Jeep Compass vs BMW IX2

What's the difference?

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 second-generation BMW X2 is leagues better than the car it replaces. It now sits nicely in BMW's line-up and offers genuinely tempting electric variants.

This isn't an affordable car by any means but next to rivals from Mercedes-Benz and Volvo, the well-equipped iX2 xDrive30 feels a complete package.

Similarly, the entry-level xDrive20i petrol is a very compelling choice with a comfortable ride and sporty drive.

We'd skip the contrived M35i unless your heart is set on going quickly in a straight line. With the thinking cap on, it's also hard to make a case for the X2 over the objectively better (and more affordable) X1. Then there's the more spacious, powerful, efficient and cheaper Tesla Model Y.

That's not really the point of this car, though. It'll never sell in as many numbers as the X1. Those who love its fastback styling will be pleasantly surprised by the new X2. It does what it says on the tin, marrying the BMW badge with a sporty drive and daring style.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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 entire point of the BMW X2 is to grab attention and promote conversation. The X2's new-found success comes mainly from bigger proportions - it's grown 194mm over its predecessor and 54mm longer than X1.

It's 64mm taller and sits on tracks that have been pumped by 21mm. All the changes are built into the latest iteration of BMW/Mini's transverse UKL2 platform.

The result is presence and swagger on the road for the X2. Even the base car grabs attention, while electric iX2 variants get unique closed-off grilles and a different front bumper treatment.

It's the M35i thats most eye-catching, though. A jutting lower spoiler and butch stance highlighted by horizontal kidney grille slats and quad exhaust tips. Our test car was finished with massive (and optional) 21-inch alloy wheels.

As successful as the whole package is, there are fussy elements: the boxy rear end, awkward spoiler and peculiar tail-lights. From some very specific angles there's even a hint of SsangYong Actyon to the proportions.

The iX2 and X2 aren't made to appease everyone, though, so you don't have to love it.

Inside is a different story with elegant simplicity the X2's remit. It's much like an X1 in layout with crisply integrated curved screens running the latest iDrive 'OS9'.

Apple CarPlay was faultless (wireless Android Auto is also included) yet connected navigation makes it easy to rely on BMW's in-house features.

You get 90 days free use of BMW Digital Premium, which includes the ability to download games and apps as well as more advanced connected navigation. After the trial, you'll need to pay monthly ($9.99) or annually ($109) for the services.

The X2's door pulls and handles are particularly nice to interact with, blending visual lightness with reassuring sturdiness.

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.

Despite the X2 living dangerously in the style department, it hasn't sacrificed cabin practicality – at least in the front seat.

A vertical wireless charging pad holds a phone in like a kid on a rollercoaster (important, as you'll read later, because the X2 range has some serious back-road talent) with nearby USB-C plugs for additional charge.

The door bins easily fit a one-litre camping bottle, there's good storage for small bags beneath the floating armrest (which has a very small cubby for keys or mints) and a sizeable glove box.

As you'd expect from a German-built BMW (all X2s hail from Regensburg) build quality is excellent... save for the flimsy indicator stalks. The latest oblong engage with a limp click that's a far cry from the damped thump of older BMWs, such as the E90 3 Series.

The cabin materials are pleasing to touch with quality stitching and soft padding on heavy touch areas. Geometrically patterned trim inserts add some cabin flare and look sturdy as well. 

The X2 and iX2's back seat is not as good as the BMW X1's – none of the proverbial thanks, Sherlock.

Under the sloping roof headroom will be acceptable for 175cm adults and knee room is passable. Despite sharing underpinnings between electric and combustion variants there's minimal spatial compromise.

There are ISOFIX ports and top tether anchors for all seating positions. Vents are mounted in the centre console and there is a fold-out armrest with cup holders. Doors open relatively wide for a 'coupe' as well. 

Of some concern is the X2's narrow bench; the body-work sculpted appearance of the coupe tail results in lots of shoulder room intrusion. To put it in simple terms, it's best capped at four occupants.

The boot is at least very generous, offering between 525L (iX2) and 560L (X2) of VDA space.

The load bay is long and there is no load lip to lift items over. Seats fold in a 40:20:40 configuration, growing capacity up to 1400L.

Neither the X2 or iX2 is fitted with a spare tyre, so its mobility kits for X2 owners.

The 2024 BMW X2 range spans $75,900 to $92,900 before on-road costs. Surprisingly, it's the M35i that's dearest, rather than the electric iX2 xDrive30 ($85,700).

