The new Compass on the road: Our first drive

At the dinner table over a second or third glass of wine, the statement was thrown into the air by the Compass product manager in Europe: "We are a premium brand, but grounded. There is no reason for us to be more expensive than Peugeot or Volkswagen." This came after I complained about the value offered by the previous Compass, and that expecting it to compete in luxury against BMW models was never realistic. His answer completely changed my perspective on the new Compass.

The first two generations of the Compass never achieved commercial success. There are various reasons depending on target markets, but at the core, there are two main ones: a. The Compass offered better off-road capabilities than competitors, but not enough compared to the brand’s unique DNA. b. The value for money did not always justify itself in other areas such as driving, materials, and quality.

Now comes a new, third generation, promising a change in every parameter: Platform, dimensions, powertrains, comfort and driving abilities on road and off-road, and as you understood from the previous paragraph, also positioning and price. In short, a radical change that puts the Compass in a different place. Really?

The new Compass presents a different line compared to the previous one, replacing a rounded and slightly weak look with a square and angular appearance similar to Jeep’s latest design language. The hood is straight, the vertical grille resembles the new Grand Cherokee and Grand Wagoneer, and the wheel arches are full and squared. In short, everything needed to maintain brand loyalty through a tough family interpretation.

Today, Jeep is part of Stellantis, and as such the Compass is based on a new STLA Medium platform, already serving various models including the Peugeot 3008, Opel Grandland, and Citroën C5 Aircross. To create the expected differentiation, Jeep designers didn’t stop at styling; they continued with adjusting or calibrating every possible component so that even the average Compass driver would feel like they are driving a Jeep.

It starts when opening the door, requiring a high leg lift to enter due to higher ground clearance than the rest of the group (20 cm) and the thick side sills. Once inside, the seating is high, windows are large, and visibility is excellent in all directions from every seat. The nearly flat hood also contributes to creating the desired off-road effect from the driver’s seat.

The driver’s environment is far from that of the previous generation, filled with Jeep features including hidden Wrangler front-end icons. The interior looks modern, wrapped in various materials aiming to create a "Jeep-like" feel, combining soft deep plastic with more flexible rubber that is less prone to scratches. In front of the driver, there’s a relatively small digital instrument cluster (10”) and a head-up display on the windshield, with a massive 16” multimedia screen in the center of the dashboard, larger than Chinese competitors. Buttons and controls are also available for easier navigation of the digital space.

The multimedia interface offers many options but is slow, not only by today’s fast-paced standards. Even switching radio stations via steering wheel buttons is sluggish, raising the question: Was the station actually changed? Personally, I preferred Jeep’s previous button layout (and other American group brands). Now there is a new layout since ownership changed, which is generally comfortable—but slightly less so.

Compared to the previous generation, the new Compass is significantly larger, with 12 cm longer length (4.55 m), 6 cm wider (1.93 m), 4 cm taller (1.675 m), and a 15.5 cm longer wheelbase (2.795 m).

The larger dimensions directly impact cabin space, now significantly more spacious, especially in the rear. Storage also increased from 14 liters in the previous generation to 34 liters in the new one.

Although Jeep is an American flagship brand, this is the European version, with front seats aimed at the European market. They are firm and supportive, offering excellent back support, though slightly tight for the thighs.

The rear door opening is reasonable, though not huge as the size might suggest, and the rear seat is comfortable, though the backrest offers no reclining options.

The trunk also benefits from the increased dimensions, with 550 liters, 45 more than before. It includes anchors, a two-level floor, and a 40/20/40 split rear seat for efficient passenger-to-cargo division. Still, two elements critical for an off-road vehicle are missing: An additional 12V socket in the trunk and a spare wheel, which in Europe is offered only as an optional extra.

The Compass offers all current safety systems, including autonomous braking, lane centering, rear cross-traffic alert, blind-spot monitoring, adaptive cruise control, and more.

Crash test results are not yet published, but its platform sibling, the Peugeot 3008, earned 4 out of 5 stars.

Like its platform partners, the Compass offers a range of options: Petrol engine with 145 hp, plug-in hybrid (195 hp), and fully electric in three output versions: Front-wheel drive with 213 or 231 hp (depending on battery size), or dual motors with all-wheel drive, 375 hp.

The petrol engine will arrive first here, combining a 1.2L three-cylinder 136 hp engine, a mild hybrid (48V), and a 22 hp electric motor, for a total output of 145 hp. It has a 6-speed dual-clutch transmission, front-wheel drive, and modest performance, with 0-100 km/h in 10 seconds. The initial launch feels quite good thanks to the small electric motor assisting at the start, but the power is limited and the electric assistance ends quickly. The main effect of this slowness is felt during overtaking on intercity roads.

Even the electric version with a single 213 hp motor (the one present at launch) is slightly disappointing. 0-100 km/h takes 8.5 seconds, and while it feels more agile in the city than its petrol counterpart, the conclusion remains the same: Today, performance standards are elsewhere, and what is offered here is simply insufficient.

As Stellantis executives and other manufacturers (Volkswagen and Toyota groups) have said: Consumers don’t need more power, and excessive acceleration may scare certain drivers, especially young or older drivers. Sure, try telling that to Chinese manufacturers or Tesla.

The base electric version has a 74 kWh battery with a 500 km range and 160 kW fast charging, filling from 20% to 80% in about half an hour—similar to most competitors. A larger battery offers 650 km, exceeding most rivals. Launch conditions did not allow verification of fuel consumption for the petrol or range and charging times for the electric version; we will test them when the Compass arrives in Israel.

Like the Peugeot 3008, the Compass electric has a more advanced rear suspension than the petrol Compass (multi-link vs. torsion beam). Both Compass versions provide good ride comfort, though unlike the 3008, the electric offers slightly superior comfort. The main difference is in handling small bumps like asphalt shards, which are smoothed better by the electric version. Noise insulation is good in both; petrol engine noise is noticeable but not excessive.

Dynamic ability is good, with moderate body roll, quick steering, and responsive brakes. Urban maneuverability is rated well.

On a short off-road track with only compacted soil and minor elevation changes, the Compass delivered impressive comfort. In wet sections, it managed traction on uphill parts, relying on electronics since the tested versions were front-wheel drive only.

Yes, Jeep, the brand that rose from the first successful 4x4, currently offers all-wheel drive only in the electric model with the large expensive battery. That’s a shame. The market needs more affordable 4x4 vehicles with capability. If Jeep neglects this segment, it risks harming its legacy, while Chinese manufacturers already offer interesting alternatives, some on the way to Israel.

The third-generation Compass is better than its predecessor in every respect: Spacious, well-equipped, comfortable, and dynamic both in city and light off-road driving. Where it falls short is the powertrain, which provides modest performance, while competitors—mostly Chinese and Tesla—are ahead.

European sales will start in the coming weeks, with local availability in Q1 2026. We will receive the European version made in Italy, while in the U.S., Compass will feature different powertrains for the North American market.

Its success in Israel will depend on price. If it can fit into the current Peugeot 3008 range of NIS 187,000–207,000, the new Compass could become a notable competitor in the segment, though lacking the character expected from a true Jeep.