Reader Review: 2017 Jeep Compass Trailhawk
CALGARY — Jeep's Compass is a size and type of vehicle that Rob Hall once called a 'little puddle jumper'. Once is the operative word, because after spending a week with a 2017 Compass Trailhawk, Hall's opinion has changed.
"My first view of the Trailhawk was from the front," the Calgary driver says. "It looked to me like a Grand Cherokee, but when I walked to the side I quickly realized it's smaller than that. However, the grille makes it look big, bold and tough and I had already decided it wasn't the little puddle jumper I thought it would be."
Introduced in 2007 the Compass was Jeep's entry into the crossover utility vehicle segment. With round headlights and the traditional Jeep seven-slot grille, the first Compass was an on-pavement only vehicle offered on a front-wheel drive platform. In 2011, the Compass was given a makeover and that's when it began to more closely resemble its larger sibling, the Grand Cherokee. It was also the first introduction of an all-wheel drive system for the Compass.
Now in its second generation with the all-new 2017 model, the Compass has gained a new design, but is still instantly recognizable as a Jeep product with the seven-slot grille flanked by updated headlights. Designers have further imbued the new Compass with muscular fenders and an aggressive stance.
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
Hall at the wheel.
Gavin Young/Postmedia, Driving
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
The 2017 Jeep Compass Trailhawk.
Gavin Young/Postmedia, Driving
In Canada, four Compass models are available including Sport, North, Trailhawk and Limited. All come with a 2.4-litre inline-four cylinder engine, and depending on choice of drivetrain (front-wheel or four wheel-drive), a six-speed auto, six speed manual or nine-speed automatic transmission.
Halls' tester was the fully off-road capable Trailhawk finished in a colour called Rhino. The Trailhawk is equipped with Jeep's Active Drive-Low 4×4 and Selec-Terrain systems. With an increased ride height, off-road suspension package and skid plates under all sensitive drive components the Trailhawk is what Jeep calls 'Trail Rated'.
At $41,500 as driven, Hall's Trailhawk came with several optional packages including the $1,500 Leather Group in black with ruby red accents.
"After I opened the door, my opinion continued to change," Hall says. "It wasn't what I was expecting at all. I immediately liked the way I sat in the driver's seat, up high and with my knees bent.
"The dash and instruments all looked sharp, and the red trim on everything really set things off and the leather felt good to the touch."
Hall learned to drive in Oakville, Ontario using his dad's 1964 Pontiac Laurentian. He briefly owned a 1966 Plymouth Valiant before getting a 'dream car', a 1966 Plymouth Barracuda. Family cars followed, including station wagons and then a period of pickup trucks.
He now owns a 2013 Subaru Outback while his wife has a 2016 Honda Civic Touring – both of the cars are equipped with many of the latest technologies the auto industry has to offer.
Now retired and with property on Shuswap Lake, Hall spends plenty of time adding up highway miles and much less time driving around the city.
Of the Trailhawk's power, Hall says, "The engine wasn't really peppy on the highway, but around town it felt nimble. A couple of times on the highway it didn't really want to kick down a gear when I asked it to, and with the nine-speed transmission I'd have thought it would have been able to find a gear anywhere. Maybe the computer was working on economy."
However, the engine wasn't noisy and the cabin was overall rated as quiet without intrusive road or wind noise – even with the off-road 17" tires.
Headed north from Ghost Lake, Hall found an opportunity to test the Trailhawk on gravel roads. He says the vehicle always felt stable and well planted with a pleasant ride, on gravel and pavement.
"Instead of a little puddle jumper I called it a little trickster," Hall chuckles. "It felt bigger on the highway and smaller in the city – I don't know how it did that."
While short front and rear overhangs give the Trailhawk an advantage in off-roading situations, Hall says they also helped when wheeling into parking spots in suburban shopping malls.
If hauling more than a few packages home from the mall, the rear seats would have to be folded forward to increase rear cargo carrying capability. Hall says finding the latches and folding the 60/40-split rear bench was an easy operation.
