S-Limited and Trailhawk

JEEP

COMPASS

Neil Dowling gives us his take on the Jeep Compass S-Limited and Trailhawk

For a world so enamoured with the great outdoors and the spirit of adventure and the resulting ballooning of SUV sales, finding capable go-anywhere vehicles has surprisingly become harder than ever.

In the smallest end of the Australian market, there are remarkably only two with a lowrange transmission feature, and even then, one is not much more than a crawler gear. However, not having a full low-range transfer case won’t slow the Jeep Compass — now with its Trailhawk version being the only new small SUV alongside the Suzuki Jimny that sits in the budget end of capable off-roaders. That’s right, there is no other light to small SUV that shows as much off-road ability. Most of the peers of the Jimny and Compass are front-wheel drive, for example, and few have a ground clearance above 180mm. Jeep has, of course, a lot to lose if its smallest model — since the Fiat 500X twin, the Renegade, was pulled from the local market in 2020 — doesn’t cut it in the dirt. Cleverly, Jeep offers four variants for buyers who want the go-anywhere looks without much ability and at a budget price (the front-drive Compass Night Eagle at $39,950 plus onroad costs), then the all-wheel drive 2.4-litre petrol Limited and more upmarket S-Limited ($45,350 and $48,350 plus costs), and then the sole diesel AWD Trailhawk ($52,650 plus costs) with high-rise suspension and lots of macho gear.

The Compass is the brand’s city-focussed model yet is a contented family wagon on the open road, in the city and through much of the outback’s unsealed pathways. It can be a serious addition to a family shopping list but comes with a disclaimer — it’s not cheap. The Compass Trailhawk is only $4,300 cheaper than the physically bigger Cherokee Trailhawk. Don’t go looking for any mid-size SUV with lowrange transmission — you have to move up to the (more expensive) large-SUV sector to pick up more capable machines such as the Prado, Ford Everest and Jeep Grand Cherokee. So the Compass has some compromises, but one of those is not how it performs on the country road and away from the bitumen. Both the Compass Trailhawk and the S-Limited were driven here. On reflection, the $5,300 saved on buying the petrol S-Limited makes it a better buy, unless you really need rugged performance and really want a Compass. Both these versions, despite the marketing that presses the increased capability of Jeep Compass Trailhawk.

Jeep Compass S-Limited.

Jeep Compass S-Limited.

the Trailhawk, share the same nine-speed automatic transmission. Compass variants are 4.4m long, 1.8m wide and up to 1.66m high so fit perfectly into an urban life. The Trailhawk is the tallest (1.657m) because of its high-rise suspension that adds 13mm to the S-Limited’s ground clearance (from 212mm to 225mm). The platform is monocoque and the engines — either the 2.4-litre petrol in three variants or the 2.0-litre turbo-diesel in the top-shelf Trailhawk — are transversely mounted so, in comparison to say the Subaru Forester, are tucked well back and close to the front axle line to minimise the approach angle. There’s also a fairly flat underbody that gets extra protection in the Trailhawk with additional metal skid plates over the front valance, beneath the engine, the fuel tank and forward drive components. Jeep’s 2.4-litre “Tigershark” engine has been around in its current spec since 2012, but is heavily based on an engine that started in 2005 in models including some Hyundais, the Dodge Caliber, Dodge Journey and the previous generation Jeep Compass and Patriot. Its longevity is attributed to its relatively simple design, with the variable-valve timing and variable lift of the (only) intake valves a gift from Fiat which markets the design as ‘MultiAir’. The point is that the engine has been around for a while so should have plenty of knowledge from technicians as well as accessible spare parts. In the Compass, it pumps 129kW at 6400rpm and 229Nm of torque at 3900rpm and claims fuel economy averages of 9.7L/100km, enough to squeeze up to 620km from the standard 60-litre tank. The 2.0-litre diesel in the Trailhawk is, as you’d expect, the better bet for longer distances. It’s also a shared engine and offshoots have appeared in everything from GM’s Astra and Insignia, to the Alfa Romeo 159, various Fiats and the Jeep Cherokee. It pumps 125kW at 3750rpm and a gutsy 350Nm of torque at a low 1750pm. Jeep claims a 6.7L/100km average for a plausible range of 895km. Expect closer to 9L/100km for some arduous off-road work. There’s only one gearbox for the Limited, S-Limited and Trailhawk and it’s a Jeeptuned nine-speed auto. Why nine? Because it spreads out the gearing to keep engine revs low enough to save on fuel and emissions. Spreading the love through nine gears also means that first gear can be much lower than traditional gearboxes. That suits Jeep’s purpose to create a low-speed drive option without the cost and weight of adding a two-speed transfer case. Jeep isn’t alone in using this idea — Volkswagen’s Amarok also has a crawler gear instead of a transfer case.

