The 2011 Compass is a 4-door, 5-passenger sport-utility, available in 4 trims, ranging from the FWD to the Limited 4X4.
Upon introduction, the FWD is equipped with a standard 2.0-liter, I4, 158-horsepower engine that achieves 23-mpg in the city and 29-mpg on the highway. A 5-speed manual transmission with overdrive is standard, and a variable speed automatic transmission with overdrive is optional. The Limited 4X4 is equipped with a standard 2.4-liter, I4, 172-horsepower engine that achieves 21-mpg in the city and 26-mpg on the highway. A variable speed automatic transmission with overdrive is standard.
If Jeep's lineup of SUVs were footwear, most of the models would be hiking boots. Yet the Jeep Compass has always been more like a pair of flip-flops—you could wear them on a trail, but in doing so you'd probably slip in the mud and stub your toe. This year, though, the Compass is toughening up. It's now officially "Trail Rated"—if you pony up for the Freedom Drive II off-road package. It's the same grouping of parts that have been available on the Compass's chassis mate, Jeep Patriot, for years. No, don't expect Freedom Drive II to get you through a hardcore trail the way the legendary Rubicon could. But now—thanks to a 1-inch-higher ride height, 17-inch all-terrain tires, skid plates, tow hooks, 4WD Lock mode, Hill Descent Control and a continuously variable transaxle (CVT) with a lowered first-gear ratio—a Compass with Freedom Drive II can traverse surprisingly difficult terrain.
Aside from the boost in off-road prowess, all 2011 Compasses benefit from a freshened nose reminiscent of the hot new 2011 Jeep Grand Cherokee's. And inside, the slabs of hard plastic that defined the previous Compass's interior are gone. And to keep noise levels down, engineers recalibrated the engines as well as the CVT to operate at more acoustically pleasing rpm levels.
Tech Tidbit: The Freedom Drive II Compass doesn't come with a separate gearbox (a traditional four-wheel-drive transfer case) to provide a distinct low-range gear reduction the way a Jeep Grand Cherokee or Wrangler does. Instead, the Compass's CVT has a clutch pack that diverts torque to the rear axle, and unique CVT programming to simulate a total "geared" reduction of 19:1. That ratio comes from multiplying the lowest forward ratio in the CVT (2.34:1) by the final drive of 8.14:1. For comparison, a Wrangler with an automatic transmission has a total reduction (or crawl ratio) of 31.7:1 when you multiply the first gear in the transmission by the low-range ratio in the transfer case by the axle ratio. What it all means is that despite the Compass's new ruggedness for 2011, a Wrangler could crawl up a trail nearly twice as slowly, offering the driver more torque and control.
Driving Character: We spent a full day with a Freedom Drive II–equipped Jeep Compass 70th Anniversary model on the red rocks of Moab, Utah. We hit the Fins and Things Trail, following a convoy of more capable Grand Cherokees and Wranglers. On a moderate trail like this, those bigger Jeeps could easily walk over or slowly crawl down just about anything the trail threw at them. But the Compass (and its driver) had to work for it. Before many of the difficult sections, we buried the throttle to create enough torque to crest an obstacle. And at a few points, we had to back down and take a running start, sawing the steering wheel and letting the traction-control system fight to limit the wheelspin. The downhill sections required a bit less footwork, as the Compass's hill-descent control slowed us well.
The Compass completed the trail with no close calls or mechanical snafus. On a run like that, the Compass's limited off-road capability requires the driver to be more engaged and focused. And sometimes that can be a more rewarding experience than effortlessly cruising that same terrain in a more capable 4WD.
Favorite Detail: The Freedom Drive II system requires you to pull on a little chrome lever to engage locked 4WD. It's actually more of a partial "lock" since the system can unlock the torque split if it senses binding. (That center clutch does not allow for the front and rear axles to rotate at different speeds.) But we still like that it's a more substantial procedure than pressing a plastic button on the dash.
Driver's Grievance: The recalibration of the engine management system and CVT has made the Compass quieter on the road. This Jeep, though, needs more power under the hood. We'd like to see a smaller version of Chrysler's new 3.6-liter V6 installed in the future. The trouble is, our 70th Anniversary Compass costs more than $30,000. A larger engine probably would mean an even more expensive Compass.
The Bottom Line: The new 2011 Compass is much improved and capable enough for backcountry excursions. But the changes have created a Compass that's quite similar to the Jeep Patriot—they share just about everything except the sheet metal. Does Jeep really need both of them? We suspect not.
