By Peter Palm
I must confess that I like SUVs. I like the superior driving position, commanding view of the road and utility space that off-roaders offer and I get much enjoyment out of exploring some high roads and by roads, away from city hustle, to observe scenery at point blank range. But (there’s always a “but” isn’t there?), due to the sheer multitude of models that have been released in our new vehicle market lately, I have started to lose interest in scouring the specifications and features of the latest offerings.
And so it was without any positive feelings that I was dispatched to Port Elizabeth to the launch of the new Jeep Compass. Fortunately it was only a matter of minutes before I recovered from my apathy. Jumping straight into a diesel-engined version (in fact the one and only diesel model) and stirring the high mounted lever of the six-speed ‘box I noted how quiet the engine was. That was thanks to direct injection from the 103 kW d-o-h-c powerplant, which delivers 310 N.m at 1750 r/min. The other engine option is a 2,4-litre petrol unit that provides peak power of 125 kW with 220 N.m of torque at 4 500 r/min.
Those engines are not unique to Jeep, the petrol version being a “world” engine developed in a joint partnership with Mitsubishi and Hyundai, while the diesel engine also does service in VW products. Gearboxes are a six-speed manual for the diesel and a choice of 5-speed manual or CVT for the petrol.
Jeep’s preferred name for this type of vehicle is URV – the acronym for Urban Recreational Vehicle. While that might lead some to expect the Compass to be a two-wheel drive vehicle, it is basically a “soft-roader” meaning that it uses an electronically activated clutch to send power to the rear wheels if the front wheels cannot provide the grip.
Additionally, a console-mounted switch will lock the centre differential only up to speeds of 16 km/h, above which the system will revert to the usual configuration in the interests of fuel economy. This is not a pukka 4×4 as it does not offer low range.
The newcomer’s bodywork is loosely based on that of the Dodge Caliber. Styling is always tricky to call – I think the front end of the Compass, with its traditional Jeep Cherokee shape and seven slot grille looks good, as does the rear end but the sides have an odd-shaped scallop between accentuated, trapezoidal wheel arches that might not appeal to everyone.
Rear door handles are hidden in the “C”-pillar a la Alfa Romeo 147. In general, the Compass’ styling offers a mix of cute, macho and retro that should find good favour. The wheels are 18-inch alloys shod with 215/55 section Continentals.
What perhaps impressed me the most was the Compass’ interior. I generally like retro cues, and the dashboard has brawny angles, is mounted high and the windscreen is on the smallish side. The controls and instruments are clearly and symmetrically laid out with decent quality courtesy of DaimlerChrysler’s German influence. Also much improved (when compared with that of its more expensive brother, the Cherokee), is legroom – there was more than enough for the driver as well as rear passengers. The only problem was a lack of knee room for shorter drivers.
To get back to the driving experience, the diesel was fun to drive, but needed at least 1 800 r/min to provide thrust. From there on, it pulled strongly. The ‘box was quite slick, but with six gears and the quiet engine you sometimes forget which gear you are in.
The petrol engine has five gears and has slightly more low-down torque, but still not what you would expect from a 2,4-litre. Still, it revs well and produces the goods when caned.
The Compass’ suspension comprises MacPherson struts in front, with a multi-link setup at the rear. The ride was comfortable on-road and good on the gravel road to Alicedale as well, with only the hectic potholes causing a jolt to the system. Fortunately there were no punctures and we had no need to haul out the space saver spare. Incidentally, the spare is a 155 section tyre and not as thin as the “marie biscuit” variety supplied with some cars. Steering also had reasonable feel.
Only three models are on offer to make life easier for journalists, dealers and the distributors. There is the diesel-engined flagship CRD and manual- and CVT-transmission petrol models, which are supplied with “limited” spec level – including a front loading Boston Acoustics 6-CD loader, cruise control, tyre pressure monitor with display, two-tone leather seats and alloy wheels.
The front passenger seat folds flat for use as a table or a laptop rest. Safety features include four airbags and stability control (ABS electronics double up as traction control on slippery surfaces when power can be sent to one wheel when necessary).
A handy feature to compliment the flip-down speakers in the rear tailgate (as offered in the Dodge Caliber) is a rear overhead light that incorporates a rechargeable battery and is detachable for use as a torch. Just the thing for noisy evening braais at a campsite? All that we need now is a built-in fridge!
Colours include white, black and six metallic finishes and the interior colour scheme has two options. Talking of extra options, there are only three. A sunroof (R10 000), extra driving lamps that should look seriously cool (R2 000) and the metallic paintwork. Pricing includes a 3-year/ 100 000 km maintenance plan and service intervals are 12 000 km.
Prices:
2,4-litre petrol 5-speed manual R244 900
2,4-litre petrol CVT R254 900
2,0 CRD 6-speed manual R279 900
