Honda CR-V vs Jeep Compass

What's the difference?

What a joy it is to drive such a complete, solid, refined car. Close to three years into its life, the sixth-gen Honda CR-V remains one of, if not the best mid-size mainstream SUV in Australia. I say ‘one of’ as I am yet to drive the new-gen Toyota RAV4 so I’ll wait to test that before giving a final judgement.

The new entry-grade VTi X e:HEV is a winner and you likely won’t need much more kit than what it offers. But you wouldn't regret paying a bit more for the extra spec in higher grades.

Aside from the lack of a space-saver spare wheel in hybrid grades, most of the other negatives are forgivable.

If you are looking for a mid-size family friendly SUV, please go and test drive the CR-V. Very few brands are doing things as well as Honda right now.

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.

If you’re familiar with the sixth-generation CR-V that launched in late 2023 then you’re familiar with the 2026 version. No visual changes have been made, although the flagship RS now has gloss black mirror caps and door handles.

It is a handsome design for sure, but it doesn’t elevate the medium SUV segment, nor does it do anything different or interesting.

I remember thinking it already looked a bit old when it launched, specifically the entry-grade versions, and given there’s a lot more competition in the segment now, a nip and tuck would've helped.

Nothing has changed design-wise inside. It has an appealing but somewhat conservative design with cool elements like the honeycomb mesh horizontal panel housing the air vents, and the classy chrome dials.

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 CR-V is a medium-size family SUV with a long history of practicality at its core, so it has to get the fundamentals right. And, largely, it does.

Up front the CR-V is a spacious car with ample head room and decent space across. The seats are well-bolstered and comfortable across the model grades. The seats in the RS are almost sports seats with ample side bolsters and black leather-appointed trim with red stitching, but I prefer the cloth trim of the VTi X.

Storage is handled by sizeable door bottle holders, a pair of cupholders up front and a big central bin, with a few other nooks for phones and the like.

Connectivity-wise there’s a pair of USB-C ports and a wireless charging pad on all grades. The multimedia screen is small by today’s standards, but it’s hard to fault its functionality. Large menu tiles are easy to identify and swipe through, and thankfully there is a separate space on the stack for air-con with actual buttons and dials. And the dials look great! Virtually every Chinese brand (and Tesla), please take note.

Google Built-in is a solid system as it allows you to log into your own Google account and access your saved places on Maps. I used this when I reviewed the Accord and barely needed to use Apple CarPlay. On the launch we mostly used CarPlay because of time limitations, and unlike when I attended the original sixth-gen CR-V launch, the Apple connection worked without fault.

Rear-seat space is ample, especially when it comes to leg, knee and toe room, but headroom is impacted in the RS by the panoramic sunroof. There’s scalloping in the roof to help with this, but my head (I’m 6ft tall) almost scrapes the roofliner.

Sadly the CR-V doesn’t have the ‘magic’ seats of other Honda models. That system allows you to fold the base upright on all three rear seats, or even remove the seat entirely, to allow for extra cargo space in the second row. The CR-V just has standard 60-40 split-fold seats.

You also get map pockets on the rear of both front seats, two more USB-C ports, fold-down armrest with cupholders, knee-level air vents and enough space for a small bottle in the doors.

The boot measures a healthy 589 litres for the five-seat petrol, as well as VTi X and L hybrid grades. That drops ever so slightly to 581L for the VTi LX and RS hybrids. And it’s just 150L for the seven-seater with the rear rows in place. The boot in the five-seat versions has a flat floor for easier loading of heavy items, as well as a 12V outlet, hooks, nooks and lights. It’s a decent, practical space.

Only the five-seat petrol grade has a full-size spare wheel. The seven-seat petrol has a space saver spare, while the hybrid has none at all - just a dismal tyre repair kit. That’s not good enough, Honda. Many of your hybrid rivals have at least a space-saver these days.

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.

Pure petrol powered CR-Vs use Honda’s 1.5-litre four-cylinder turbocharged engine that’s also found in the HR-V and ZR-V SUVs. In the CR-V, it pumps out 140kW of power and 240Nm of torque.

It is paired with a continuously variable transmission (CVT) driving the front wheels only.

The hybrid uses a 2.0-litre petrol engine combined with a hybrid setup and a shift-by-wire E-CVT. The total system output for the hybrid is 135kW and 335Nm. There’s a choice of two front- and two all-wheel-drive hybrid grades.

