Jeep Compass VS Toyota C-HR
- Good looking
- Limited and Trailhawk are off-road capable
- Spacious cabin
- No AEB as standard
- Reversing camera picture isn't great
- Hard seats
- Fantastic looks
- Beautifully built
- Lovely to drive
- Slow CVT
- Silly rear doorhandles
- Dodgy touchscreen
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|
You can almost trace Toyota's renaissance back to a single day – the day the C-HR was revealed to the world as a production car. The company could have gotten away with jacking up a Yaris and calling it a compact SUV, but instead they went all out with a bolt-from-the-blue looker with some really interesting styling ideas inside and out.
I mean, yes, they have now jacked-up a Yaris and called it an SUV, but the C-HR was first and it's cooler, even despite the name meaning Coupe – High Rider. Absolute cringe-fest that, but one of the very few missteps in this changing of the guard for the Japanese giant.
Rolling on Toyota's excellent TNGA platform, the C-HR has settled nicely into its role as one of the bravest Toyotas in years (sold here in Australia, anyway). But with the arrival of the Yaris and Yaris Cross, it was time for a little tweak to the range.
|Engine Type||1.2L 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 two-tier C-HR range doesn't have a duffer in it and the great thing about it is that the base model is so good the temptation to spend up on the Koba is limited to cosmetic things (with one exception...). The GXL has lots of good safety gear and the only tangible missing thing is the Koba's reverse AEB and hybrid option. The hybrid uses half the petrol, so is worth considering as well as for the extra punch.
I find myself suggesting the C-HR without reservation to people I would never have recommended a Toyota to in the past – it's good value, beautifully-built and designed, great to drive and remarkably cheap to own and run.
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 C-HR still looks box-fresh three years after its launch. I still have to remind people that it's a Toyota, it's so much more interesting than anything the brand has built for a long time. Show them a Supra and they have to be helped back to their feet. The big bluff front end with the huge headlights still cuts through the visual noise on the road. I still don't like the weird, clunky doorhandles on the rear doors which are ungainly and impractical, sited quite high for small children. The rear view is as polarising as ever, but I fall on the "yes, well done," side of the ledger.
The cabin is also virtually unchanged, which is the right thing to do because it really is very cool. It's a tad colourless like so many cabins these days, but with a consistent, coherent design philosophy, right down to the neat imprint in the headlining of the ovoid shape that dominates the interior design theme. The C-HR was one of the first cars to go without those big clunky rocker switches so beloved of Toyota for so long and it all feels really 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.
Up front, a long, narrow bin is a good place for your bits and pieces while the two separate cupholders and bottle holders in the doors will free up your hands and knees from holding the beverages. The rear cupholders are in the doors because there isn't an armrest but also means there are no bottle holders.
The C-HR is surprisingly roomy in the back but it's also gloomy as the glass sweeps up to meet the roof. Legroom is not bad for me at 180cm when seated behind where I drive and the seat itself is comfortable. The front seats are excellent and look good even in the base model.
You can store 377 litres in the boot with the seats up and 1112 litres with them down, which is competitive if not outstanding in the segment.
You also have three top-tether anchors and two ISOFIX points for the very young folk.
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.
For some reason, Toyota thought the model designation "GXL" would fit the C-HR despite being far more at home on a Land Cruiser, which is a car with a very 1980s vibe versus the C-HR's 21st century zeitgeist feel. The main changes for the 2021 model year are added to the safety column, but GXL buyers pick up keyless entry and start.
Apart from that, things are more or less as they were before – you can still choose from 2WD ($30,915 plus on-roads) or AWD ($32,915). Remembering, of course, that this is the entry-level machine that used to be known as plain old C-HR and is now about $750 more than the MY20. The manual version is long gone, if you're wondering.
You get 17-inch alloys, a six-speaker stereo, dual-zone climate control, reversing camera, active cruise control, sat nav, auto LED headlights, auto wipers, front and rear parking sensors, auto high beam, folding heated electric mirrors, power windows and a space-saver spare.
