2018 Jeep Compass

A single naturally aspirated 2.4L covers the entire 2018 US range from Sport to Trailhawk, and 180 hp sits essentially at the floor of the 150–550 hp SUV band. This output carries unchanged from the 2017 launch of the second generation through 2021 before being re-rated to 177 hp for 2022.

Peak torque arrives high at 3,900 rpm on a naturally aspirated curve with little underneath it, which is why the 3,327-lb 4x4 feels flat pulling away — Consumer Reports called the engine outright 'sluggish'. The turbocharged compact-SUV rivals of 2018 deliver more torque from roughly 1,750 rpm.

The volume Latitude 4x4 carries the 3,327-lb curb weight of the C/D-tested Sport 4x4 but rides on heavier 17-in wheels and more equipment, placing it just behind that car's 9.3 sec and well ahead of the 3,633-lb Trailhawk's 10.1. Either way it falls at or below the bottom of the 3.5–9.5 sec SUV band — the weakest figure in this category and the complaint every 2018 review led with.

The Tigershark is unresponsive rather than laggy — no turbo to wait on, just an engine that has to be wrung out toward its 6,400-rpm power peak and turns coarse and loud doing it. Stop-start was not yet standard equipment in 2018, removing one roughness complaint on many volume examples, but the result is still clearly in the lower half of the band.

The ZF-sourced nine-speed is the most-criticized component of this generation — it upshifts early, resists kickdown and shifts without much polish, compounding an engine already short of torque. The 4x2's Aisin six-speed is smoother but narrower in spread, and the C635 manual — offered on both 4x2 and 4x4 in 2018 — is the one gearbox that lets a driver keep the engine on the boil.

Standard unibody compact-crossover capability, unchanged across this generation, but 2,000 lbs sits near the bottom of an SUV band running to 8,000 lbs — and the front-drive versions that make up much of the volume are not rated to tow at all.

Four-wheel drive is available on every 2018 trim with Selec-Terrain modes and a genuine 20:1 crawl ratio on Trailhawk — sophisticated for a compact crossover — but it remains a cost option rather than standard equipment, and 2018 in fact went the other way by adding a new 4x2 driveline to Limited. Standard 4x4 does not arrive until the 2023 model year.

The Trail Rated Trailhawk is the most genuinely capable thing in the 2018 compact-crossover class — a 30.3° approach angle, 8.5 in of clearance and a low-range crawl ratio are real hardware rather than a badge — but it is a unibody crossover with no locking differential and no two-speed transfer case. Upper half of the capable-light-duty band; non-Trailhawk 4x4 trims, at 16.8° approach and 8.2 in, are far more modest.

One engine for the entire range with no turbo upgrade, hybrid, PHEV or EV anywhere in the US lineup — take-it-or-leave-it on what this item actually measures. The four certified drivetrain combinations, including a manual available with 4x4 in 2018, give some configuration choice but not a second powertrain.

25 MPG combined for the volume 4x4 automatic — mid-pack among 2018 gas compact SUVs and unchanged across the pre-facelift generation. Two points shy of the 27 MPG the later turbocharged eight-speed Compass manages, so the less powerful car is also the less efficient one.

A disconnecting 4x4 system and optional stop-start hold city economy at the class average, but a naturally aspirated 2.4L hauling 3,327 lbs has no efficiency trick in reserve — the hybrid compact SUVs already on sale in 2018 beat this outright.

The 9HP48 nine-speed's tall overdrive gearing (0.48:1 ninth, 9.81 ratio spread) makes steady-state cruising the Compass's efficiency high point — Autoweek observed the gearbox 'loves to loaf along in the top gears' — and it is the one economy figure here that holds up against the segment.

A small 13.5-gallon tank paired with only average economy puts total range near the bottom of the 280–600 mi SUV band. Frequent fuel stops are the practical consequence, and it is the weakest figure in this category.

