The Jeep brand is a big player in the world of 4x4s, but the company's Tucson-rivalling Compass has long been a niche player in the family SUV market. In a bid to increase its appeal, Jeep has updated the Compass with a new interior, fresh tech and a very lightly modified front-end design. We sampled the off-road orientated, plug-in hybrid Trailhawk 4xe model.
In the metal
From most angles, it's quite difficult to differentiate the new Jeep Compass from its predecessor, but the front end has been reworked. The grille is the same, but there are new daytime running lights and a new bumper. Some fresh alloy wheel designs have also been added, but that's about it.
The interior has changed far more, with a completely redesigned dashboard and a new 10.1-inch tablet-style touchscreen infotainment system. Jeep says it's faster and more responsive than before, but it's still occasionally sluggish, taking a second to sort itself out between prods of the screen. It looks more modern than before, though, and it has more functions to play with.
That works in tandem with the digital instrument cluster, which is highly configurable and comes with a kind of tile menu to help you choose which display appears. It's a clear screen that's easy to read and gives you plenty of useful information, including some crisp graphics for the plug-in hybrid system.
But the most impressive aspect of the Compass cabin is the newfound sense of quality. Sure, there are some cheap plastics kicking about in awkwardly obvious places, including the top of the doors and the sides of the centre console, but generally it's very good. The dashboard is mostly built with good materials and the buttons feel more robust than before, giving it a slightly more premium feel.
Although the cabin might feel more solid than before, it doesn't feel any roomier. The boot is underwhelming in the plug-in hybrid version, at 340 litres with the rear seats in place and loaded up to the window lines, while rear space is also below par. Taller passengers will struggle with headroom, and all will find sitting in the back seats a little dark and dingy. That said, space in the front is fine, and Jeep has dramatically increased the overall space of the interior storage bins as part of the cabin overhaul.
Driving it
There's a choice of two powertrains, but both are centred around the 1.3-litre turbocharged petrol engine. The entry-level Nighteagle and mid-range Limited model both use that unit to produce 130hp, sent to the front wheels only, while the off-road orientated Trailhawk and top-spec S models come with the 4xe (that's pronounced 'four by E', in case you were wondering) plug-in hybrid system. That combines a 180hp version of the petrol engine with a 60hp electric motor that powers the rear axle, offering all-wheel drive and a total of 240hp.
We tried the Trailhawk model with the 4xe powertrain, which will get the car from 0-100km/h in 7.4 seconds when the electric and petrol motors combine their might. More importantly, the figures suggest it'll cover up to 50km on electricity alone, with CO2 emissions of just under 50g/km. That'll keep the motor tax rate down to €140 a year.
The Jeep name is synonymous with off-roading, and the Compass still has plenty of rough-road capability. Most customers won't tackle anything more taxing than a grassy field or a farm track, but the Compass 4xe will easily deal with some pretty difficult terrain. With the Trailhawk offering 213mm of ground clearance (compared with 201mm for the S), it's perfectly happy wading through half a metre of water, clambering over boulders or climbing steep inclines.
Unfortunately, that off-road prowess is not matched by the on-road performance, and that's far more important for cars in this class. Admittedly, the Compass is much more refined than before, with the 4xe's electric motor and 1.3-litre petrol engine proving quiet and smooth most of the time. Only when stretched will the engine drone and grumble.
Sadly, that's pretty much it for good news. Buyers of the 4xe model hoping for efficiency will be disappointed with the electric range, which is quickly eaten away at anything more than urban speeds. The official 50km range will be difficult to achieve in the real world.
The ride also falls into the 'disappointing' category, with an unsettled feeling to the car's rear end. It's marginally worse in the 4xe than in the petrol-powered car, but neither is as stable nor as cosseting as the best in this class. Potholes can really unsettle the Compass in the middle of corners, too.
But worst of all is the steering, which is really vague at any speed. It isn't a great problem in town or off-road, and it's good news when manoeuvring, but above about 60km/h it completely erodes any confidence in the car. Which is a shame, because while body lean is predictably plentiful, it's relatively well controlled and progressive, thanks in part to the batteries in the floor, which have lowered the centre of gravity.
What you get for your money
Jeep hasn't announced prices for Ireland yet, but the company has confirmed the standard specifications. Things kick off with the Nighteagle, which gets LED headlights and 18-inch black alloys, plus gloss black detailing. The interior features cloth upholstery with vinyl trim, plus heated seats, a heated steering wheel and two-zone climate control, while front and rear parking sensors are also included.
Stepping up to the Limited adds two-tone alloy wheels and body-colour exterior trim, plus keyless entry and a leather-trimmed dashboard, while the Trailhawk gets smaller 17-inch alloys shod in mud and snow tyres, as well as more rugged bumpers and some Trailhawk stickers and badging.
Finally, the range-topping S comes with 19-inch alloy wheels, body-coloured bumpers and a power-operated tailgate, as well as electrically adjustable leather seats.
Summary
The new Compass is an improvement on its predecessor, and a statement of intent for Jeep. Considered modifications have added to its appeal, with a noticeable step up in terms of quality and refinement. However, the driving experience and cramped cabin still let the car down.
As a result, it seems destined to have a small market share in this highly competitive sector. It isn't a bad car, but nor is it different or special enough to stand out from the crowd. With cars like the Hyundai Tucson, Volvo XC40 and Skoda Karoq on the market, there's no reason to choose one. Off-road enthusiasts might be tempted, but they'd arguably be better served by a SsangYong Korando or a Dacia Duster.
