Compass could get lost among competition

At first look, the Compass seems like it could be a good idea. Especially when you consider the incredible popularity of crossover utility vehicles like Toyota RAV4, Honda CRV, Hyundai Tucson, Ford Escape and their ilk.

Until now, the least expensive Jeep product was the Wrangler at $18,765. The Compass starts at $15,985, but the comparing the two vehicles is really unfair. While Wrangler is a certified off-roader, Compass is best left to paved surfaces or the occasional gravel road, if necessary. Instead, think of Compass as the Jeep version of the Dodge Caliber. This is a more equitable comparison since both vehicles share the same underpinnings and roll off the same Belvidere, Illinois, assembly line.

All new for 2007, the Compass is a front-wheel-drive four-door crossover built on a car platform and runs on the same 2.4-liter 172-horsepower four-cylinder engine that powers the Caliber. But it doesn’t seem as snappy or responsive as the Caliber, even though the only significant difference between the two vehicles is shape of the sheet metal. Fuel economy is rated at 23 miles per gallon in the city and 26 on the highway. I averaged just 20 mpg in a combination of city and highway driving.

Compass is available in two models: Sport ($15,985) and Limited ($20,965). Front-wheel drive and five-speed manual transmission are standard on both; four-wheel drive ($1600) and six-speed Autostick with continuously variable transmission (CVT) ($1150) are available as options.

Jeep supplied me with a loaded Compass Limited 4x4 with CVT, priced at $25,550. As with the Caliber I tested, I don’t much care for the quirky CVT. To me, it feels like a manual transmission with a slipping clutch. The engine revs but the vehicle just doesn’t seem to go anywhere, and you never feel the automatic transmission shift. But Chrysler included a manual-shift mode for enthusiasts.

The Sport model of the Compass is purely bare bones, with air conditioning ($850), power windows and power door locks ($995) optional. My Limited came standard with leather interior, heated seats, power windows and mirrors, dark tinted glass, 18-inch alloy wheels, cruise control, AM/FM/CD and, of course, air conditioning.

Outside, the four-door Compass is similar in size to Jeep Liberty and shares the traditional seven-slot grille and round headlamps characteristic of all Jeep vehicles. But where the Liberty is boxy in style, Compass looks more like a Kia Sportage or Hyundai Tucson. Front fenders are blistered and rear fenders bulge, giving it a “big hips” look. The one-piece tailgate slopes at a 45-degree angle. By comparison, Liberty’s is nearly vertical.

Inside, the front seat is surprisingly roomy even for this too-tall journalist. The seat is manually operated but does have a jack-handle adjustment for raising and lowering. The steering wheel tilts but doesn’t telescope.

Similar to Caliber, the dash is long because of the radically sloping windshield, but everything is made of cheap-looking hard plastic that doesn’t always fit well. Compared to the new Toyota RAV4 and new Honda CR-V, Jeep has a long way to go in terms of look, feel and quality.

Compass will transport a family of four comfortably, five on short trips. It’s rather Spartan in the back seat, lacking a center armrest, pocket nets on the seat backs or reading lights. The rear seats on the Limited do recline.

The center armrest between the front seats slides forward three inches to accommodate shorter drivers. A rechargeable flashlight snaps in and out of the ceiling, an accessory also found in the Caliber. Swing-down boom box-style speakers in the rear liftgate are handy for tailgate parties.

Dash gauges are easy-to-read white on black. The large center stack houses the audio and climate-control knobs. All were intuitive and easy to use. I did note that the air conditioner in my tester had a very difficult time trying to cool the cabin in 90° October temperatures. It makes me question its capability during the hot summer months.

Don’t expect the Compass to perform like a traditional Jeep off-road vehicle. Even with its 4WD powertrain and eight-inches-plus ground clearance, the fully independent suspension is set up for a compliant sedan-like ride, not for off-roading. I think 4WD owners will be more than pleased with its performance on snowy and icy roads, however.

Handling is agile with sedan-like cornering and predictable response to jarring potholes. The cabin is quiet at highway speeds, well isolated from road noise.

Standard safety features include stability control with a rollover sensor, full-length side-curtain airbags and traction control, and anti-lock four-wheel disc brakes. Front-seat mounted airbags are optional, not standard. Compass earned four out of a possible five stars in frontal crash tests and five out of five for side impacts from the National Highway Transportation Safety Administration.

Overall, Compass is a decent vehicle that seems a few steps behind class-leading competition like Hyundi Tucson, Honda CR-V, Toyota RAV-4 and Ford Escape, for about the same price. If you’re considering a Compass, I recommend testing one of those vehicles before buying to make certain you get exactly what you expect. Besides, Compass doesn’t even have a compass.