Running costs land near the middle of the SUV band — no premium-fuel penalty, but 25 MPG combined on a regular-gas four-cylinder gives the Compass no cost advantage over larger, more powerful rivals that match its economy.

87-octane regular on a naturally aspirated multiport-injected engine, with no premium recommendation, no additive requirement and nothing to plug in — the cheapest and simplest fueling situation available.

NHTSA rated the 2018 Compass 4 stars overall in both drivetrains; a 4-star frontal result and a 3-star rollover rating (20.2% FWD / 20.6% AWD rollover probability, 'No Tip' in the dynamic test) keep it a star below the segment's best.

The 2018 Compass is Good in every crashworthiness test IIHS ran at the time — small overlap front driver and passenger, moderate overlap, original side, roof strength, head restraints — and earned a 2018 Top Safety Pick, its second in as many years. Two things hold it below the top band: the award applied only to vehicles ordered with the optional front crash prevention system, and the Compass later scored Marginal on the updated (2021-protocol) side test.

Nothing beyond the federally mandated backup camera is standard on any 2018 Compass. Full-Speed Forward Collision Warning-Plus with active braking, LaneSense Lane Departure Warning-Plus, blind-spot monitoring and rear cross path detection are all extra-cost, and the base Sport trim cannot be optioned with them at all; adaptive cruise is not offered on any trim.

The optional Full-Speed Forward Collision Warning-Plus earns IIHS Superior for vehicle-to-vehicle avoidance, which is genuinely strong hardware, but it is an extra-cost option unavailable on the base trim and offers no pedestrian detection, day or night.

Radar-based Blind Spot Monitoring with Rear Cross Path Detection is available on every trim except the base Sport, but it is alert-only — no steering or braking intervention, no safe-exit warning, and no surround-view camera to back it up.

LaneSense Lane Departure Warning-Plus is optional and reactive: it warns on drift and adds a torque-input nudge back toward the lane. There is no continuous lane centering, and NHTSA records lane departure warning as optional rather than standard equipment.

Adaptive cruise control is not offered on the 2018 Compass at any trim or option level — the radar in the Advanced Safety & Lighting Group drives forward collision warning and LaneSense only. Buyers get conventional fixed-speed cruise, at a time when the RAV4 and CR-V made full-speed-range ACC standard, and there is no highway-assist mode of any kind.

No hands-free highway driving system was offered on the 2018 Compass, and FCA fielded nothing comparable to Super Cruise anywhere in its lineup that model year. With no adaptive cruise on the option sheet the Compass lacks even the prerequisite hardware.

Both 2018 headlight configurations rate below Acceptable: the standard halogen reflectors are Poor, and the best available setup — HID projectors with high-beam assist from the Advanced Safety & Lighting Group — reaches only Marginal, providing adequate illumination on just one gradual curve. This is the single failing that cost the Compass a Top Safety Pick+.

The second-generation Compass's blocky styling costs it sightlines — thick A-pillars and a heavy rear C-pillar create sizable blind spots that reviewers flag consistently — and there is no surround-view camera offered to compensate, only the mandated backup camera plus optional ParkSense rear sensors.

IIHS rates the Compass's LATCH hardware Poor — the two rear outboard positions have complete anchor sets and the center seat gets a tether, but the lower anchors sit too deep in the seat bight and are awkward to work around, and the compact rear bench rules out three-across.

The second-generation Compass (MP/552) is a strictly two-row compact SUV; no seven-seat or captain's-chair configuration was offered in the US for 2018.

Mid-pack front headroom for a compact SUV; the tall, upright Jeep greenhouse gives adequate but not generous space, and the optional panoramic roof takes some of it back.

41.8 in sits at the low end of the compact-SUV range — the Compass shares a shortened Renegade-derived platform and its 103.8 in wheelbase shows in front-row stretch-out room.

The boxy roofline pays off in the second row — 38.5 in is above the compact-SUV midpoint and adults sit upright without contacting the headliner.