The CR-V’s power output is less than the RAV4 (143kW) and Forester (145kW), but it offers more torque than the latter (212Nm).

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.

Fuel consumption for the petrol grades is 7.1 litres per 100 kilometres for the five seat VTi X, while the VTi L7 is a tad thirstier at 7.3L. CO2 emissions for the petrol SUV is 162-167g/km.

Front-wheel-drive hybrids sip 5.5L and all-wheel-drive versions consume 5.7L. CO2 emissions for the hybrids range from 125-131g/km.

Hybrid versions of the Kia Sportage drink between 4.9-5.3 litres, while the new-gen RAV4 sips just 4.5-4.6L. The CR-V is not the most efficient hybrid in the medium SUV segment, but it’s more frugal than most petrol engines.

The theoretical driving range of the CR-V hybrid is close to 1040km, while the petrol CR-V is 804km.

Both powertrains are rated for Euro 6b and they can both drink 91 RON fuel.

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.

It’s been about two-and-a-half years since I attended the CR-V launch and it’s always good to reacquaint yourself with a car, particularly one I was so impressed with.

The CR-V has a few more rivals than when it first went on sale. A lot of them are from Chinese brands. But even with the fierce competition in the segment, the CR-V remains an absolute standout.

Honda didn’t have any petrol grades at the launch, which isn’t surprising given the Japanese carmaker expects hybrids will make up a whopping 85 per cent of CR-V sales by the end of this year.

The two-wheel-drive VTi X e:HEV is the most affordable hybrid grade and it should appeal to a lot of potential buyers. This does not feel like a base grade car in terms of the cabin or how it drives. The cloth seats are the only giveaway that it’s not a higher grade.

Honda engineers have managed to produce something rare - a silky-smooth hybrid system. The company is using the word ‘smooth’ in its TV ads for this car, but for once the ad execs got it right.

The powertrain operates on electric power until highway speeds but the transition to the petrol engine is seamless. If you floor the throttle you’ll hear the engine, but it’s a pleasant note. Certainly more appealing than the sound of Toyota’s petrol-electric hybrid on the go.

Acceleration is brisk enough for a car like this. Not overly quick, but it’s linear and the build up to higher speeds feels natural yet still urgent when required.

There is no whine from the electric CVT, in fact it is virtually unclockable. I don’t love the shift-by-wire transmission buttons. I’m fine with buttons rather than a traditional shifter generally, but it’s the layout of the Honda buttons that’s unnecessarily confusing.

When it comes to ride and handling, the CR-V excels.

The launch drive from Melbourne up through the Yarra Valley to Marysville features some of the best driving roads within an hour or so of the city. A carmaker would only include these roads in a test loop if it was confident of the vehicle’s dynamic ability.

In both two- and all-wheel drive guise, the CR-V hybrid exhibits excellent body control, thanks to a well-balanced chassis. It carves through tight, twisty sections like a car half its size and never feels like it will lose control.

The ride quality is hard to fault. Those roads are littered with shockingly large potholes, the sort that could damage a lesser car. The CR-V eats them up with barely a hint of disruption in the cabin. Given the rough ride of some newer rivals it’s a pleasure to drive a car with such a well-sorted suspension setup.

The cabin is well-insulated from external noise, but that engine note will be evident if you switch to Sport mode and give it a bootful.

There’s an overall feeling of quality behind the wheel of the CR-V. This company has been building cars for 60 years and it shows. I would happily live with a CR-V as my daily drive.

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.

Honda’s ownership proposition is solid, thanks to renowned reliability and an extensive dealer network across the country (more than 80).

The CR-V is covered by a five-year/unlimited kilometre warranty.

Yes, that term length looks a bit average by today’s standards when so many have seven and 10-year terms. However, Honda offers an additional three years - bringing it to eight - if you service with Honda dealers.

Nissan and Mitsubishi advertise a 10-year warranty, but it’s conditional, as long as you service with their dealer network. The difference is Honda promotes it as an add-on, whereas Nissan and Mitsubishi splash the 10-year figure first and foremost, with caveats. Honda’s marketing of its warranty just feels a bit more authentic. 

Hybrids come with an eight-year battery warranty, too.

The service schedule is every 12 months or 10,000km. That would be more competitive if it was 15,000km.

But the rest of the aftersales offer is excellent. It includes five years of roadside assistance and services are capped at just $199 per visit for the first five years.

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.