Audi S8 vs Jeep Compass

What's the difference?

The S8's existence is a source of joy for me because it's not a huge SUV. Yes, it's a huge sedan but it's a reminder that the technological flagship is alive and well, at least in Germany. And the important thing about these cars is the way the toys filter down through the rest of the range. That used to take years but we're seeing this cool stuff a lot more quickly, right down to the A1.

The S8 punches, and punches hard in this rarefied part of an already shrunken section of the market - the twin-turbo V8 matches its German rivals, it's lighter and it's as well-stacked as any of the three. What it doesn't do, however, is shout about itself the way the other two do.  It's the incognito choice.

The Jeep Compass Trailhawk is a curious beast. On the one hand, it looks pretty cool, and it has a well-executed new interior, featuring one of the best multimedia set-ups in the business. It’s spacious and has a long list of standard comfort and safety gear.

Sadly, that’s where the positives end.

It is way too expensive for what you get, especially when you consider the quality of some of its rivals from mainstream and premium brands.

The driver assist features are badly in need of recalibration and the overall drive experience is a letdown.

If you really want a diesel-powered small SUV, perhaps look at one of the much better diesel models at the smaller end of the medium-SUV segment.

The sheetmetal is obviously very restrained given it's an Audi first, and secondly, it's just not done to go wild in this part of the market.

It's an A6 that's joined a gym, but didn't join that weird gym with men that can't run after you when you insult them (don't ask how I know this). Rolling on 21-inch wheels as standard, you can go up to massive 22s if you so choose.

The A8 created a subtle redirection of Audi's passenger car look, with the updated A4 and A6 both picking up on the horizontal bar between the rear lights and the huge grille framed by family lights with signature DRL patterns. The S8 builds on that with subtle S cues but nothing even vaguely shouty.

The interior acreage - or 'cabin', if you will - is very comfortable, but you already knew that. The multi-screen layout was first seen in the A8 and has now found its way into A7, Q8 and Q7 and is, as ever, brilliant to look at and use.

The MMI updates that have found their way into other cars are present and correct. Like the exterior, it's very restrained but not to the point of sparse minimalism, despite the lack of switches and buttons.

I really don't like the steering wheel, though, and I can't put my finger on why. It certainly isn't especially sporty-looking but I wonder if the standard flat-bottomed S wheel just looked stupid.

The materials are beautiful and everything fits together perfectly.

When the second-gen Compass was revealed, it was seen by many as a mini Grand Cherokee. Which isn’t a bad thing. It looks tough enough, but also has a softer edge than something like the Jimny.

As part of the 2021 update, Jeep refreshed the styling with slimmer LED headlights and a new daytime running light signature, a revamped bumper and seven-slot grille, as well as a broader bonnet.

The Trailhawk features variant-specific red and black decals on the bonnet, and a unique grille treatment, as well as the visible skid plates and red tow hooks.

It certainly gives the impression of having some off-road cred, and while some will love the Trailhawk name emblazoned across the bonnet, it’s a bit much for me. The 'Galaxy Blue' premium paint looks too sparkly in direct sunlight and has an almost purple hue.

An example of wishful thinking is the green ‘Diesel’ badge with a leaf next to it on the rear of the vehicle. Save the eco badges for your electrified vehicles, Jeep.

The cabin is clearly built with rear seat passengers in mind, with rear leg and headroom configured for those continent-crossing drives.

The S8 has plenty of comfort for two rear seat passengers and a few amusing options to while away the hours in traffic or on the autobahn.

That doesn't mean the front seat passengers are in purgatory, with huge but supportive seats adjustable in all conceivable directions.

Front and rear rows score a pair of cupholders and bottle holders while the boot is a handy, if not awe-inspiring, 505 litres.

The Compass sits in the small-SUV category but its larger dimensions mean it’s almost big enough to compete with models in the medium-SUV segment.

It’s longer, taller, wider and has a longer wheelbase than other larger small SUVs like the Kia Seltos and Honda HR-V, but isn’t as big as a mid-size Mazda CX-5.

It feels larger inside than other models it shares a platform with – namely the Jeep Renegade and Fiat 500X, that are no longer sold in Australia.

The biggest change ushered in by the update is the interior. Jeep has completely overhauled the cabin to the point that it’s unrecognisable compared to the pre-facelifted model.