38.3 in is competitive for the class and enough for two adults on a medium trip, though the bench does not slide to trade legroom for cargo the way some rivals' do.

The Compass has no third row in any 2018 configuration — it is a two-row compact SUV positioned below the Cherokee, so this criterion scores in the bottom band by absence rather than by execution.

27.2 cu ft is near the floor of the SUV normalization band and well short of the class leaders — a 2018 CR-V carries 39.2 cu ft behind its rear seat — so the Compass is one of the smaller-holds compact SUVs on sale.

59.8 cu ft with everything folded is again at the bottom of the compact-SUV band; the sloped tailgate and narrow load floor cost the Compass real volume against boxier rivals.

Ordinary rather than clever: usable console bin, door pockets and a covered tray ahead of the shifter, plus an available reversible/removable cargo floor panel and a fold-flat front passenger seat, but no standout innovation and no underfloor stowage of note.

Front cushions are firm with adequate lateral support and flat enough to let you shift position on a long haul, but the rear bench gives up support and the volume Latitude uses a manual driver's seat with limited adjustment.

The clearest strength of the car — soft springs and tall-sidewall tires on the volume 16/17-inch wheels absorb broken pavement well, at the cost of the body control noted in category 9.

Below average for the segment: reviewers report a moderate amount of wind noise at highway speed, and the 2.4L Tigershark is audible whenever it is asked to work (see 9.2.2). Trailhawk's all-terrain tires add road roar.

The desirable pieces exist but cost extra on the volume Latitude — the Cold Weather Group bundles heated front seats and a heated steering wheel, dual-zone automatic climate arrives on Limited, and there are no rear climate controls or ventilated seats at any price.

The 2018 Compass Sport opened at $20,995 before a $1,095 destination charge, putting the cheapest way into the second-generation car at $22,090 — well under the bottom of the compact-SUV pricing band, though that car is a front-drive manual on 16-inch steel wheels.

Latitude was the volume 2018 Compass trim and Jeep buyers skew heavily toward 4x4, so the representative configuration is a Latitude 4x4 at $26,890 delivered with a popular-equipment or 8.4-inch Uconnect add-on nudging it to about $27,000.

CarEdge projects about $3,351 in scheduled maintenance across the Compass's first five years and RepairPal puts the 2018 car's unscheduled repair at $392/yr (≈$1,960), which sums to roughly $5,300; the 2018 model year's six recalls and a heavier-than-normal complaint volume around the 9-speed automatic and electrics justify carrying it a little above the arithmetic.

iSeeCars measures 46.1% five-year depreciation on the Compass against about 42% for the small-SUV category, so it gives up value faster than its class — a weak spot for a nameplate whose brand normally helps residuals.

FCA's standard 3-year/36,000-mile basic coverage is the industry floor and sits two years behind the 5-year/60,000-mile bumper-to-bumper that Hyundai, Kia and Mitsubishi already offered on 2018 compact SUVs.

Five years/60,000 miles sits at the very bottom of the SUV normalization band and is half the 10-year/100,000-mile powertrain coverage Hyundai and Kia offered the same year — a real gap given how much of the 2018 Compass's complaint record concerns the transmission.

A 2018 Compass came with no complimentary scheduled maintenance of any kind — the buyer paid for the first oil change — leaving 24-hour roadside assistance tied to the 5-year/60,000-mile powertrain term and a short Uconnect Access trial on screen-equipped trims as the only included perks. Jeep Wave was still a Grand Cherokee-tier program in 2018 and did not become automatic across the brand until MY2021, so the Compass had nothing comparable to ToyotaCare's 2-yr/25,000-mile schedule or Hyundai's 3-yr/36,000-mile complimentary maintenance on rivals of the same year.

$27,000 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $14,310) leaves about $12,690 in depreciation. Add the projected $5,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $18,490 in total.

