Jeep Compass VS Infiniti Q30
- Good looking
- Limited and Trailhawk are off-road capable
- Spacious cabin
- No AEB as standard
- Reversing camera picture isn't great
- Hard seats
- Concept car looks
- Willing engine
- Standard safety
- Concept car practicality
- Lacking multimedia
- Priced in the big leagues
SUVs are so ridiculously popular right now that nearly all carmakers have one, and if they don't they're scrambling to work out how to build one.
The new Jeep Compass is a small SUV along the same price and size lines as the Mitsubishi Eclipse Cross or Nissan Qashqai. What Jeep was keen to impress on us at its launch was that the top two specs – the Limited and the Trailhawk – were quite capable off-roaders. That is an ambitious statement, and for something to have any off-road ability in this small SUV class is rarer then teeth on a hen.
We went to the wilds of Tasmania to drive these two. The mission: Are they really any good – off and on the road?
|Fuel Type||Regular Unleaded Petrol|
Welcome to the future - where your Mercedes-Benz is a Nissan and your Nissan is a Mercedes-Benz.
Thanks to the state of various global manufacturing alliances the Q30 is mechanically, largely a previous-generation Mercedes-Benz A-Class, with a similar arrangement seeing the new Mercedes-Benz X-Class ute comprised largely of Nissan Navara underpinnings.
Recently, the Q30 has had its range of variants trimmed from a confusing five down to two, and the one we’re testing here is the top-spec Sport.
Make sense? I hope so. The Q30 Sport joined me on an 800km trip along the east coast in the height of summer. So, can it make the most of its German/Japanese roots? Read on to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The mission was to find out if the Compass – specifically the Limited and Trailhawk – was any good on or off the road. The answer is these two are excellent. Excellent for light-duty off-road terrain, but also good performers on the tarmac. It is disappointing that AEB is not standard even on these top-spec grades and if it was my money the optional safety gear would be the first thing I'd add before anything else.
Practical, spacious, and easy to drive it's great to see an SUV where the U for utility really means something.
The sweet spot in this range would be the Longitude for value, but if you're choosing a Compass give good consideration to the Limited - it has four-wheel drive, plus the bigger screen.
Check out Peter Anderson's video from the Compass's international launch early last year:
Is the Jeep the small SUV you've been waiting for that will finally take you further that the cafe on the corner? Tell us what you think in the comments below.
The Q30 Sport is a left-field choice in the premium hatch segment. For those who don’t care about badge equity and are looking for something different, the Q30 provides maybe 70 per cent the feel of its well-established competition while offering decent value courtesy of standard safety and spec inclusions.
The biggest letdown is how much better it could be with just a little extra in every department. Even in this top-spec the drive experience is a bit generic, and it’s missing an up-to-date multimedia experience limiting its appeal to a younger audience.
Even with its promising mixed heritage, the Q30 hardly feels more than the sum of its parts.
Is the Q30 Sport different enough that you’d consider it over its premium hatch rivals? Tell us what you think in the comments below.
There are too many cute SUVs on this planet, which is why Jeep's unapologetically tough exterior styling is always welcome in my books. The Compass is more a mini Grand Cherokee than the Cherokee, with a high, broad and flat bonnet, squared-off headlights, signature seven-slot grille, bulky, strong wheel arches and the rear spoiler. This is a darned good looking SUV. The Trailhawk with its tough body kit gives the Compass an even more hardcore presence.
American cars tend to have less refined cabins than European and Japanese cars, but the Compass's interior has a premium feel. That said, we were only given the top-spec Limited and Trailhawk to drive, with their leather seats, large screens and all the fancy trimmings.
The Compass's dimensions are interesting because at 4394mm end-to-end and 1819mm wide, it's a big-small SUV like the Mitsubishi Eclipse Cross and Nissan Qashqai.
The height varies from the Sport and Longitude, which are 1629mm tall, to the 1644mm Limited and the Trailhawk at 1657mm.
