![]() ![]() LOWS: No hustle whatsoever, no back-seat climate vents. HIGHS: Impressive bang for the buck, flat rear floor is a welcome addition, it's giving tall-wagon vibes. It aided braking as well the Chevy required 180 feet to clamp down from 70 mph, while the Jeep needed an additional 15 feet. That certainly helped its fleetness around our skidpad, where it achieved 0.84 g of stick, 0.03 g better than the Compass. Whether you want to ascribe it to the lack of available all-wheel drive, the missing cylinder underhood, or perhaps off-label Ozempic use, the Trax crossed our scales at a svelte 3069 pounds. That places this urban runabout atop a mountain of value that the Jeep simply cannot scale, even if the Compass leaves the Trax in its dust on the way up. Marc Urbano | Car and Driver 1st Place: 2024 Chevy Traxĭespite being lower, longer, and wider than the old Trax, this new front-drive-only model aims to maximize thrift by downsizing its engine and-extremely uncommon for the industry-its price tag. That's also $3310 more than our Activ-trim test car, which was nearly fully loaded. A base Compass Sport demands no less than $29,995, $8500 more than a base Trax. One arena where the Compass and Trax are far apart is price. On our 200-mile, 75-mph highway fuel economy loop, the Compass returned 31 mpg-one mpg below its EPA estimate and one mpg above the lighter front-drive Trax. In spite of that porcine curb weight, the Compass proved surprisingly efficient. However, the all-wheel-drive hardware and lots of cabin features can pile on the pounds despite having a shorter wheelbase and overall length than the Trax, at 3717 pounds the Compass is a whopping 648 pounds heavier than the Chevy. The second row earned high marks for offering vents and outlets, which is not always a given at this price point. The Compass roofline does lend an airier feeling for taller occupants, and we think the cabin is pleasant all around, with a clever use of warmer fabrics in place of the usual cheap-car piano-black plastic. If you don't like the Trax's wagon-ish silhouette, the Jeep's more upright SUV form provides a nice counterbalance. Nearly everyone agreed it'd be happier in the dirt, where its all-wheel drive would be more of an advantage. The base Sport model, perhaps ironically, lacked a Sport mode to firm up throttle response, leaving it in a perpetual commuter-oriented mood. And the Compass's responsive engine means that the leap from 5 to 60 mph takes only 0.4 second longer than a standing start.Īs for how the Compass drives, most editors opined, simply, "It's fine." Around our 10Best loop, the logbook entries remarked on the Jeep's quiet practicality and decent, if uninspiring, handling. At 15.8 seconds to the quarter-mile mark, the Jeep got to rest on its laurels for a whole second while the Chevy played catch-up. The Compass needed 7.5 seconds to reach 60 mph, while the Trax required 8.8. Against the stopwatch, the Latitude (we weren't able to test the Sport) molly-whopped the three-cylinder Trax. Under the hood is a new turbocharged 2.0-liter inline-four, making a solid 200 horsepower and 221 pound-feet of torque, urge that is sent to all four wheels through an eight-speed automatic no matter the trim. VERDICT: Just because the Compass is better than before doesn't mean it's the best. LOWS: Piles on the poundage, big price penalty. ![]() HIGHS: Standard AWD across the lineup, zippier than the Trax. The base Sport variant you see here isn't as well equipped, but the fundamentals are the same, and they're still worthy of commendation. When we first tested a well-equipped Compass Latitude model earlier this year, we walked away impressed with its newfound power and improved aesthetics. ![]() ![]() Marc Urbano | Car and Driver 2nd Place: 2023 Jeep Compass ![]()
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