2018 is the worst model year of this generation by a wide margin and both raters mark it down: Consumer Reports says outright that it is less reliable than other cars from the same model year, and J.D. Power's predicted reliability sits at 2 of 5, below the compact-SUV average. The federal complaint file is the hardest number available and it is not close — 936 filings for MY2018 against 327 for 2019, 228 for 2017 and 138 for 2020. Sales volume does not explain it: 2018 outsold 2019 by roughly 12% but drew about 2.9x the complaints, so the per-vehicle rate is around 2.5x worse.

Jeep sat in the bottom third of the brand table contemporaneous with this model year — 22nd of 29 in Consumer Reports' 2018 survey, down two places, with the Compass itself called out as Below-Average. The dependability study that follows these cars to three years old is the less damning half: Jeep posted 149 PP100 against a 121 industry average in the 2021 VDS, which is worse than average but placed the brand 8th among mass-market marques and up three spots. Bottom-third is still the fair read, though 2018 is a slightly better brand-year than 2019's 26th-of-30 collapse.

Six federal recall campaigns against the 2019 car's two, and the severity is the problem rather than the count: front lower control arms incorrectly welded and able to separate, passenger airbag inflator mounting nuts loose inside the module and able to become projectiles, a cracked oil pump housing that fails the pump and stalls the engine, and a powertrain control module replacement for stalling. Three of the six are stall-or-separation defects with an explicit crash consequence and one is an airbag defect with a death consequence — that is systemic across suspension, engine and restraints, not routine recall churn, and it is reinforced by the 936-complaint file with 28 crash-flagged filings, 5 fire-flagged and 18 reported injuries.

The 2018 Compass carries the 2.4L Tigershark MultiAir2 and, unlike the 2019 car, it falls inside the certified class of the FCA oil-consumption settlement — the litigation boundary runs 2017–2018 for this nameplate, so this is the model year a court-supervised remedy actually attaches to. The alleged mechanism is the one the complaint file shows: oil consumed fast enough to drop pressure and shut the engine down, and MY2018 carries 394 stall/loss-of-power filings and 139 oil-related ones, with Engine the single largest component grouping at 184. A separate recall for a cracked oil pump housing that stalls the engine sits on top of that. Stellantis replaced the whole drivetrain for 2023.

This is physically the same cabin the 2019–2021 cars use, and the launch-window press was warmer about it than the criticism that settled in later — Edmunds credited high-quality materials and solid construction, and Autotrader called out upgraded soft-touch surfaces and a paucity of cheap-looking hard plastic against the outgoing car. The offsetting read is Consumer Reports on the same generation, faulting cheap plastics and sharp, unfinished edges. Mid-pack for a mainstream compact SUV rather than either the bargain or the class leader, and Jeep redesigning the interior wholesale for 2022 is the plainest verdict on it.

Reviewers found the assembled car solid enough, but 2018 is the year where factory assembly itself failed twice in ways that reached a federal recall — front lower control arms incorrectly welded and able to separate, and passenger airbag inflator mounting nuts left loose inside the module. Those are not wear items or software; they are build defects on safety hardware, and they mark this year down below 2019's electronics-driven deduction. The electronic-finish complaints are here too, with 86 infotainment failures and 105 battery filings in the model-year file.

Coverage is the strong half and it is not year-dependent — Jeep runs one of the densest franchise networks in the US at roughly 2,400 rooftops, so warranty and parts access is straightforward almost anywhere, including rural markets where import brands thin out. Service satisfaction is the ordinary half: Jeep sits mid-pack among mass-market brands in J.D. Power's customer-service measurement rather than near the top, and a model year generating this much warranty work leans hard on that network.

A record-volume model year on the widely shared Stellantis small-wide platform means abundant Mopar and aftermarket supply, and independent shops service it without dealer-only tooling. Measured repair spend backs that up — RepairPal puts annual cost essentially at the compact-SUV average with fewer unscheduled shop visits per year and no elevated probability of a severe repair — which remains the one place the Compass outperforms its reliability reputation, even in its worst model year. Note the tension: RepairPal measures cost per visit and visit frequency, not the catastrophic engine failures the complaint file is full of.