The Compass also has small design elements you'll adore or abhor. They the 'Easter egg' surprises Jeep loves so much – tiny design features hiding around the car. I'm a fairly cynical bloke but even I liked discovering the lizard, the Loch Ness Monster, the Morse Code and the Willy's Jeep grille hidden around the car.
The Q30 drew more than just looks for its badge. It genuinely looks like a concept car from a motor show stand. Not the paper mache Mars rover early prototype kind, more like the six-months-before-production kind.
It’s all swoopy with curves cutting all down the sides, and Infiniti has done a good job imprinting the brand’s signature design queues – like the chrome-framed grille and notched C-pillar - on the front and rear three-quarter views.
It’s genuinely hard to tell it shares major componentry with the last-gen (W176) A-Class from the outside and I’d place the overall look somewhere between Mazda and Lexus’ design languages for better or worse.
While the front is swoopy and resolved the rear is a bit busy with lines everywhere and bits of chrome and black trim all over the place. The tapered roofline and high bumpers set it apart from your regular hatchback fare.
It might grab the eye for the wrong reasons, but it certainly gives the Q30 a slick look when viewed in profile. I wouldn’t call it a bad looking car, but it is divisive and will appeal only to certain tastes.
Inside is simple and plush. Perhaps a little too simple when compared with the new (W177) A-Class with its entirely digital dashboard or the 1 Series with its M bits. One could even argue the Audi A3 has done ‘simplicity’ better.
The seats are nice in the two-tone white-on-black trim and the Alcantara roof is a premium touch, but the rest of the dash is a bit too basic and dated. There’s a smattering of buttons down the centre stack which are replaced with more intuitive touchscreen functions on most rivals, and the 7.0-inch touchscreen looks small, distantly embedded in the dash.
The materials are all nice to the touch, with most important touch-points clad in leather, but it also feels a little claustrophobic, with the abundance of dark trim, thick roof pillars and a low roof-line, especially in the back seat. The switchgear, which is mostly dropped straight out of a Benz A-Class, feels good.
It's been a long time since I've squealed with delight (in a car), but until I pulled the little tab on the Trailhawk's front passenger seat, I had no idea its base folded forward to reveal a huge storage compartment underneath.
Under-seat storage space is rare, and while the entry-level Sport doesn't have the secret stowaway compartment every Compass has a decent sized centre console bin, two cupholders up front and another two in the back, plus bottle holders in all the doors.
A boot with a cargo capacity of 438 litres makes it one of the biggest in the class, although it can't quite beat the Mitsubishi Eclipse Cross's which can go from a luggage capacity of 341 to 448 litres thanks to a sliding rear row – no such thing with the Compass. Still you won't find many small SUVs with boot space dimensions this generous. The Compass's cargo cover (liner) is the no-retractable type.
How many seats in a Jeep Compass? There's seaitng for five and the room is excellent with a spacious cockpit for the pilot and whoever called shotgun, while rear legroom for me was great with about 40mm of space between my knees and the seat back which was in my driving position (no easy feat with me being 191cm tall).
Headroom is good, too – even with the optional sunroof fitted to the Limited and Trailhawk I tested.
I also liked the chunky, tough-looking, all-weather (standard) floor mats in the Trailhawk.
Infiniti calls the Q30 a “crossover” rather than a hatchback and this is best reflected through its pumped ride height. Rather than hugging the ground like the A-Class or 1 Series, the Q30 sits propped up, almost like a small SUV.
There’s also the QX30 which is an even more pumped version of this car complete with plastic guards in the vein of Subaru’s XV. The QX30 is also your only way to all-wheel drive now that the Q30 is front-wheel drive only.
While the extra ride height means you won’t have to worry about scraping expensive body panels on speedbumps or steep ramps you won’t be wanting to get too brave off the tarmac.
Interior space is fine for front passengers with plenty of arm and legroom, but back seat passengers are left with a small, dark space which feels especially claustrophobic. Headroom is not great no matter which seat you’re in. In the front seat I could almost rest my head on the sun-visor (I’m 182cm tall) and the back seat was not much better.
Rear passengers do score nice seat trim and two air-conditioning vents though, so they haven’t totally been forgotten.
