Jeep Compass VS LDV D90
- Good looking
- Limited and Trailhawk are off-road capable
- Spacious cabin
- No AEB as standard
- Reversing camera picture isn't great
- Hard seats
- Makes more sense as a diesel
- People-mover practicality
- Terrible software
- Cheap interior
- A bit unwieldy to drive
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|
It’s pretty hard to miss the LDV D90.
Mainly because it is gigantic; it's one of the biggest SUVs you can buy. In fact, I’d say what’s drawn you to this review is maybe you’ve seen one of these behemoths trucking past, and you’re wondering what the LDV badge is all about and how this relatively unknown SUV stands up against popular rivals and other notable newcomers.
To get one confusing thing out of the way, LDV once stood for Leyland DAF Vans, a now-defunct British company which has been brought back to life by none other than China’s SAIC Motor – yes, the same one which also resurrected MG.
So, is this MG big brother worth looking into? We took the recently released diesel version of the D90 on test for a week to seek some answers…
|Engine Type||2.0L turbo|
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.
Looking for a cheap, powerful diesel SUV with huge cabin space and a humane third row for adults? The D90 is a really sound offering, especially considering the price of entry for this top-spec diesel which should resonate with Aussies a bit better than the petrol version.
It has plenty of issues that could be ironed out, but they’re all so small and not sale-breaking it’s almost annoying how much better the D90 could be with just a little work. Rivals should be looking over their shoulder for what comes next.
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.
Some colleagues I’ve spoken to like the way the D90 looks. To me, it looks like someone gene-spliced a Hyundai Tucson with a SsangYong Rexton in a lab, then grew it in a stew of peptides and this was the result.
What can’t really be communicated in images is how truly massive the D90 is. At over five metres long, two metres wide and almost two metres tall, the D90 is certifiably huge. Given that’s the case then, it’s admittedly almost admirable that only the side profile makes this thing look a little goofy.
I think LDV has done a pretty good job on the front, and the rear is simple but well resolved for a vehicle that rides on a ladder chassis (just take a look at the Pajero Sport for how ladder-chassis rear designs can get… controversial…).
The wheels, garnishes, and LED headlights are all tastefully applied. It’s not ugly… just confronting… size-wise.
Inside shares some familiar characteristics with sister-brand MG. Look from a distance and it’s all quite nice, get in too close and you’ll see where the corners have been cut.
The first thing I don’t like about the interior is the materials. Apart from the wheel they are all pretty cheap and nasty. It’s a sea of hollow plastics and mixed trims. The faux-wood pattern, which is clearly just a print on a plastic resin is particularly gnarly. Reminds me of some Japanese cars from 20 years ago. It might work for the Chinese audience, but that’s not where the market is in Australia.
On the other hand, you could say “well, what do you expect at this price?” and that is true. Everything is here and works, just don’t expect the D90 to be playing alongside the established players when it comes to fit, finish, or material quality.
The huge screen works to finish the dash, but that darned software is so ugly you’ll wish it didn’t. At least all the major touch-points are ergonomically accessible.
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.
The D90 is as massive on the inside as it is on the outside. I’m talking better space than a minivan, and nothing says that more than the humane third row. At 182cm tall, I not only fit in the rearmost two seats, but I can do so in as much comfort as any other row. It’s staggering. There’s actual airspace for my knees and head back there.
The second row is massive and on rails too, so you can extend the amount of room available to third-rowers – and there’s so much room in the second row, you’ll have space even with the seats moved forward.
My only criticism here is that the giant rear door is far enough forward to make clambering into the third row a little tricky. Once you’re there though there are really no complaints.
The boot is even usable with the third row deployed, with a claimed 343L of space. That should be hatchback-sized, but the measurement is a little deceptive as the space is tall but shallow, meaning it will only allow you to place smaller bags (a few, if you can stack them) with the remaining space.
The boot is otherwise cavernous with a wild 1350L available with the third row stowed flat, or 2382L with the second row stowed. In this configuration, with the front passenger seat slid forward to its furthest position, I was even able to get a 2.4-metre-long benchtop in the back. Truly impressive.
Second-row occupants get their own climate control module, USB ports and even a full-sized household power outlet, with more legroom than you could possibly need. My only complaint was that the seat trim seemed a little flat and cheap.
Front occupants get large cupholders in the centre console, a deep armrest box (with no connectivity in it, just a randomly placed DPF cycle switch), pockets in the doors, and an awkward binnacle under the climate controls that houses the single available USB port. My phone didn’t fit in there.
No complaints about leg and headroom in the front either, though, with plenty of adjustability to boot. The driver’s seat offers a commanding view of the road, although it can be a little unsettling to be so far off the ground in corners… more on that in the driving section.
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.
On paper, the seven-seat D90 is immediately quite appealing. At $47,990, it is literally a lot of car for the money. This latest iteration, the bi-turbo diesel, is only available in Executive trim at this price, but you can pinch pennies further by choosing one of the lesser petrol turbo variants.
Regardless, and much like its MG sister brand, LDV is good at making sure that essential spec boxes are ticked.