There's no three-cylinder price leader in the X2 range as there is in the X1 and your body kit choice is M Sport, which explains why, trim-for-trim, the X2 xDrive20 $5000 dearer.

Once you've added the $3000 M Sport pack to the X1 xDrive30, though, you're only $2000 off the X2 for equivalent spec levels.

Some highlights include 'Veganza' artificial leather upholstery (in black, Oyster or Mocha), 19-inch alloy wheels, M Sport kit including adaptive dampers, 'Iconic Glow' illuminated kidney grilles, adaptive LED headlights, head-up display and 10.7-inch touchscreen with BMW's slick ninth-gen operating system – this equipment is shared with the iX2 xDrive30.

The $82,900 (before on-road costs) single-motor iX2 eDrive20 is more basic, missing adaptive cruise control, lane-trace assist, power seat adjust and front seat heating. All EV models include tyre pressure monitoring, acoustic pedestrian warning, 12-month Chargefox subscription, and Mode 2 and 3 charging cables.

Being a BMW there are options on the table. An enhancement pack comprises metallic paint, a sunroof, Harman/Kardon sound system, steering wheel heating and adjustable lumbar support with massage function for $3615 on the iX2 xDrive30 and $4700 on the X2 xDrive20.

Cleverly, BMW has priced the iX2 xDrive30 beneath the luxury car tax threshold – significantly benefiting those looking at buy via a novated lease – even with the enhancement pack and metallic paint. Something Mercedes-Benz hasn't been able to achieve with its $102,900 twin-motor EQA350 rival.

An M Sport Package Pro is available for all variants adding dark finish headlights and extended piano black exterior trim, M Compound brakes, M seatbelts and 20-inch 'style 873' alloy wheels.

That pack is gratis on the flagship M35i xDrive which benefits from a higher 233kW tune of its 2.0-litre turbo-petrol four-cylinder and a torsen limited-slip differential on its front axle.

The pictured M35i was finished in $5000 worth of matte paint, in this case Frozen Pure grey. Portimao blue is also available along with regular metallic paint ($1800).

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.

BMW's internal combustion engines are responsive and slick in the X2, while the iX2's well-calibrated electric powertrains deliver pleasingly instant pick-up.

The range kicks off with a heavily revised version of BMW's all-aluminium 'B48' 2.0-litre four-cylinder in xDrive20i tune. It produces 150kW and 300Nm, enough to hit 100km/h in 7.4 seconds from rest.

Like the xDrive20i, the M35i employs a seven-speed dual-clutch transmission driving all four wheels.

Australian M35is are more powerful than European models, developing 233kW and 400Nm for a 0-100km/h sprint in 5.4 seconds. A freer-flowing exhaust is augmented with active sounds for a fruity (if synthetic) note.

BMW offers a pair of electric powertrains with the 150kW front-drive eDrive20 and twin-motor 230kW/494Nm iX2 xDrive30.

We only sampled the more powerful one which features Hans Zimmer-composed sound scapes and an impressive turn of pace, hitting 100km/h in 5.6 seconds (claimed).

It is limited to a 180km/h top speed which may pose an issue on German Autobahns but is no trouble in Australia.

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.

Rated at 7.5L/100km (xDrive20i) and 7.8L/100km (M35i), after a 130km jaunt, the M35i's trip computer showed 9.8L/100km.

Premium 95 RON or higher is required and the fuel tank holds 54 litres.

For the iX2 xDrive30, consumption was above the WLTP rating. We saw 18.2kWh/100km on our hilly country route which would equate to 356km from a charge of the 64.8kWh lithium-ion battery battery.

The 417km WLTP driving range figure is at 15.5kWh/100km, we'd expect to get closer to the rated figures in more typical urban and suburban use cases.

Regenerative braking was quite pronounced (there are four setting: Adaptive, Low, Moderate and High) and on a descent into Hobart the xDrive30 managed to boost charge levels from 27 to 29 per cent.

As for regular charging, the iX2 will take DC electricity at 130kW, meaning 29 minutes from 10 to 80 per cent. That interval allows you to roam around 290km between charging stops on a long run.

One great aspect of both iX2 variants are their fast 22kW AC charging capability. It means the iX2 can go from flat-full in under four hours, rather than eight hours on an 11kW wallbox.

Though most owners won't have access to three-phase electricity, this suits public charging – such as at shopping centres or destinations – very well.

Another boon is BMW's inclusion of both Mode 2 and Mode 3 charging cables and a 12-month ChargeFox subscription.

Home wallbox installation isn't included in the deal (Lexus offers this with its UX300e) though BMW does offer the service at a cost for those who want it.