There’s average amounts of storage up front and in the back, with small bottle holders in each of the four doors, two on the transmission tunnel and a tiny trench – useful for keys maybe – in front of the air-conditioning controls.
Even the centre console box is shallow, despite a large opening. Once I had collected enough loose objects on my trip I started to run out of room for things in the cabin.
There are nettings on the back of the front seats and an odd extra one on the passenger’s side of the transmission tunnel.
Power outlets come in the form of a single USB port in the dash and a 12-volt outlet in the centre box.
The boot is a much better story despite the swoopy roofline with 430 litres of space available. That’s bigger than the A-Class (370L), 1 Series (360L), A3 (380L) and CT200h (375L). Needless to say, it ate up two large duffle bags and some extra items we brought with us for our week-long trip.
This is due to its impressive depth, but it does come at a cost. The Q30 only has the sound system’s base and an inflator kit under the boot floor. There’s no spare for long distance trips.
One irritation I have to mention is the shift-lever, which was annoying in its tilt-shift operation. Often when trying to change to drive from reverse or vice versa it would get stuck in neutral. Sometimes I wonder what’s wrong with a shifter which locks in position…
Price and features
Want to get into a Jeep Compass model for as little money as possible? Go the Sport grade, which lists for $28,850 and you'll also instantly become more attractive because it has a manual gearbox. Can't shift on your own? Don't stress there's an automatic, but you'll pay another $1900 for the privilege. Just to be clear the Sport is not a Sport edition - there really is no sportier slant here compared to the rest of the range.
Standard features at the Sport level are fairly ordinary but, no, Jeep hasn't been stingy. There's a 5.0-inch touchscreen, reversing camera, six-speaker stereo with digital radio and Bluetooth connectivity, leather wrapped steering wheel, keyless entry, air conditioning, cruise control (not the adaptive type), daytime running lights, and 17-inch alloy wheels.
Want more? There's the Longitude, which would come close to being the best value in the range but further up the price list at $33,750, and comes with all the standard features of the Sport grade but adds auto headlights and wipers, roof rails, tinted rear glass and passenger seat storage.
Yup, a 5.0-inch screen is small, so if size matters to you, you'll be impressed by the 8.4-inch display in the $41,250 petrol version of the Limited.
This grade also comes with a massive haul of standard feature such as sat nav (GPS navigation system), Apple Carplay and Android Auto for iPhone and Android users, nine-speaker Beats Audio sound system with digital radio, dual-zone climate control, heated front seats (but no heated steering wheel), leather-wrapped steering wheel, auto headlights and wipers, roof rack, tinted rear glass, auto parking (park assist for parallel and perpendicular parking), passenger seat storage and 18-inch alloys. Want diesel with that? Then you'll pay another $2500.
The Trailhawk sits at the top of the range at $44,750 but misses out on some of the Limited's standard features. This might seem like some type of scam, but it isn't because while it doesn't get a proximity key, push button start and the fancy stereo, it comes with off-road components such as red recovery hooks and under-body protection, there's also different 18-inch rims to the Limited.
I'm not a fan of the reversing camera picture quality. I can tell the screen is excellent from the clarity of the maps in navigation, but the camera itself must be letting things down with not capturing the best quality image. Not a deal breaker, though.
The Compass comes with two USB ports and two 12-volt outlets (one of each in the front and in the back), while the Limited and Trailhawk also come with a 230-volt outlet.
A power tailgate can be optioned on the Limited and Trailhawk through the purchase of a $2450 tech pack. A panoramic sunroof is $1950, and if you like the two-tone black roof that'll be $495 please.
The sport and Longitude come with halogen headlights, while the Limited and Trailhawk get bi-Xenon. There are no LED headlights in the Compass range, sadly.
All come with hill assist, but only the Trailhawk has hill descent control. I know what you're thinking - no CD player. Yes, outrageous.
Only the 'Colorado Red' colour is the standard paint, the rest are optional and includes 'Minimal Grey' which is really silver, 'Brilliant Black', 'Vocal White', 'Hydro Blue', 'Grey Magnesio', 'Mojave Sand' and 'Bronze Metallic' a sort of orange or as I like to call it Electric Brown. No yellow or army green unfortuantely. How cool would a Trailhawk look in a matte green? That would be special.