The new dash design is much more appealing and the layout is well executed. There’s a mixture of soft-touch materials and plastic panels with red stitching running across the fascia. It’s so much more up-to-date than the old Compass and there’s a robust yet semi-premium look to the cabin.

A new steering wheel is in keeping with Jeep’s new generation of models that includes the Grand Cherokee due in Australia this year. It’s chunky, feels nice to touch and features clear audio, phone and cruise controls.

Jeep has persisted with its quirk of housing the volume and song/station skip buttons on the rear side of the steering wheel spokes. Once you remember which side volume lives (the right), it’s easy to change the levels. But surely it would be better to house them on the front of the wheel, with labels?

Storage wise, the glove box is narrow, as is the central bin, but it’s deep. The doors will hold 600ml bottles and the console houses two decent-sized cupholders with durable rubber lining which is easy to clean and can take a beating. The cupholders are separated by an upright phone holder.

Speaking of durable, that’s clearly the theme Jeep is going for with the Compass Trailhawk interior. It comes standard with rubber mats throughout, including the boot, which is great for protecting the carpet if you fancy a bit of camping.

What isn’t durable, however, is the cheap and tacky indicator stalk that feels like it will snap off every time you touch it.

After spending some time in European cars prior to the Jeep, it’s nice to experience strong air flow from the air conditioning system, especially at the height of a Melbourne summer. It’s also great to see physical buttons for the air con controls.

You can, however, also control the climate via the latest 'Uconnect 5' multimedia system housed in the 10.1-inch touchscreen.

This system is undoubtedly one of the Compass’ strong points. The modern graphics look very cool and the main icons make sense.

Once you dive into the menu there are extensive options but it’s not overwhelming. It’s intuitive and clever. The sat-nav visuals are clear and appealing too.

It’s an excellent set-up and better than systems from a whole host of Jeep’s mainstream rivals.

Apple CarPlay set-up was easy but there is an odd lag when selecting a command on the touchscreen that isn’t there when you use the Jeep system.

Another highlight is the exceptional Alpine nine-speaker audio system that’s part of the Trailhawk Premium package. It’s a belter!

The new digital instrument cluster has clear dials but changing the screen layout is fiddly. The Compass also lacks a head-up display.

The front seats with red embossed Trailhawk across the front look good, but the cushion feels like it’s elevating you in the seat. It’s not a problem with the power adjustment, it’s just the way the cushioning is designed. Thigh support is limited but upper body bolstering is good.

Visibility is impacted by the narrow rear windscreen and the tiny rear windows behind the C-pillar, that are pointless.

Rear occupants have access to lower air vents, a USB-A and USB-C port, 230-volt AC plug and a 12-volt DC plug. There are two map pockets, rubber floor mats and 600ml bottles will just fit in the door.

Space wise, there’s plenty of leg and toe room in the rear, and just enough headroom for this six-footer to avoid scraping the headliner.

Getting in and out of the front and rear seats is easy thanks to the Compass’ ride height.

The rear seats are flat and firm and the 60/40 split-fold seats have a fold-down central armrest with two cupholders.

When you open the power tailgate, the boot doesn’t look particularly big, but at 438 litres (1251L with rear seats folded), it’s five litres more than the Kia Seltos GT-Line and eight more than the Haval Jolion.

A full-size spare wheel lives under the boot floor and the cargo area features metal tie-down hooks and a small storage tray.

The cargo blind is useful but there’s nowhere to stow it when it’s not in use. And you have to lower the rear seats when you want to put it back in place.

Jeep’s pricing for the updated Compass range is at the higher end of the segment compared with its rivals. It starts at $37,950, before on-road costs, for the Launch Edition and tops out at $51,650 for the range-topping Trailhawk.

Our Compass Trailhawk test vehicle was fitted with options including premium paint ($895) and a 'Trailhawk Premium' package ($4195) that added heated and ventilated front seats, heated steering wheel, a panoramic sunroof and a nine-speaker Alpine audio system. That bumped the price up to $56,740 before ORC, meaning it’s about $60,000 on the road.

Top-spec versions of competitor small SUVs are much cheaper than that. The Kia Seltos GT-Line is $42,200, the Mazda CX-30 X20 Astina is $47,390 and even the European Peugeot 2008 GT Sport is $43,990.

Considering you can buy an Audi Q3 40 TFSI quattro for $61,600 or a Volvo XC40 T5 R-Design for $56,990, Jeep is creeping into premium territory with the Compass Trailhawk.