This includes screens galore as is popular in the Chinese market, including a massive 12-inch multimedia screen and 8.0-inch digital dash.
A screen is only as good as the software that runs on it though, and let me tell you, the D90’s software is not good. A quick flick through the weirdly small menu reveals barebones functionality, terrible resolution and response time, as well as possibly the worst execution of Apple CarPlay I’ve ever seen.
I mean, it doesn’t even use all of that screen real estate! Not only that, but in a recent overhaul to CarPlay, Apple released software to utilise wider displays – so the car’s own software must simply be incapable of supporting it. Inputs also proved laggy, and I had to repeat myself on multiple occasions to get any use out of Siri. Unlike every other car I’ve used, the software in the D90 wouldn’t return to the radio after you hang up or stop talking to Siri. Frustrating.
I’d rather have a far smaller display that actually worked well. The semi-digital dash was functional, although barely did anything that a small dot-matrix display isn’t capable of and had one screen which for my entire week said ‘loading’. I’m still not sure what it was meant to do…
At least it supports Apple CarPlay at all, which is more than could have been said for segment hero, the Toyota LandCruiser.
The D90 does tick some necessary items that are quite good. LED headlights are standard, as are leather seats with eight-way power adjust for the driver, a heated multi-function steering wheel, 19-inch alloy wheels (which still somehow look small on this huge thing), three-zone climate control, eight-speaker audio system, electric tailgate, keyless entry with push-start ignition, a reversing camera, front and rear parking sensors, tyre-pressure monitoring, as well as a fairly substantial safety suite which we’ll explore later in this review.
Great on paper then, the bi-turbo diesel engine is a boon, as is the fact that the D90 rides on a ladder chassis with an electronically-controlled low-range terrain mode for the transmission, too.
You’d expect to pay more – even from Korean and Japanese rivals for this much specification. No matter which way you cut it, the D90 is good value.
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.
The diesel also gets its own transmission, an eight-speed torque converter automatic with computer-controlled ‘Terrain Selection 4WD’.
This gives the D90 diesel a max towing capacity of 3100kg braked (or 750kg unbraked) with a max payload of 730kg.
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.
The D90 diesel is said to consume 9.1L/100km of diesel on the combined cycle, but ours didn’t score near that with a figure of 12.9L/100km after a week of what I’d consider “combined” testing.
The D90 a big unit, so that number doesn’t seem outrageous, it’s just nowhere near the claim… All D90s have 75-litre fuel tanks.
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.
The D90 is easier to drive than it looks… to a degree…
It lacks some polish of its more established rivals, which results in a drive experience that isn’t bad, but occasionally frustrating.
The ride somehow manages to be soft and harsh at the same time. It undulates over larger bumps, while transmitting the worst parts of smaller, sharper ones to the cabin. It speaks to a lack of calibration between the suspension and dampers.
That having been said, the D90 masks its ladder chassis underpinnings well, with little of that typical body-on-frame jiggle that some rivals still struggle with.
The drivetrain is good, but a little unruly. As you’d imagine from the figures, there’s more than enough power on tap, but the transmission tends to have a mind of its own.
It will occasionally lurch between gears, pick the wrong gear, and off-the-line will sometimes be delayed before shunting the D90’s bulk forward with a sudden mountain of torque. It doesn’t sound particularly good either, with the diesel surging through the rev range with industrial crudeness.
By the time the D90 has reached cruising speed though, there’s really not much to complain about, with the D90 milling along with plenty of power in reserve for overtaking. The view of the road is commanding, but you really feel the D90’s high centre of gravity in the corners and under heavy braking. The physics of such a large object are undeniable.
I have to say, LDV has done a fantastic job of the D90’s steering, with a quick, light feel that betrays the SUV’s size. It manages to stray on the right side of lightness though, not being so disconnected that you lose a feeling of where the wheels are pointing. No mean feat in something this shape.
Overall then, the D90 isn’t bad to drive and has some genuinely great characteristics, it just also has a litany of small issues that get in the way of it being truly competitive with segment leaders.
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 LDV D90 carries a maximum five-star ANCAP safety rating as of 2017, and has a fairly comprehensive active safety suite.
Included on the diesel is auto emergency braking (AEB) with front collision warning, lane-departure warning, blind-spot monitoring, driver-attention alert, traffic-sign recognition, and adaptive cruise control.
Not bad for the price, and nice that there’s nothing optional. Expected items include electronic traction, stability, and brake controls, as well as six airbags.
The curtain airbags do extend to the third row, and there’s the bonus of a reversing camera and a tyre-pressure-monitoring system.
LDV covers the D90 with a five-year/130,000km warranty, which is not bad… but falls behind sister brand MG, which offers seven years/unlimited kilometres. At the very least it would be nice to have the unlimited kilometre promise.
Roadside assist is included for the duration of that warranty, but there’s no capped price servicing offered through LDV. The brand gave us indicative pricing of $513.74, $667.15, and $652.64 for the first three annual services. An initial six-monthly 5000km checkup is free.
All D90s need to be serviced once every 12 months or 15,000km, whichever occurs first.