2008 Jeep Compass Review

Specifications

With Jeep, there’s always going to be a battle between the marketing people and accountants against the enthusiasts that live, breathe and dream the brand. Some products are “Jeep” to the core, like the new Wrangler and its four-door Unlimited sibling, while others, like the Compass, are likely to incite ranging debate. You can’t blame Chrysler (then DaimlerChrysler) for coming up with the idea, because something along these lines was exactly what was needed to spur sales. People love Jeeps, but not all of them are trail-blazing renegades. Some like the look and the attitude, but don’t really care for the transfer case and locking diffs. In the context of an urban society, the Compass is a good fit for the brand, not to mention that it’s also the right size for today’s steep fuel prices.

While I’m still preferential the Jeep classic school of design, which is boxy, upright and retro, the Compass’ curvier flanks have grown on me over time. The large, round headlamps and seven slot grille give it a cute looking face, and the pumped up fenders endow the body with a greater sense of substance. But comparing the Compass to some of the other Jeeps, you’ll notice that it doesn’t seem to have that chiseled and robust look that’s generated by setting the windows into the body work, rather than making them flush as they are with the Compass and other cars. This was done purposely, to soften the visual message, to let people know that it is more civilized and refined. Tarted up with silver bumper trim and chrome wheels, the Compass Limited is well dressed for suburbia or downtown; all models come equipped with 17-inch alloy wheels, which are a nice visual addition.

One of my favorite changes to the Compass lineup this year is the Rallye Group, which, in a way, gives the little Jeep a bit more credibility. The Compass is the only Jeep that isn’t Trail Rated, but the Rallye package is, in a way a substitute. It beefs things up in terms of appearance, giving it a sporty look, and rallying happens to be something that’s highly regarded as one of the most grueling forms of racing. Order it and you get black-painted split 18-inch five-spoke wheels and sportier looking front and rear valances, plus a rear spoiler. It also comes with a pair of rally-style spotlights that sit in front of the main grille. It may be just an appearance package, but it really works with the Compass, empowering its attitude. Even though Jeep has never gone rallying before, looking at the Compass dressed up in such a manner makes a person think Jeep might just want to enter it in the WRC. In fact, I recall there being a bit of talk about rally racing as being an inspiration for the Compass when it was launched as a concept car. Now, if only they’d drop the SRT4’s 280 horsepower turbocharged engine under the hood there’d be the bite to back it up.


Like most small crossovers and a growing number of hatchbacks, the Compass is available with either front or four wheel drive. I’d recommend going for the latter not only because a Jeep really ought to have all four wheels as driving wheels, but because you get a better engine. Regardless of whether you opt for the manual or CVT, with electronically controlled four wheel drive (featuring 50/50 locked power distribution) you get a 172 horsepower 2.4-liter engine, which is much more than the FWD Compass with the CVT that is downgraded to a 2.0-liter with 158 horsepower. A note to all those who are keeping a close eye on fuel economy figures - a front wheel drive Compass with the 2.4 and a manual transmission gets better fuel economy than the 2.0 FWD CVT, not to mention the fact you’re skipping out on paying for the gearbox; it pays to drive stick!

The figure puts it on par with the Subaru Impreza and the base Outlander (which incidentally shares its engine), but for some reason the horses making the power don’t feel 100-percent there. And though the engine has variable valve timing and four valves per cylinder, it is ultimately short on refinement. Plunge your foot to the floor to pass (which you will often do, to get those ponies into action), and the needle swings up, staying pegged near the redline until you reach your final target speed, due to the CVT. That might take a while, which will mean you’ll have to sit and listen to the engine wind itself up, and that isn’t very pleasing. Thankfully, Jeep has added the AutoStick function to the Compass for ‘08, which gives you access to six artificially created ratios. But, if you avoid flooring the gas pedal, the Compass’ powertrain is generally okay; most of the time the revs are kept low and engine noise is out of the picture. Unfortunately, I also wasn’t able to match its fuel economy ratings to the EnerGuide estimates no matter how hard I tried. After a week of driving, much of which was spent on the highway, I managed 24 mpg. I guess it’s not entirely bad for a compact crossover, but in the grand scheme of things it is isn’t something to write home about.

Both the Compass and the Patriot have the same interior, but context plays an important role in how their cabins are perceived. The materials used for the dash and door panels are simple, and a bit on the crude side; soft touch materials are essentially limited to the seats and steering wheel. On the Patriot, this approach can easily be argued as a very good thing. You can rough it up, and live life to the fullest without giving the cabin a second thought. Should mud splash on the dash, just wipe it down and things are good. But, with the leather, chrome, fancy navigation and more refined urban image, the Compass deserves a bit more. Big changes will happen for model year ‘09 - I’ve seen them in person - so, stay tuned for more details.

There’s also a lot of appeal in the Compass’ practicality and interior space. Though the exterior says “hatchback”, the seating point says “crossover”. Comparatively, you sit higher up in the Compass than you do in the Caliber (by over an inch) which provides a commanding view over the road. I also like Jeep’s inclusion of a wipe-down vinyl cargo bay floor, and same goes for the flat-folding rear seats. Depending on the model (they’re standard on North and Limited), the rear seats also recline, for a bit of extra comfort. Rear legroom is good, and the back seats are comfortable. This particular Compass came with the Music Gate swing-down speaker system that’s mounted on the inner panel of the tailgate; Chrysler says it’s perfect for picnics and parties on the beach. It’s a cool idea, but I’ve yet to see anyone use it. Much more useful, in my humblest opinion, is the removable and rechargeable LED flashlight, and the 115-volt household socket.

Being based on the Caliber, and being the more car-like of the compact Jeep twins, the Compass, particularly this Limited model with its wider tires, handles better and feels more polished. If it weren’t for the Grand Cherokee SRT8, this would indeed be the best handling Jeep ever made. Given that Jeep tuned the ride mainly for paved roads and less for the wilderness, the Compass is comfortable over smaller bumps like manholes and streetcar tracks that would otherwise send shudders through a Wrangler or Liberty. ESP stability control and ABS brakes come standard on all Compass trim levels, including the most basic model. A tire pressure warning system also comes standard on all trim levels.

There was a lot of talk about brand dilution when the Compass was launched, but I think for the most part that’s breezed over, partly because the Compass has proven to be a success, and partly because I really think people don’t seem to care too much. Yes, Wrangler owners might still get a bit riled up over the idea of a unibody, front wheel drive-based Jeep that isn’t Trail Rated, but I see no harm in the Compass. It sells well and helps get people into the brand, which is no bad thing.

With a refined interior (which is on the way), I think the Compass could easily raise its desirability factor. It has the image, the features and the look, plus the price is definitely right at $17,745 for the base model.