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 previous-generation X2 always felt a bit more Audi or Volkswagen than BMW in the way it went down a road.

This latest iteration has a secure, dynamic balance more in-keeping with the blue-and-white roundel and is far more impressive than its predecessor.

We spent our first leg in the performance-oriented M35i. The punchy engine, front-biased AWD and slick transmission felt just right in the sporty small SUV.

It sits 15mm lower than the other variants on differently tuned springs and adaptive dampers.

The M35i holds onto the tarmac like a limpet with minimal body roll at very high limits partly thanks to the efficiency-oriented 245/35R21 Continental Eco Contact 6 Q tyres.

Yet this comes at the cost of adjustability. With such tight rebound damping in Sport and Sport Plus modes, the M35i's body is too tied down. Even in Comfort, the M35i hopped and fidgeted over Tasmania's broken tarmac, a trait not aided by the 21-inch alloys.

We would have preferred more build-up in the steering weight, too, given the sporting intentions. That chubby wheel rim does its best to remove any sensation of feedback, too.

BMW's iDrive is mostly fantastic except when it comes to changing drive modes, which you need to do fairly regularly in the M35i.

More than just normal – or Personal here – there's configurable Sport and Efficiency modes. There's also Digital Art and other less useful options.

Thankfully, the xDrive20 is much sweeter. Even optioned up with the 20-inch alloy wheels the ride is a lot more agreeable and well-suited to Tasmania's lumpy roads.

All the damper modes were usable with Sport providing welcome extra support without being too strict. Turning into corners felt more natural in the xDrive20 thanks to a bit more body roll which helps communicate grip levels.

The xDrive20i did feel low on grunt after the M35i and iX2 xDrive30 but that was only in a direct comparison - grunt levels were plenty once accustomed. We did miss the M35i's front limited-slip differential on loose surfaces, but it wasn't a deal breaker.

Seeing that the iX2 xDrive30's kerb weight was 325kg higher than the M35i (2020kg) set alarm bells going initially. That's a lot of extra weight for a 'small SUV' to be carrying around, and is beyond a Tesla Model Y Long Range (1979kg).

The iX2 uses the same kinematics and suspension components as the petrol cars but in completely retuned states. Encouragingly, the result is rather excellent.

You do notices the weight when pushing through patchily surfaced corners. The iX2 bobbles and hops occasionally as you approach the damper's limits, but to their credit they never gave up.

That light steering – which is frustrating in the M35i – aids to disguise the xDrive30's extra mass, too. As all X2's are front-biased AWD models, they never quite reach the dynamic heights of BMW's Cluster Architecture models.

Still, grunt is prodigious and, although it's officially slower than the M35i, the xDrive30's rolling response is predictably excellent. BMW has done a great job calibrating the regenerative braking, too.

I found Moderate was my preference, and because the brake pedal blends caliper and regenerative forces you lose precious little range from not having it jacked all the way up.

The iX2 is quiet inside, too. There's almost no wind intrusion and tyre roar is kept to a bare minimum inside, especially impressive given that the M35i sends quite some road noise into the cabin.

Returning through Hobart's outer suburbs, we notice some shortcomings. The iX2's high bonnet, low-set seating position and letterbox rear glass with protruding rear lip spoiler mean visibility is compromised. The X1 doesn't suffer from such issues.

That's the cost of visual flare and the excellent 360-degree camera and head-up display help to alleviate guesswork and keep eyes on the road.

The M35i didn't feel the most complete on the road. If you're chasing a sporty coupe statement at this kind of price, the BMW 230i coupe is a great driver's car.

Instead, you're better to spend money on either the xDrive20i or iX2 xDrive30 with some choice options and enjoy a slick coupe SUV driving experience.

The BMW X2 and iX2 are yet to be rated by ANCAP or Euro NCAP.

The X1 and its electric cousin scored five star ratings in 2022 under a less stringent set of tests.

Standard safety equipment includes seven airbags, frontal AEB with day/night pedestrian and cyclist detection, blind-spot monitoring, adaptive cruise control, speed sign detection, lane-departure warning, lane-keep assist and driver attention monitoring.

Systems such as anti-lock brakes, electronic bake force distribution and electronic stability control are all standard.

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.

Since 2022, BMW has backed all of its cars with a five-year/unlimited kilometre warranty.

You’ll need to service the iX2 ands X2 based on condition, rather than kilometres traveled. The multimedia system will prompt you when it's time to visit a workshop. 

You can pay upfront for service plans with BMW: a five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.