The genuine accessories list isn't huge for the Compass and doesn't list a bullbar, nudge bar or a snorkle - it would be best to speak to Jeep before fitting these through another provider.
What other SUVs would you compare the Compass to? Well, as a model comparison the Mitsubishi Eclipse Cross matches the price and size, while the Nissan Qashqai would be another rival. That said if it was Qashqai vs Compass off the road - the Jeep would win hands down.
If you’re shopping in this segment, there’s a good chance you’re not looking for a bargain buy, but the Q30 shines in some areas its competition doesn’t.
A promising start is the complete lack of a lengthy and expensive options list with items which should be standard. In fact, apart from a reasonable set of accessories and the $1200 premium 'Majestic White' paint, the Q30 has no options in the traditional sense.
The base Q30 scores 18-inch alloy wheels, LED headlights with high-beam assist, heated leather seats, flat-bottomed leather steering wheel, leather trim on the doors and dash, Alcantara (synthetic suede) roof-lining and a 7.0-inch multimedia touchscreen supporting DAB+ digital radio and built-in navigation.
Our Sport adds a 10-speaker Bose audio system (which could have been better…) dual-zone climate control, a fixed panoramic sunroof, fully-electric front seats and Nissan’s 360-degree ‘around view monitoring’ parking suite.
It might have premium aspirations, but value-wise Q30 is still specified like a Nissan.
The standard safety suite is also reasonably impressive, and you can read more about it in the safety section of this review.
Our Q30 Sport comes in at a total of $46,888 (MSRP) which is still premium money. The price pits it against the BMW 120i M-Sport (eight-speed auto, $46,990), Mercedes-Benz A200 (seven-speed DCT, $47,200) and fellow Japanese premium hatch act - the Lexus CT200h F-Sport (CVT, $50,400).
Herein lies the Q30’s biggest problem. Brand recognition. Everybody knows the BMW and Benz hatches by virtue of their badges alone and the Lexus CT200h is known by those who care about it.
Even without the extensive options list, it makes the price of entry against such established competition tough. While you might see a couple of them around Sydney, the Q30 is a relatively rare sight which garnered more than a few quizzical looks in the towns of NSW’s mid-north coast.
The standard spec is also missing the all-important Apple CarPlay and Android Auto connectivity. It rendered the 7.0-inch multimedia screen clumsy and largely useless, although the old-fashioned built-in nav gives peace-of-mind when you’re out of phone reception range.
If you have an Apple phone you can make use of the iPod music playback feature via the USB port.
Engine & trans
The Compass is available with a 2.4-litre 129kW/229Nm four-cylinder petrol engine or a 2.0-litre 125kW/350Nm turbo-diesel. Yup, the diesel motor is smaller in engine size but that turbo makes up for it, while the petrol feels like it needs more horsepower. Those are fairly simple specifications to get your head around, which is good.
The catch is the Sport and Longitude only come with the petrol engine, in front-wheel drive (FWD) (4x2) with a six-speed auto or six-speed manual offered on the Sport, and auto only for the Longitude. There's no rear wheel drive only Compass.
The Limited comes with a choice of the petrol or diesel, with four-wheel drive (4WD) (4x4 or 4 wheel drive, which is different to most all wheel drive systems) and a nine-speed automatic transmission.
Jeep does not recommend towing in the front-wheel drive petrol variants, while it advises the braked towing capacity of the 4x4 petrol Limited is 1000kg and 1500kg if you're in the Trailhawk. That's not terrific pulling capacity, but remember this is a small SUV. A tow bar kit is available through Jeep's accessories department.
During test we didn't experience any automatic transmisison problems or general transmission issues.
Gross vehicle weigh ranges from 1905kg for the Sport to 2189kg for the Trailhawk.
The Trailhawk is diesel only, which is the better engine, with its higher torque all rushing in as low down as 1750rpm (idle is about 800rpm). The petrol isn't bad, it's just not as grunty.
