It took a while, but the former redneck petrolhead brand Jeep has a plug-in hybrid in its range. With the Compass you can now also do your short journeys emission-free.
Both the Jeep Renegade and the Compass are now available as a plug-in hybrid and we are going with the larger of the two, the Compass. The timing is a bit unfortunate, because two months ago Jeep announced that it was going to facelift the Compass (although in China, where it is being built as well as in Mexico, India and Brazil, but we expect the changes later in Europe), but the PHEV- news is too big for us to wait for that facelift. Moreover, the last facelift was less than two years ago, so it is not the case that we are driving around here with a heavily outdated car.
Like many other brands, Jeep has also promised that an electrified version of each model will be available soon. You can therefore consider this model as the first step in that direction. Jeep does that right away in two flavors, or actually four, because both the Renegade and the Compass plug-in hybrid are available with a system power of 190 and 240 hp. The motorization depends on the performance level and since we now drive the Trailhawk we have 240 horsepower under the right foot.
Easter eggs
Small Jeep or not, the Compass has a robust appearance, although this is partly also in our version with its steel blue paint, black accents, matte black hood and dark gray 19-inch wheels. The seven slots in the grille still refer to the primal Jeep and so do many unexpected, hidden images of the Willys, so-called easter eggs. Inside, the Compass is already somewhat outdated and it is not for nothing that there are the biggest changes of the upcoming facelift. The dashboard is quite messy, with relatively unrelated lines, strongly varying material qualities and just too many Fiat components to credibly portray the American. Apart from that, the clocks are easy to read. It is remarkable that the speed is indicated digitally, while the less relevant speed (certainly with a PHEV with automatic transmission) does have its own meter. The space left by the analog speedometer is filled by a counter that indicates whether you are using or recovering electricity. A large display between the clocks shows all other information.
Jeep is generous with connectivity options. In the front you have USB, 12V and even analog AUX. In the back we find, in addition to our own ventilation grilles, a second USB connection and even a 230V AC connection. That makes life there extra pleasant, in addition to the generous interior space. The trunk space is also quite decent at 458 liters and that space can be expanded to 1,269 liters with the rear seat flat. The tailgate is electrically operated in this version. The button to close it again is not in the lid, like most cars, but in the side wall of the luggage compartment. Very handy for the smaller people among us.
Offroad
A big plus of the Jeep is its configuration. The combustion engine drives the front wheels and it has an electric motor that drives the rear axle. As a result, if both power sources are used, of course, it is four-wheel drive. A competence that he propagates with his type designation: 4XE. The center tunnel even has a promising button cluster with off-road functions such as ‘snow’, ‘sand / mud’, ‘hill descent control’, ‘4WD Lock’ and even ‘4WD Low’. Well, you are looking for the transfer case that insinuates the latter of course in vain, but nevertheless we can expect that this Compass in the terrain goes further than the average crossover. In addition to the electric motor on the rear axle, an electric motor is also linked to the combustion engine, which not only helps with great power requirements, but also functions as a generator for the rear engine when you want to drive in 4×4 and the battery is insufficiently charged for this. Unfortunately, the cooperation between the systems in the Compass is not seamless. You often feel the transfer of work between electricity and petrol a bit too emphatically and the automatic transmission does not shift very refined. That does not alter the fact that the car is pleasant to drive overall.
The steering is a bit on the light side, but does exactly what you want and even in faster corners, the chassis manages to keep the fairly heavy car nice and horizontal. The drivetrain has loads of power and it is certainly nice to hear a real four-cylinder at work again, in times when three-cylinders are gaining more market share.
The Compass took us 39 km with a fully charged battery. We measured this with a very calm driving style, at about 5 degrees Celsius on a section with a piece of provincial road (first 100, later 80 km / h) and about the same number of minor roads with 50, 60 and 80 pieces.
The Jeep Compass Plug-In Hybrid Electric (as it is officially called in full) is available in three versions. It is remarkable that the entry-level, the Limited Business, has a less powerful petrol engine, so that the system power remains at 190 hp. If you want the 240 hp that our test car has, then you should at least go for the Trailhawk, which costs € 46,990. Our S stands for € 47,990 in the price list and then you are there too, because everything you see on our test car is standard on the S. Separate climate control, leather upholstery, electric seat adjustment on both front seats, seat and steering wheel heating, electrically operated tailgate, Alpine hi-fi system and blind spot detection plus rear side cameras. With € 47,990 for that entire package, the Compass gives you quite a bit of stuff for your money.