JEEP Compass 2018

Body, cabin and cargo space

The new, more muscular body styling might make the 2018 Jeep Compass look larger but in fact it is 5 cm shorter overall, with no change in wheelbase. It ends up halfway between Jeep Renegade and Cherokee in size, so it’s up to you to decide whether it’s a small compact, or a large subcompact, SUV.

Rare for the industry but logical considering the specs, the renewed model is less spacious than its predecessor. Still, there’s room enough for four average-sized adults, though rear headroom is limited with the optional panoramic sunroof. Also, the wide door sills impede access to the back.

Several compact SUVs do better thanks to their larger dimensions. One notable exception, and displaying the same badge as the Jeep Compass, the Cherokee is less spacious despite an extra 23 cm of length!

The Jeep Compass shares with the Jeep Renegade a weird driving position. It feels as though you’re seated far back of the edge of the hood and lower down than in the other small SUVs. A large footrest reduces left foot room. Even the optional 12-way power driver seat cannot adjust away these failings. Excessively firm front seats, and a low rear seat, do nothing to improve comfort.

Even though it surpasses Cherokee in terms of cargo space, the Jeep Compass still lags far behind the best of the segment. The 79 cm of length behind the rear seat is 15 cm shorter than that of the Toyota RAV4.

The restrictive 97 cm of width and 72 cm of height also limit the size of the load. The mechanism of the optional power liftgate reduces the size of the opening; several current vehicles get around the problem by integrating the mechanism into the hinges of the liftgate.

We salute the presence of a 12-volt outlet in the trunk and the fold-flat front passenger seat. On the downside, the absence of a luggage cover is regrettable, particularly since as far we can see, there aren’t even any mounting points to install one.

Finish and convenience

True to recent habit, FiatChrysler (FCA) took attentive care with finish and materials of the new 2018 Jeep Compass. Orange trim brightens up the otherwise somber ambience of the all-black Trailhawk cabin.

The redesigned dashboard won’t win any prizes for originality, but it makes up for it by its advanced functionality. Between the two main dials of Limited and Trailhawk models is a large, 17.8-cm (7 in.) display, rich in information and configurable by the user.

Another screen, this one a touch screen, dominates the centre stack. Its two largest versions are among the best infotainment systems in the industry; the 12.7-cm (5 in.) model requires more attention. In all cases, good-sized knobs and buttons greatly facilitate access to the main functions. FCA also had the foresight to provide easily accessible switches for driving assistance features.

All trims offer excellent audio controls behind the wheel, hands-free Bluetooth and two USB outlets. However, there is no storage to depose a device while it is charging. The practical Android Auto and Apple CarPlay interfaces are restricted to Limited and Trailhawk versions and to North models equipped with the Popular Equipment Group package. The base audio system delivers good sound quality.

Another plus, steering wheel and front seat heaters are standard or available as options on all versions.

Safety features

• Antilock brakes with electronic brake-force distribution, brake assist and brake drying
• Stability and traction control
• Hill-hold system
• Front airbags
• Driver knee airbag
• Front side airbags
• Front safety belts with pretensioners
• Five adjustable head restraints with whiplash reduction for front seats
• Tire pressure monitor
• Backup camera (standard, Limited and Trailhawk; optional, Sport and North)
• Parking sensors and blind-spot and rear cross traffic alerts (included in Safety and Security Group package on North, Limited and Trailhawk; non-available on Sport)
• Forward collision alert with automatic emergency braking, lane departure warning with automatic lane keep assist, and automatic high beams (included in Safety and Protection package on North, Limited and Trailhawk; non-available on Sport)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 4 / 5
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 3 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Visibility

Visibility is not Jeep Compass’s strong suit. The sunken driving position makes it impossible to situate the extremities of the vehicle and the small side windows hamper lane changes. A narrow rear window and very wide roof pillars complicate parking manoeuvres. The usual driving aids compensate in part, but they are all optional, including the backup camera on lower trims.