Thank the auto gods that Jeep hasn't chosen a CVT auto. The nine-speed auto is great – quick and smooth, although, with so many gears, it can sometimes feel indecisive about where to shift next.
For 2019 the Q30 has had its list of engines trimmed from three to just one. The diesel and smaller 1.6-litre petrol engines have been culled, leaving a 2.0-litre petrol.
Thankfully, it’s a strong unit producing a once-V6-range 155kW/350Nm across a wide band from 1200-4000rpm.
It feels responsive and isn’t let down by a slick-shifting seven-speed dual clutch automatic transmission.
The new-generation A-Class equivalent, even in 2.0-litre A250 guise produces less torque with outputs of 165kW/250Nm, so for the money the Infiniti scores a solid serving of extra punch.
Quite a lot or not much depending on which engine you choose. The petrol is the thirstier one, and when teamed up with the six-speed manual in the FWD Sport is claimed to consume 8.6L/100km over a combination of urban and open roads, while the six-speed auto in that grade and the Longitude lowers that mileage to 7.9L/100km.
That petrol engine in the 4WD Limited with the nine-speed auto uses 9.7L/100km according to Jeep, but the trip computer was telling me it was necking 12L/100km, which isn't bad fuel economy considering there was a stack of off-roading going on, too.
The diesel in the Limited will only need 5.7L/100km and Jeep says you'll get the same from that engine in the Trailhawk, although our trip computer was reporting an average of 10.1L/100km. But again, that was after highways, country roads and a lot of off-road work.
If it came down to diesel vs petrol, normally I always go for petrol, but not in the case of the Compass. The diesel engine makes the driving experience much better.
The Compass has a fuel tank capacity of 60 litres - both for the petrol and diesel versions.
Over my week-long test the Q30 returned a figure of 9.0L/100km. I was a little disappointed with this figure given much of the distance covered was cruising at freeway speeds.
It’s made worse when you pitch it against the claimed/combined figure of 6.3L/100km (not sure how you could achieve that…) and the fact that I left the irritating stop-start system on for much of the time.
For a leader in the luxury hatch class consider the Lexus CT200h which makes full use of Toyota’s hybrid drive and pitches a fuel consumption figure of 4.4L/100km.
The Q30 has a 56-litre fuel tank and takes a minimum of 95 RON premium unleaded.
Jeep had the two highest spec grades of the Compass saddled up for us to drive – the Limited and the Trailhawk. Both are 4WD and have the nine-speed automatic, but because the Trailhawk runs on diesel and the Limited we had was a petrol variant, the personality differences were apparent from the get-go.
The Limited's four-cylinder petrol is the slightly more powerful of the two engines, but the Trailhawk has far superior grunt thanks to the extra torque from that turbo-diesel engine.
The Trailhawk idles at about 800rpm, and by 1750rpm all 350Nm is under your right foot – great for towing and the low-end torque suited the slow off-road component in our test where a slow crawl and low-range gearing was needed.
That off-road section wasn't the most challenging terrain I've seen, but the elbow-deep ruts and the soccer ball sized rocks on the dirt road we climbed up would have stopped just about everything else in the current small SUV class in its tracks.
The Trailhawk's 225mm of ground clearance combined with the 30.6-degree approach and 33.1-degree departure angles are impressive. This combined with a low-range, lockable 4WD system make for a competent light duties off-roader.
Sure, it's no body on-frame Wrangler, but I challenge you to find something from another brand in this segment that is this adept off the road.
The Limited doesn't have a low-range 4WD setting, but it does share the Trailhawk's selectable terrain feature for snow, mud and sand. We took the Limited off-road, too, and while the course wasn't as gnarly as the Trailhawk's route, you'd be mad to take a regular city-focused SUV where we took the Limited.
On the road I found myself drawn to the Trailhawk for its extra grunt and ride comfort (higher profile tyres and off-road suspension make life comfier), while the Limited felt a little too firm. Handling in both is good for the class.
Some road noise from the tyres in both found its way into the cabin, while wind noise was minimal.
