Jeep Compass VS Mazda CX-5
- Good looking
- Limited and Trailhawk are off-road capable
- Spacious cabin
- No AEB as standard
- Reversing camera picture isn't great
- Hard seats
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
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|
Mazda’s CX-5 has long reigned as Australia’s favourite mid-size SUV, but 2020 is likely the year it loses that title to the much-improved, new-generation Toyota RAV4.
To try and keep up with fresher competition though, Mazda has introduced rolling updates to the popular CX-5, including a new off-road mode for all-wheel drive (AWD) variants that better equips the stylish SUV for rough terrain.
Pairing its new capabilities with the same high-calibre interior fit and finish as before, as well as a five-year/unlimited kilometre warranty, means the new CX-5 is the arguably the most complete package it has ever been, but is it still good enough for your consideration in 2020?
|Engine Type||2.5L turbo|
|Fuel Type||Regular 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 latest round of spec enhancements don’t add too much to the already-winning formula, but the Off-Road Traction Assist function is a nice box-ticker for buyers worried about the CX-5’s sure footedness.
Class leading safety and catwalk-worthy styling remain strong attributes, but buyers will have to forgo a little comfort and no electrified engine options.
We love that crucial safety systems are fitted to all grades of the CX-5, meaning even the base Maxx variant is a compelling buy.
If we had to pick though, we'd go for the AWD 2.5-litre Touring for $40,980, which is loaded with nice creature comforts such as a head-up display and keyless entry for a price that doesn't break the bank.
The mid-size SUV field is as strong as it has ever been however, with the battleground set to heat up even more thanks to new and refreshed entrants arriving in the near future, meaning the CX-5 might soon need a big leap forward instead of just iterating to remain ahead of the pack.
For now though, the Mazda CX-5 still has the substance to back up its style, even three years on from the market launch of its latest form, though only just.
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 first of Mazda’s models to adopt its latest design language, the second-generation Mazda CX-5 hit Australian showrooms in 2017 and has remained largely the same since.
That’s no bad thing mind you, as the CX-5’s smooth panels, sharp edges and subtle creases embrace a more timeless and classic design philosophy relative to the dated design elements of its rivals.
Every touch point inside the CX-5 feels top-notch, including the steering wheel, door trims and seats, while buyers can also personalise the interior with colours such as black, white and brown.
Our top-spec Akera test vehicle came fitted as standard with nappa leather, which feels ultra-luxe and premium.
The interior is laid out with a clean and crisp design, with all controls well placed, and large swathes of black surfaces broken up with textured materials.
We don’t have much to complain about in with the CX-5’s design, inside or out, but at the risk of nit-picking, we’d say the multimedia screen is starting to look dated, especially when stacked up against the well-designed unit of the Mazda3 and CX-30.
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.
Measuring 4550mm long, 1840mm wide and 1680mm tall, the CX-5 is slightly shorter than the likes of the Toyota RAV4, Nissan X-Trail and Hyundai Tucson, but its generous 2700mm wheelbase is larger than most of its peers.
Which means interior room in the CX-5 is excellent, especially in the front seats, where there is plenty of head, shoulder and legroom.
The fantastic driving position in particular has to be called out, as our CX-5 test car serves up an electronically adjustable seat and steering column that let us get in just the right place for our hands and legs.
Mazda’s driver-focused philosophy applies to all its models, and the CX-5 family hauler is no exception.
Rear seat room, while adequate, will just about fit three adults sitting abreast, but a full row of children or even teenagers shouldn’t be a problem.
Keep in mind though that second-row legroom can be compromised for taller passengers, but there is plenty of headroom.
Amenities in the second-row also include air vents and, in our top-spec grade, heated pews and two USB sockets, the latter found in the fold-down armrest that also houses two cupholders.
As for the boot, the CX-5 will also swallow 442 litres of volume with all seats in place, extending to 1342L with the pews stowed.
In real world terms, that means the CX-5 will easily cart around a family of five with the weekly groceries and folded stroller in tow, but it is noticeably smaller than the 580L/1690L capacity.
We will also point out that we couldn’t find any bag hooks in the back of our test car, though there were handy seat-folding tabs that could stow just the centre seat or each of the outbound pews with just a simple pull.
Storage throughout the cabin is also just OK, with a shallow glovebox and small storage tray below the climate controls.
The centre storage cubby however, is sizeable, and comes with a tray to keep items like a phone or wallet close to the surface to prevent you having to reach in a fish them out.
Door pockets also offer decent storage up front, but rear passengers will only be able to fit a water bottle in their doors.
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.
Though Mazda has slightly increased the pricing of its CX-5 for the 2020 model year, there's still a wide selection of grades available from $30,980, before on-road costs, to $51,330.
Our test car, the AWD Akera grade paired with a 2.5-litre turbo-petrol engine, is priced at $50,830, making it the second-most expensive variant available.
Standard features across the range include an 8.0-inch multimedia display, 17-inch wheels and push-button start, but our test car was also kitted out with dual-zone climate control, satellite navigation, a powered tailgate, head-up display, leather interior and power-adjustable mirrors.
However, it’s the huge array of standard safety equipment that stands the CX-5 apart.
All CX-5s, including the entry-level Maxx, are fitted with features such as adaptive cruise control and autonomous emergency braking, which are sometimes relegated to higher grades or options in competitor SUVs.
The Akera grade also gains 19-inch alloy wheels, ambient interior lighting, heated and cooled front seats and heated rear seats, as well as a frameless rearview mirror, heated steering wheel and woodgrain interior panels, It’s these small details that elevate the CX-5 from its peers.
There’s equipment here that is rarely seen in anything outside models from the big three German brands, and though a Mazda badge doesn’t quite hold that level of cache, the CX-5 is also not priced quite as highly as a BMW, Mercedes or Audi, either.