The fact is, the petrol and diesel engine are powerful enough to automatically bypass the low first gear when used in virtually all on-road conditions and probably 95 per cent of off-road conditions. Compass 4WD variants are actually frontdrive that uses Jeep’s Selec-Terrain system with an ‘on demand’ ability to engage the rear wheels. Its default is the ‘Auto’ button that will bias the front wheels and pick up the rear axle depending on the loss of front-wheel traction. The more the front spins, the more the drive goes to the rear. It can be operated manually, so you can press the console-mounted button to engage ‘4WD Lock’ to give 50:50 front and rear. There’s also a ‘4WD Low’ button that holds the low first gear and it’s this button that gives the Trailhawk a slight edge over its Limited and S-Limited siblings. In the dirt the package is surprisingly capable, easy to point and shoot and reasonably comfortable. I’m saying ‘reasonably’ because the suspension in both the Trailhawk and S-Limited is nicely firm to promote a sure-footed feel through bitumen bends. But it’s not a suspension package that enjoys being hurried too hard over offroad ground as the car-type short-travel suspension has little compliance. The trick, of course, is to slow down but there are occasions - crossing beach sand for example - where momentum is paramount. One note is that lowering tyre pressure for beach work will hurt your ears — nothing to do with the

tyres but with the tyre pressure warning system that will beep mercilessly. Small price to pay, I guess, but something to be forewarned about. Seat comfort (leather facings) is good, steering control is great off the road, and brakes have more than sufficient power and fade-free operation. The tyres are adequate for the dual-purpose role of the wagon but buyers looking at more dirt action should look at an upgrade to the stock rubber. On the road the wagon (S-Limited tested here) is pretty good but weirdly seems to be lacking a bit of confidence in the steering department which feels overly light and returns a feeling of vagueness to the driver. The 2.4-litre petrol is a smooth performer and its economy (9.2 L/100km overall) was Jeep Compass Trailhawk. Jeep Compass Trailhawk.

good given the conditions. But in an age where turbochargers rule the small-bore new-car market, the performance of this engine feels a bit lacklustre. Cabin treatment of both Compass variants is pleasing to the eye and ergonomic, with a high level of information available in the driver’s screen and through the centreconsole’s infotainment touchscreen. It is, simply, a nice place to be and shows a sense of careful design, appreciative choice of durable yet attractive materials, and good construction. I will point out that the Compass for the Australian market is made in India but in terms of quality and feel, there’s nothing to show that this is an issue. It’s as good as the Jeeps made in other markets. The nine-speaker Uconnect system of Chrysler-Jeep-Dodge and even Maserati (yep, same system) was easy to use and never missed a beat while giving good clarity and good functionality. It also wins for visibility, with the 10.1-inch screen sitting up high in the centre. Apple CarPlay and Android Auto are standard, as are features including a luggage blind for the boot, LED projector headlights (both versions), roof rails (all versions), ISOFIX child seat connections, wireless phone charger (all), USB points front and rear, and rear-seat 230-volt and 12-volt plugs. The safety inventory is right up there, with standard autonomous emergency braking (AEB), active cruise with stop-and-go function, blind-spot monitor, rear crosstraffic monitor, traffic-sign recognition, trailer sway control, roll mitigation and for those who have yet to master the technicalities of parking, park assist for perpendicular and parallel parking. Interior room is as big as most of its class rivals but there is a penalty of the rear-drive

Jeep Compass S-Limited.

hardware that means a space-saver spare for all variants except the Trailhawk that — in acknowledgement that its audience is more likely to get out of town — has a fullsize spare. The Trailhawk also has 17-inch alloys with its sibling, the S-Limited, having 19-inches. Again, a clever move by Jeep to allow customers to easily opt for alternative rubber with 17-inch tyres offering a greater tread and brand choice. The list of equipment in the Compass’ here is impressive and can exceed many rivals, a key indicator as to why the model is more expensive than less off-road savvy competitors. It is also sized to suit a diverse range of buyers and a diverse range of ownership conditions. It has all the right ingredients for a go-anywhere tow machine but unfortunately, it maxes out at 1000kg — way too low for some of the more durable two-wheel off-road campers. Jeep offers a five-year, 100,000km warranty and will provide roadside assistance for the life of the vehicle as long as it remains serviced by a Jeep dealer. The model also has capped-price servicing for its 12-month or 12,000km (petrol) intervals (diesel has 20,000km gaps) which cost $399 for each service for up to five years. THE VERDICT:

If you want a wagon that goes out (and comes back) of the metro area with confidence, the Compass Trailhawk is a good thing. It’s very similar in feel and capability to an earlier Forester (a good thing) and will likely appeal to a similar audience.

DL17210

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