![]() ![]() While the Compass was comparably quiet on the road and at idle, its coarse four-cylinder roared to redline at a screeching 79 decibels-five more than what we recorded in a Renegade 4x4 with the same powerplant. ![]() Those figures trail a far-less-powerful, 141-hp HR-V EX-L AWD by 0.2 and 0.5 second that we featured in a small-crossover comparison test in 2015. Zero to 60 mph takes 9.5 seconds, and the jaunt from 50 to 70 mph is a 7.2-second affair. Despite its engine producing a respectable 172 horsepower and 165 lb-ft of torque, the Compass proved to be at the slow, and loud, end of its class. Surely, then, the Compass must offset its lack of feature content with noteworthy performance, right? Wrong. Rear-seat legroom is similarly advantageous, with the Compass providing its occupants an extra four inches to stretch out. Raise the seatbacks, and the Compass betters its Italian-made sibling by more than four cubic feet. Compared with its showroom-floor competitor, the Renegade, the Compass affords three cubic feet more cargo space with the rear seats down. Plus, the all-wheel-drive HR-V provides an additional two cubic feet of cargo space with its rear seats folded and another half cubic foot with its rear seats in use. Nevertheless, a Honda HR-V EX-L with navigation can be had for $26,890 and includes all those features the Jeep lacks. For what it’s worth, TrueCar estimates an all-wheel-drive Compass like our test car can be purchased for more than $6500 below sticker. It replaces the standard push-button stereo system and raised the as-tested price to $28,610-a mighty sum for a tiny crossover lacking navigation, automatic climate control, a proximity key, seat-height adjustment (and the driver’s seat is mounted extremely high), leather seats, or seat heaters. While we like UConnect in other FCA products, the Compass uses an earlier version with low-resolution graphics and a frustrating Bluetooth system that requires users to connect a mobile device via voice commands. (Front-wheel drive costs $1400 less.) A $995 backup camera was our test vehicle’s only option and brought along a 6.5-inch Uconnect touchscreen infotainment system. A less powerful 2.0-liter four-cylinder engine is standard on front-wheel-drive, non–Anniversary Edition models.Īll told, choosing the diamond-anniversary Compass will set customers back $27,615 before options. (Front-wheel drive is standard.) A more off-road-ready Freedom Drive II system with low range that’s paired with a continuously variable automatic transmission (CVT) is also available on the Compass, but not on the 75th Anniversary Edition-a strange omission given Jeep’s off-road history. A 2.4-liter four-cylinder mated to a six-speed automatic is the sole powertrain choice in the 75th Anniversary Edition, and our test vehicle routed its torque through Jeep’s light-duty Freedom Drive I all-wheel-drive system. The package also requires the Power Value Group, which adds automatic headlamps, body-color door handles, and a handful of other items. By opting for the celebratory model, buyers also get toys such as a power sunroof, a leather-wrapped steering wheel, and remote start. Our test vehicle was dipped in Recon Green paint and adorned with 75th Anniversary Edition–specific bronze-colored 18-inch wheels, roof rails, tow hooks, badging, and miscellaneous trim. The Compass doesn’t look half-bad, either. This is especially impressive given that the little Jeep’s ride is as supple as a mule stumbling down the Grand Canyon. In fact, not a single squeak or rattle was heard from the Compass’s low-rent, hard-plastic interior during its entire stay with us. For instance, the chassis-after years of incremental improvements-now is fairly refined. Of course, the Compass isn’t entirely bad. ![]()
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