Luckily, Jeep has packed the Compass Trailhawk with loads of standard goodies.

The Indian-built SUV includes keyless entry and start, wireless charging, leather bucket seats, dual-zone air conditioning, eight-way power adjustable driver’s seat, power folding exterior mirrors, auto-dimming rear-view mirror, a 10.25-inch digital instrument cluster, a 10.1-inch multimedia screen housing a 360-degree surround-view camera, satellite navigation and wireless Apple CarPlay/Android Auto.

As the rugged Compass variant, the Trailhawk comes with off-road bits as standard, like underbody skid plates, a 180-amp alternator, two front (red) tow hooks, reversible carpet and vinyl cargo mat, low-range gearing as part of the four-wheel drive system, hill hold control and a terrain-type mode selector.

Despite all the standard gear and unique off-road features, it still doesn’t represent great value compared with its rivals.

Under that long bonnet is a 4.0-litre twin-turbo V8 pumping out 420kW and a diesel-like 800Nm of torque. 

That's a lot, even for this big bruiser. Obviously, being an Audi S-car, it has quattro all-wheel drive, which is fed by an eight-speed ZF automatic. Which is in everything now. Well, just about.

That huge torque figure is available between 2000rpm and 4500rpm while peak power arrives at 6000rpm. The 0-100km/h sprint is despatched in - gulp - 3.8 seconds.

As it's riding on the MLB platform, the mild hybrid system is a 48-volt set-up. A lithium-ion battery in the boot takes charge from the belt alternator/starter, which means the S8 can coast at higher speeds with the engine off and also cut out at 22km/h and under in traffic.

The system can also add up to 60Nm of torque in the right conditions for up to six seconds, and if it happened for me, I didn't notice it.

As mentioned, the Compass Trailhawk is now the only remaining small SUV in Australia offered with a diesel engine. Well, from a mainstream brand at least. The BMW X1 is the only premium small SUV offering with a diesel donk.

The Jeep uses a 2.0-litre four-cylinder turbo-diesel delivering 125kW at 3750rpm and 350Nm at 1750rpm. It is paired with a nine-speed automatic transmission and comes with four-wheel drive as standard.

The 10.5L/100km official figure is, shall we say, optimistic. The launch drive was mostly highway so there's no real information to be gleaned from that, so we'll have to wait for real world fuel figures.

I'd say 12-13L/100km is achievable if you don't like having fun, in which case, the lesser A8 is probably for you.

Audi says the MHEV system saves 0.8L/100km with an early cut-out for the stop-start and the ability to coast on the highway for over half a minute at a time.

Jeep’s official combined cycle fuel use figure for the Trailhawk is 6.9 litres per 100 kilometres. After a week of mixed but mostly urban driving, we recorded a much higher figure of 11.2L/100km.

The Compass has a 60-litre tank. Combined CO2 emissions are rated at 181g/km.

Driving any of the cars in this segment is a rare treat, whether it's the 'entry level' diesel or this top of the heap sports sedan. My day with the S8 was filled with the usual surprise and delight that only these tech-packed cars can deliver.

Heading out of the Sydney CBD in 'Comfort' mode, the car scans the road ahead and adjusts the active suspension accordingly. You already know it has active suspension because when you pull the door handle, the car lifts by 50mm to make it a bit easier to get in.

The suspension's party trick is flat-topped speed bumps - drive at one, brake a little and sense the way the body feels like it stays exactly where it is in the air but the suspension almost completely flattens the speed hump.

It's uncanny and almost unnatural, with just the tiniest change in altitude and no noise from the suspension.

It also manages the terrible narrow lanes of CBD thoroughfares with ease, the lane keep system letting you know if you're straying.

On to the motorway and you get a feel for its crushing performance. You won't hear much, though - the stereo's noise-cancelling system shuts out almost all tyre noise and consistent wind noise is largely banished, too.

I'm going to admit I gasped when I found some corners. Active suspension bodes well for the tricky stuff, as does the all-wheel steering. Both are exceptionally clever systems for making the car feel a lot smaller in town and in car parks but they're also really good if you want some fun.

But the way the rear-wheel steer adds agility to such a big car is hilarious and clever. While you can't quite chuck it around - and really, you're not buying an A8-sized car for that kind of nonsense - brisk progress is far from intimidating.