Whether you agree with Mazda Australia’s decision to push some models upmarket with higher price points and more equipment, there's no denying the blend of luxe and value presented in the CX-5.
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.
We’ve tested this engine before, and while nothing has changed on the powertrain front, we’re still big fans of this mill’s effortless oomph.
As one of the most potent petrol engines you can get in the mainstream mid-size SUV class, coming away from the line is expectedly brisk and the engine will enable a zero to 100km/h in an almost-hot-hatch-bothering 7.7 seconds.
Overtaking at freeway speeds is also easy, with the smart-shifting automatic transmission smoothly kicking down a cog for some extra shove.
Speaking of, peak torque is available from 2000rpm, making the CX-5 a delight to drive at slower speeds instead of a slow-moving bothersome chore.
However, we reckon the six-speed auto need another gear for freeway driving, just to keep revs and engine down a little more.
If the flagship 2.5-litre turbo-petrol engine isn’t your speed, there are other powertrains available in the CX-5 range, including a base 115kW/200Nm 2.0-litre petrol unit that is paired to a six-speed manual gearbox and an automatic-transmission-only 140kW/252Nm 2.5-litre petrol.
Diesel is also offered in the CX-5 range, an increasingly rare occurrence as the Toyota RAV4, Ford Escape and Subaru Forester are no long offered with oil-burning options, and in Mazda’s case is a 140kW/450Nm 2.2-litre twin-turbo unit.
However, unlike the three aforementioned mid-size SUV competitors, Mazda does not offer its CX-5 with any sort of electrified powertrain.
One could argue that in 2020, Australia is yet to fully embrace the electric vehicle future, but for those wanting the latest in hybrid or plug-in powertrain technology, the CX-5 does not yet have an answer (like most competitors).
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.
Official fuel consumption figures of the 2.5-litre turbo-petrol CX-5 peg it at 8.2 litres per 100km, but with our short stint in the car we managed 9.8L/100km.
To be fair, our driving consisted mainly of inner-city suburban streets and a brief stretch of highway driving, as well as some hard acceleration.
For those looking for a more frugal CX-5 though, the diesel engine is also available that will sip just 5.7L/100km, while the 2.0-litre and 2.5-litre petrol units are also less thirsty at 6.9 and 7.4L/100km respectively.
Again, a petrol-hybrid option here would help lower fuel-consumption even more, so if stretching your dollar further at the bowser is a concern, you may want to look elsewhere.
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 big headlining change to the new CX-5 is the added off-road driving mode added to AWD variants.
Dubbed ‘Off-Road Traction Assist’, the system locks the rear differential at the push of a button, enabling torque to be sent to the wheels that have grip.
In theory, the system is designed to better allow the CX-5 to get out of a sticky situation, such as deep mud or some particularly tricky terrain, and in practice it does what’s advertised.
Don’t get us wrong, the CX-5 isn’t transformed into a Jeep Wrangler or Toyota LandCruiser because of the new feature, but it certainly helps that Mazda has added extra go-anywhere assurance to its popular model.
Also keep in mind that the CX-5 will still be limited by ground clearance and its approach angle.
On the occasion that the CX-5 ventures down an unsealed road or rough terrain in inclement weather when venturing to a remote Airbnb or holiday home, the Off-Road Traction Assist button will surely be a welcome addition.
Aside from the new off-road mode, the CX-5 drives largely the same as before – for good and bad.
Steering is sharp, direct and communicative, while also being light and pleasant enough to manoeuvre around town.
However, the trade-off for a nice steering SUV is that suspension is still a bit too firm, for our tastes at least, which is of particular note in a five-seat family hauler like the CX-5.
Don’t get us wrong, its not back-breaking by any stretch, and on smooth surfaces, the ride is perfectly liveable.
Unfortunately, Australia – and in this particular case, Melbourne – is full of more than just smooth roads, with the occasional large dip and bump (not to mention the juttering of travelling over tram tracks) transmitted right to occupants.
Mazda said it has also improved the NVH levels of the new CX-5 thanks to extra sound deadening, but without driving the old car and new one back-to-back, it is a little hard to tell the level of enhancement.
However, we are happy to report road and wind noise was kept to a minimum in our time with the car, even at freeway speeds.
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.
Safety is where the Mazda CX-5 stands heads and shoulders above the competition.
Lane departure warning, lane-keep assist, reversing camera, rear parking sensors, driver attention alert, autonomous emergency braking (AEB) and adaptive cruise control, as well as auto high beams, wipers and headlights, are all included as standard across the entire Mazda CX-5 line-up.
But wait, there’s more as our Akera test car also has front parking sensors, traffic sign recognition and a surround-view monitor to make parking a breeze.
New in the 2020 model-year upgrade however, is night-time pedestrian detection for the AEB system.
The list of safety equipment included in the CX-5, even at its cheapest, is the yardstick from which all other cars – including models from premium brands – should be measured.
No surprises then that the Mazda CX-5 carries a full five-star ANCAP safety rating when it was first tested in 2017.
The Mazda mid-size SUV scored 95 per cent in the adult occupant test, while the child occupant protection examination yielded an 80 per cent score.
As for the vulnerable road user and safety assist categories, the CX-5 notched 78 and 59 per cent respectively.
Service intervals are every 10,000km or 12 months, whichever comes first.
Basic service costs will alternate between $347 and $378 up to 160,000km or 16 years, but additional scheduled maintenance items will cost extra.
For example, the cabin filter will need to be replaced ever 40,000km, costing an additional $80, while spark plugs will need to be refreshed every 60,000km interval at a cost of $327.
As such, the first five years of servicing, by our calculations for the 2.5-litre turbo-petrol CX-5 Akera, will cost buyers $2092.