After his week in the Compass Trailhawk, Hall says the vehicle best suits someone who requires superior off-road capability. For his own use, he'd look at a lower trim level, but still with all-wheel drive.
"At the end of the drive I really liked the size, the ride and the looks," Hall says, and concludes, "It wasn't the little puddle jumper I thought it would be."
DRIVER'S JOURNAL
Day One: Tough and big looking from the front. The car is well finished, appointed and attractive inside and out. I like the looks of the interior. It has fairly high clearance for off road. Car rides very well. Feels solid. Acceleration is adequate. I like the dual (manual knob or touchscreen) radio and heat controls. The phone pairing was easy, even for an old guy! I like the way you sit, high with knees well bent. It is good for my back. Rear visibility not great because of high seats and headrests in back, but the back-up camera is very good.
Day Two: Cloudy and cool. Love the big padded heated steering wheel! The brakes seem a bit touchy. (I eventually got used to them). Stereo sounds good cranked up a bit. I like the big volume knob. Car seems to have every option available, except adaptive cruise control. GPS is easier to use than others I have dealt with. I like the small graphics in the middle of the dash that shows upcoming turns. You don't have to look at the main GPS screen. The turn radius seems very good. The back seat has good legroom and space.
Day Three: Road trip to foothills. Like the automatic rear door lift and close. When open it would be hard to reach by hand. Car takes gravel and washboard very well, even in two-wheel drive. Emergency braking on gravel was very good. Car stayed straight. The lane departure technology is a bit aggressive compared to others I have driven. It grabs the wheel and jerks it a bit. The transmission seems to have a mind of its own. Sometimes it climbs a hill at 4,000 rpm, when it doesn't seem necessary. Engages and disengages the downhill engine braking at odd times. Doesn't seem to always kick down to a good passing gear when I want it. (When it does, acceleration on the highway is good.) I assume that the computer has different goals than I do…like good fuel economy.
Day Four: Shopping and car wash. Car parks better than I expected. Feels like a small car! Must be the short front and rear overhangs. I like the floor mat holders.
Day Five: Downtown meeting. Lane departure grabbed the wheel on an exit ramp. I was taking it fairly quickly, but there were no white lines and I did not get near the shoulder. It is too aggressive for me. Evening. Car stalled at intersection? No it shut off and restarted when I touched the gas. Wow! Did I turn something on? Or has it been so subtle that I did not notice it before? Good system. Have learned the back-up camera is not that good at night, grainy image.
Day Six: Road trip to Bragg Creek with my wife, she likes the ride and the seating. She also called it 'cute'. Purchased 33 litres of fuel having driven 306 kilometres. Not bad.
Day Seven: Overall, I liked driving the car. It was significantly better than I expected, however, I would lose the lane departure technology (or turn it off).
Four-wheel drive SUV
2.4L four-cylinder
180 horsepower @ 6,400 rpm; 175 lb.-ft. f torque @ 3,900 rpm
Nine-speed automatic
Four-wheel disc w/ABS
P215/65R17
$32,895/$41,500
$1,795
(L/100km) 10.8 city, 7.8 highway
(Trailhawk) Jeep Active Drive-Low 4x4 system w/Selec-Terrain system, off-road suspension, hill start assist, electronic stability control, A/C w/dual zone climate control, keyless entry, rain-sensing windshield wipers, back-up camera, Bluetooth/Apple CarPlay/Google Android Auto, cruise control, leather faced bucket seats w/cloth inserts, manual adjustable driver/passenger seats, 7-inch customizable in-cluster display, power windows, leather wrapped steering wheel/shift knob, auto headlamps, skid plates for fuel tank/transfer case/front suspension/transmission
$995 Advanced Safety and Lighting Group includes advanced brake assist, lane departure warning w/lane keep assist, automatic high beam control, Bi-xenon headlamps, forward collision warning; $895 Safety and Security Group includes
0 Response to "Reader Review: 2017 Jeep Compass Trailhawk"
Post a Comment