Now, obviously, a Ford Fiesta would drive away from the S8 in the really tight stuff but it would take some time to properly shake it. The colossal torque from the V8 hurls even this two-tonne-plus limo out of the corners in a most satisfactory manner.

It's surprisingly agile for a machine more than five metres long and two metres wide. If your passengers are corner enthusiasts, you'll all be having fun in near silence. It's oddly engaging to be moving at pace in such a hushed cabin.

Jeep claims the Trailhawk has some off-road ability, but we didn’t get a chance to test that. Most driving was around town, freeways and city fringe.

The first thing I noticed when I got behind the wheel was the awkward position of the accelerator pedal. It could be the wheel arch intruding into the footwell, but the right side of my right foot constantly brushed the carpeted panel. It’s annoying and a clear design flaw.

Another flaw is the idle-stop system. When you park, the idle stop kicks in and cuts the engine off. But if you want to properly turn the engine off and get out of the car, you have to do something to wake up the engine, then turn off the ignition. Another annoyance.

The diesel engine is responsive enough, but it lags on take-off and it’s not as torquey as expected. Accelerating hard doesn’t reward the driver with instant response, and momentum is blunted by steep ascents.

It does come alive around 3000rpm which seems to be a sweet spot.

The nine-speed auto can sometimes hold gears and the brakes are on the spongey side.

The Trailhawk feels like a heavy vehicle on the road. Much heavier than its 1621kg tare weight would suggest. As a result, it lumbers along and makes for sloppy handling.

It moves around the road too much and there is quite a lot of body roll in corners. It’s slow to respond coming out of corners, too.

The steering feels lazy and it’s weighted on the heavy side. It doesn’t make for an engaging steer.

Ride comfort around town is well sorted. For the most part, it absorbs speed bumps and crumby urban streets, without offering a truly comfortable ride.

Overall ride quality diminishes at higher speeds. It’s busy and jittery and never feels settled.

Needless to say, this is not the small SUV to buy for navigating city traffic or to take for a fun drive on your favourite twisty country road.

A brief section of unsealed road highlighted the excellent traction of the Trailhawk.

The 225/60 R17 Falken Wild Peak tyres produce a bit of tyre noise on coarse chip roads but otherwise the cabin is fairly well insulated from outside noise.

The Jeep Compass was tested by ANCAP in 2017 and the updated model retains its five-star rating.

It features a solid list of standard safety gear including auto emergency braking with pedestrian and cyclist detection, forward collision warning, lane departure warning, lane keep assist, rear cross-traffic alert, a driver fatigue monitor, adaptive cruise control and traffic sign recognition, blind spot monitor, tyre pressure monitor, parallel and perpendicular park assist, 360-degree surround-view monitor, and front and rear parking sensors.

It has six airbags but does not include a front centre airbag that helps minimise injuries during a side collision.

The proximity sensor for the surround-view monitor is overly sensitive when parking or in traffic. It beeps a lot when it doesn’t need to.

Thankfully you can alter the strength of many of the Jeep’s driver assist functions because there are so many audible alerts that it can be overwhelming.

The forward collision warning can also be overly sensitive and go off when there’s clearly no danger. On the flip side, the adaptive cruise control is too slow to respond, prompting me to brake before getting dangerously close to the car in front on the freeway. I had to double check that the car was fitted with adaptive cruise and not just regular cruise control.

Jeep’s 'Active Lane Management System' caused some headaches. It ping pongs you between lane markings rather than centring the vehicle in the lane. It’s jolty and pulls at the wheel far too much.

Again, you can change the strength, but even on the lowest setting it intervenes far too much and makes for a truly frustrating drive experience.

It’s an opt-out system and by the end of my time with the Compass I switched it off every time I got behind the wheel. It’s one of the worst lane-keeping systems I have come across in some time.

On the positive side, the 360-degree reversing camera display is top notch.

Audi continues to fail to match Mercedes move to a five year warranty, sticking with three year/unlimited kilometre cover. BMW is still doing it too, so maybe Ingolstadt and Munich are playing chicken. 

You can get a five-year service plan for the S8, coming out at $3990 for the duration.

The Compass comes with a five-year or 100,000km warranty and five years of free roadside assistance. Every time you service your vehicle at a Jeep dealer, another year will be added to the roadside assist program.

The servicing schedule is every year or 20,000km for a diesel Jeep, whichever comes first.

Jeep offers a capped-price servicing scheme for the first five years. The Compass Trailhawk costs $399 for each of these services.