Toyota hasn't taken the opportunity to again improve the touchscreen, which went up to 8.0-inches last year along with a big improvement in the media system software. It still looks washed-out and stretched but does have Apple CarPlay and Android Auto. The hardware really needs to be higher-resolution and the system itself really doesn't reflect Toyota's might in the industry. Better than it used to be, though and, with smartphone integration, less of a problem.
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 GXL is powered by the a 1.2-litre turbo four-cylinder petrol engine with just 85kW and 185Nm available to drag the 1440kg 2WD GXL around (heavier if it's AWD). Power goes through either the front or all four wheels via continuously variable transmission (CVT).
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.
Toyota claims a 5.7L/100km official combined cycle figure of 6.6L/100km and requires premium unleaded to run at its best. In my week with the car which was mostly suburban running with a little freeway dalliance returned an indicated 8.3L/100km. That's not a terrible distance away from the combined cycle and given I work C-HRs hard when I have them, that's not bad.
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 only real complaint I have about the C-HR is the drivetrain. There's not anything wrong with it – far from it – it's just that everything else in the class has more power and torque and which helps haul their weight along – the C-HR's is considerable at more than 1400kg. My long-term loan Suzuki Vitara Turbo weighs 300kg less and has a stack more power and torque for about the same money.
Added to that, the C-HR's economy-focussed continuously variable transmission (my second least favourite transmission after "community") means progress is fairly leisurely and can get a bit loud when you put your foot down.
Which I do a fair bit. While the 1.2-litre engine is a really nice piece of technology and still unusual for a Toyota – it just doesn't have the horses and twist to pull the C-HR along as quickly as even Hyundai's 2.0-litre naturally-aspirated engine in the Kona, or the CVT-equipped Seltos. But that's okay – it's not a criticism, it's not like it's dangerously slow, it's just slower than most of its rivals and feels it. The Hybrid, which can only be specced with front-wheel drive and the Koba spec, is a little more peppy and the electric motor covers up some of the CVT's lax approach to acceleration.
It's also mildly frustrating because, hot damn, the chassis under the C-HR is really good. I'm going to mention TNGA again because it's such a good platform and I haven't driven a TNGA-based car that I didn't like. It's more than that, obviously – Toyota's engineers have built a driving experience around it that encourages yobbos like me to enjoy the way it corners while your passenger will enjoy the ride, which is excellent on all but the worst surfaces.
The C-HR is also pretty keen when it comes to cornering, with a nice progressive steering feel and weight. It's not particularly chatty, but again, it's a lot of fun and more fun than a few of its rivals. The roundabout raceway is a good laugh in this car.
The lack of go does come back to you on single carriageways when you want to overtake. While the C-HR cruises quietly and comfortably, a floored throttle for an overtake produces rather more bark than bite, so you'll find yourself settling comfortably behind whatever is slowing you down until you've got a long line of sight. Given the C-HR's likely citybound life, this is probably not going to be a big problem. If it is, again, the hybrid has a bit more go.
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 extra $700 or so over the MY19 C-HR has mostly gone into safety.
On board the GXL are seven airbags (including a driver's knee airbag), ABS, stability and traction controls, blind spot monitoring, high- and low-speed AEB with pedestrian detection (day and night) and cyclists (day only), forward collision warning, trailer sway control, lane departure warning, lane keep assist, lane trace assist (this keeps the car in the centre of the lane with gentle steering help), speed sign recognition (which can also change the cruise control speed if you want it to) and reverse cross traffic alert.
Added to that impressive lot is the intersection assist function, which warns you something is coming from the left or right at an intersection that you may not otherwise have clocked. That might seems a bit silly for the C-HR's stubby bonnet, but when your street is parked out and you can't see either way, it's extremely useful.
Toyota offers a five-year/unlimited kilometre warranty along with a further two years on the drivetrain if you service with Toyota.
Servicing with Toyota seems eminently sensible because for the first four years or four services (intervals are set at 12 months/15,000km) you won't pay more than $200 per service, which is a dead-set bargain.