Despite the accomplishment of this all-brand-new, second-generation 2017 Jeep Compass crossover SUV, the brand will keep vending the first-generation Compass also as a 2017 version before moving that decade-aged Shoshone to the fantastic fragment collection in the sky. We, however, are joyful to bid adieu to the dull first-generation Compass, as well as its boxier twin, the Jeep Patriot.
Like its precursor and abbreviated-term horse, the brand-new Compass fits into the 15.4-inch general-length disparity between Jeep’s little Renegade and its midrange Cherokee crossovers. (If this hair-splitting strategy seems a bit odd, know that the Compass also is intended to suffice as a maneuver merchant in many international marts for which the Cherokee is simply too enormous.) Unlike the sad-sack first-generation Compass, though, the designed crossover looks and feels like it belongs on the same showroom floor with those wheels. Made on the little-wide 4x4 that underpins the bug-eyed Renegade, the brand-new Compass doubles down on the skirt–superb Cherokee looks that the genuine Compass attempted to choose in its 2011-version-year refresh.
The brand-new one is more beautiful and acceptable proportioned, with its block regions balanced by a bewitching shoulder-formation blow and a counterfeit floating roof. The latter is colorant an identifying black on the $29,690 Trailhawk, the black-roof Jeep also is accessible on the $25,390 Latitude and $30,090 Limited trim stages but not on the base $22,090 Compass Sport.
As with most contemporary Jeeps, the Compass is liberally enabled with Easter foodstuffs, including a molded-plastic lizard at the base of the screen and an influence of the inlet lands Monster at the bottom of the rear framework. Inside, the brand-new Compass supplants the aged one’s debased-rent indoor with contemporary articles that recall the regions of the expensive Jeep Cherokee and Grand Cherokee in both design and worldly quality. Brittle-feeling regulate stalks and door-panel switchgear, though, are overlapped with the bargain-priced Renegade. Replacing the aged Compass’s dated transmissions systems are a trio of Uconnect touchscreen units that maneuver 5.0, 7.0, and 8.4 inches, the gigantic also accessible with navigation. As with the Uconnect systems found in other Fiat Chrysler commodities, the 8.4-inch unit we competed with was fast to answer to tap signals and uncomplicated to use. A handful of rigid buttons find near the HVAC regulates ensures that even the least tech-savvy functions can finish basal transmissions regulates.
At 173.0 inches long, the brand-new 2017 Compass overshadows the Renegade by 6.4 inches. a more 2.6 inches between the Compass’s shafts imbues the crossover with 3.2 inches more rear legroom than its little relational. More superb is the 27 blockish feet of merchandise maneuver behind the 60/40 split-folding rear seat seat, which attempts the large Cherokee by two cubes.
The increased mark also bestows the crossover with a more civilized drive quality that doesn’t upset the little Jeep dynamically when you give it the instrument. Over rough and zigzagging back anchorages near Hollister, California, the Compass entangled obtain and constituted acknowledgments to its relatively minor body spin and appropriately heavy, if reserved, steering.
Restraint descend was borderline, although the restraint drive were sensitive. All Compasses use FCA’s 2.4-liter inline-four making 180 horsepower and 175 lb-ft of torque, a motor that’s also accessible in the Renegade. A six-speed manual shell is standard on the Sport and the all-wheel-drive. Two automatic transmissions are supplied, a six-speed for front-wheel-drive versions and a nine-speed with all-wheel drive.
Both the off-road-ready Trailhawk and top-of-the-formation minor trim stages have the all-wheel-drive/nine-speed-automatic drivetrain as standard and that’s the collection we consumed. Although the motor’s anemic top extremity and the transmission’s diffidence to downshift conveyed the Compass fought to pass traffic at freeway accelerates, the powertrain was a satisfactory friend at sedate rates.
Relatively abbreviated debased wheels in the nine-speed assist the Compass feel anxious off the formation. Still, don’t slope on it being particularly fast, think that the fast Jeep Renegade we’ve try-out with this motor supplied a zero-to-60-mph moment of 8.8 seconds while a dense, off-road-oriented Renegade Trailhawk needed 9.2. With 8.5 inches of ground clearance (0.3 inch more than other all-wheel-drive Compass versions), the Trailhawk has a superb 30.3-degree reach space, 24.4-degree breakover space, and a 33.6-degree act space, transformations over the quality design by 13.5, 1.5, and 1.9 degrees.
Further identifying the Trailhawk from other Compass deviations are its knobby Falken Wildpeak H/T tires, abdoman board bases, and Jeep’s progressive drive debased all-wheel-drive system with a 4.33:1 final-drive ratio that features a general and debased-range-like—first-gear ratio of 20.4:1. While other all-wheel-drive Compass versions give quality Auto, Snow, Sand and Mud driving methods, the Trailhawk adds a Rock method. Among other things, Rock method increases the sense of the all-wheel-drive system’s restraint-based force vectoring. Although Rock method never entangled essential for the hindrances we encountered, acting it did noticeably decrease wheelslip. If the Jeep Renegade is just a hair too little and the Cherokee a smidge too enormous, then the brand-new Compass is coated just right. No longer a penalty container, the second-generation Compass combines autumnal looks, active controlling and cozy improvements, making it an applaudable component to Jeep’s little-crossover litter.