There's good visibility out the windscreen, thanks to thoughtfully designed A-pillars, while the view out the back and rear quarters is also unobstructed.
Steering is my only main complaint – while accurate, there's a lack of feeling and feedback through that wheel. An 11.0m turning circle is getting big for a small SUV, too.
No Compass is super quick with the 0-100km/h time ranging from 9.3 seconds to 10.1 seconds. An SRT compass would be great. Hint, hint, Jeep.
The Trailhawk's wading depth is 480mm, while the rest make do with 405mm.
Thanks to its shared underpinnings with the A-Class the Q30 Sport drives largely like you would expect a premium hatch to drive. It’s just lacking a bit of character.
The engine is responsive, the transmission is fast and the availability of peak torque from just 1200rpm will lead to spinning the front wheels if caution is not applied. Power is no real issue.
Although Infiniti says it has tuned the Q30 in Japan and Europe, the ride has an undeniably Germanic flavour. It doesn’t feel quite as tight as the A-Class or 1 Series but it doesn’t feel as soft as the CT200h, so it strikes a decent balance.
The Q30 uses MacPherson strut suspension in the front and multi-link at the rear, more suited to a premium car than the torsion bar rear on the new Benz A 200.
The wheel has a nice amount of feedback, and thankfully doesn’t use the larger Q50’s strange ‘Direct Adaptive Steering’ which has no mechanical connection between the driver and the road.
If you’ve driven a decently-specified A-Class before the drive experience will feel familiar. The added ride height seems to remove a bit of feel from the corners, however.
There’s also the inclusion of three drive modes – Economy, Sport and Manual. Economy mode seems to be the default with Sport simply holding gears for longer. Steering-wheel mounted paddle-shifters could be used to mill through the seven gears in 'Manual' mode, although this didn’t add much to the experience.
The addition of active cruise control and adaptive high beams proved to be fantastic for reducing fatigue on long highway stints during the night, but the lack of a padded surface on the inside of the transmission tunnel proved uncomfortable for the driver’s knee on longer trips.
I persisted with the stop-start system to test it, but it proved slow and irritating. Under normal circumstances it would be the first thing I’d turn off.
Visibility was also a bit limited out the rear three quarter courtesy of the low, swoopy C-pillars.
The Jeep Compass scored the maximum five-star ANCAP score when it was tested in 2017, and while the Longitude does have seven airbags, traction and stability control and ABS it does not come standard with advanced safety equipment such as Auto Emergency Braking (AEB) – you'll have to option that feature.
The $2450 'Advanced Technology Group' package is available to option on the Limited and Trailhawk and adds AEB, lane departure warning, adaptive cruise control, auto high beam, blind spot warning, and rear cross-traffic alert. I'd buy that package before I even though about any other option.
There are three top-tethers for child restraints across the back seat, with ISOFIX anchors on the two outer positions.
Where is the Jeep compass built? The Jeep Compass that is sold in Australia is made in India.
The Q30 scores some decent active safety goodies alongside the usual refinements. Active safety items include auto emergency braking (AEB) with forward collision warning, blind spot monitoring (BSM), lane departure warning (LDW) and active cruise control.
There’s also Nissan’s signature ‘Around View Monitor’ 360-degree reversing camera which sounds more useful than it is. Thankfully there is also a standard reversing camera.
The Q30 carries a maximum five-star ANCAP safety rating as of 2015 but has not been tested to the more demanding 2019 standards.
The rear seats also benefit from two sets of ISOFIX child seat mounting points.
As previously mentioned, there’s no spare wheel in the Q30 Sport, so best of luck with the inflator kit if you end up with a flat in the outback.
As with all Infiniti products, the Q30 is covered by a four-year/100,000km warranty and a three-year service program can be purchased with the car. Pricing was not available for the 2019 Q30 model year at the time of writing, but its 2.0-litre turbo predecessor averaged $540 per service once a year or every 25,000km.
Credit where credit is due, the Q30 edges out the European competition by a year of warranty length and general service pricing. This market segment is still wide open for a manufacturer to take the lead offering five or more years of warranty coverage.