Headlights: Optional Xenon headlights in North, Limited and Trailhawk versions were rated Poor (2/4) by the Insurance Institute for Highway Safety, judging that their range is too short in most circumstances. Absence of reflections and automatic high-beam activation are a plus.

Engine and transmission

Nothing revolutionary under the hood of the Compass; Jeep uses the same 2.4L 4-cylinder as in Renegade and Cherokee. Apart from variable valve intake courtesy of Fiat, this engine is an old familiar that moves Compass along without great enthusiasm. You get the feeling you have to give it the whip to get decent performance, in normal driving and when passing. That raises the sound level by several decibels, and the engine note won’t win any awards.

The nine-speed automatic transmission doesn’t bolster the engine. It proves to be as slow on the upshift as on the downshift. When it finally decides to downshift for passing, the selected gear is often either too high or too low. It has at least gained in smoothness relative to the first versions that appeared in FCA products in 2014-2015.

Jeep also needs to refine the automatic start-stop system that comes with the automatic transmission. In the vast majority of vehicles, these systems restart the engine a few tenths of a second after releasing the brake pedal. In the Compass, the starter sometimes takes more than a quarter of a turn to restart the engine—impractical and even stressful at a busy intersection.

To top it off, the Jeep Compass does not set any records in terms of fuel economy. At 9.7 L/100 km, the consumption we measured is 1 to 1.5 L/100 km above that of more spacious competitors, like Honda CR‑V and Subaru Forester.

On the other hand, the 2018 Jeep Compass shares with Kia Sportage the highest towing capacity of all SUVs of similar size: 907 kg (2,000 lb) when equipped with the trailer tow group.

Ride and handling

Once the 2018 Jeep Compass gets going, the long travel suspension soaks up most pavement defects, even in the Trailhawk, the off-road oriented model we tested. The supple ride is paired with good soundproofing that filters most undesirable noise—except from the engine, when accelerating.

The comfortable ride does not hamper road holding, which proves to be secure and predictable, but uninspiring. The body leans notably in curves, the front end wants to plow straight ahead—but remember, in a predictable fashion—and the light steering provides little information on how the front tires are doing.

Steering lightness is, however, a plus when driving in the city, where the Compass’s reduced dimensions make it easier to manoeuvre than several of its rivals.
The brakes bite too hard, making them a bit difficult to modulate, but they still prove to be quite powerful. The lane keep system is a bit too zealous in correcting the trajectory and soon gets switched off on secondary roads.

All in all, the 2018 Jeep Compass shines brightest on off-road trails. All the AWD models have a drive mode selector that modulates the powertrain depending on whether you are driving on the road, mud, snow or rocks. The Trailhawk version adds a “Low” mode that holds the first two gears of the automatic transmission to maximize traction at very low speed.

On the very demanding off-road route at the FCA test centre in Chelsea, Michigan, our Compass was able to follow a Jeep Wrangler Rubicon almost without a snag. Almost, because the underside of the Compass scraped the ground a few times; fortunately, skid plates shield the underbody.

The only vehicle in the segment that offers comparable off-road capabilities is the Subaru Forester. It’s something to keep in mind if you are one of the rare owners who’ll be driving their brand-new vehicle any farther off the road than up the hill to the cottage.

Inspection

The following points were noted during our inspection at a CAA-Quebec technical inspection centre:

• Generally easy access, with the exception of the air filter (housing held on by three screws)
• Positive pole of the battery paired with a big relay fuse; a poorly placed booster cable could damage the electrical system
• Windshield wiper fluid tank placed on driver’s side; it could be dangerous to fill it up on the side of the road
• Difficult access to turn signal, daytime running and fog light bulbs (wheel-well linings have to be removed)
• Good quality anticorrosion treatment but some areas under the floor and in front wheel wells were overlooked
• Good paint thickness
• Air conditioning condenser vulnerable to damage from debris because of large openings in the bottom of the bumper