricing

There are four Compass trim levels—Sport (from $22,090), Latitude (from $25,390), Trailhawk (from $29,690), and Limited (from $30,090). Add $1500 for 4-wheel drive in Sport models. The Latitude MSRP is the same for front-drive or 4x4. Trailhawk and Limited trims include 4-wheel drive.

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Summing Up

A vast improvement on the two vehicles it replaces—vehicles that diminished the Jeep name—the new Compass makes an attractive integer between the tiny Renegade and the bigger Cherokee. There’s more elbow, rear seat, and cargo room than the Renegade, at a more affordable price than the Cherokee. On-road dynamics and comfort are excellent, and no other vehicle in this size/price category can match its off-road performance, particularly in Trailhawk trim. Purists say there is only one real Jeep—the Wrangler (due for a major makeover later this year)—but a Compass Trailhawk can handle 90 to 95 percent of the Wrangler’s abilities. Could it use a little more muscle? Yes, it could. But Jeep’s bottom line summary—“the most capable vehicle in its class”—is inarguable.

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