The trim most 2018 buyers took still shipped with the small Uconnect 3 head unit — 5.0 in is below the floor of the SUV band, and the 7-inch Uconnect 4 that became standard for 2019 was an extra-cost option this year.

Uconnect's logic and physical shortcut keys were among the better systems of the era and the optional 8.4-inch unit drew praise, but the volume trim's 5-inch screen is small, low-resolution and short on features, and the climate controls sit low and recessed where they are hard to reach and read.

No wireless projection of any kind, and for 2018 even wired CarPlay/Android Auto required stepping up from the standard Uconnect 3 — it arrives only with the optional 7-inch Uconnect 4 or 8.4-inch 4C, so the volume Latitude as built has no phone projection at all.

Command-word voice recognition only — no natural language — and built-in navigation is restricted to the top Uconnect 4C NAV system, so the trims people bought had neither a capable assistant nor onboard maps.

A six-speaker system is standard and unremarkable, but the available BeatsAudio setup — nine speakers with a subwoofer and an external amplifier — is a genuine upgrade and more than most compact SUVs offered at the price.

Analog gauges flanking a small monochrome trip display on the volume trim; the good 7-inch full-color configurable TFT is standard only on Trailhawk and Limited and optional elsewhere, so most 2018 Compasses have a dated cluster.

No over-the-air updating of any kind on a 2018 Compass — Uconnect software and map updates are downloaded to a USB stick and installed at the vehicle, or done at a dealer.

Thin for the era: the Uconnect app's remote start, lock/unlock and vehicle-locate functions require an equipped and enrolled vehicle with a paid subscription after the trial, and the Compass's practical remote-start path in 2018 is the key fob rather than the phone.

Dated by current standards and thin even for 2018: one front USB-A plus an auxiliary jack standard, additional USB and 12V outlets only in option groups, a 115V household outlet optional, and no wireless charging pad offered at any trim.

Keyless Enter 'n Go proximity entry with push-button start is standard from the Latitude up — a real convenience win over the Sport's traditional key — and remote start is available, but there is no hands-free or power liftgate on the volume trim and nothing resembling phone-as-key.

ParkView rear camera with dynamic gridlines is standard on every trim, but rear parking sensors are an option and there is no surround-view camera anywhere in the lineup — which matters more here than usual because the thick roof pillars badly restrict over-the-shoulder visibility.

No head-up display was offered on the 2018 Compass on any trim or in any option package.

The hard evidence is against it — IIHS rated the 2018 Compass's LATCH hardware Poor overall for buried, hard-to-reach anchors — and the 27.2 cu ft hold is small for a stroller plus a week's gear, though square door openings and a tall seating position make loading a child seat itself manageable.

Crashworthiness is good but the equipment and lighting are not: NHTSA gives 4 stars overall with only 3 for rollover, the IIHS Top Safety Pick applies only to cars fitted with the optional Full-Speed Forward Collision Warning Plus, and every halogen-headlight Compass — which is what a family trim is — was rated Poor for headlights.

38.3 in of rear legroom and a compliant ride carry a family for a few hours, but the second row has no climate controls, no standard USB power and a bench short on support, and packing four people's luggage into 27.2 cu ft is tight.

The good ride and light steering suit commuting, but the nine-speed automatic is slow to find a lower gear when you ask for a pass, the 180-hp 2.4L needs just under ten seconds to 60 mph, and thick pillars make lane changes a guessing game without the optional blind-spot monitor.

25 mpg combined on regular fuel is behind the compact-SUV benchmarks of the year — a 2018 CR-V returns 30 combined and a RAV4 25-30 — and the EPA's own annual fuel-cost estimate lands the Compass near the top of the class's running costs.

A 173-inch footprint and a 36.3 ft curb-to-curb circle make it genuinely easy to place in a city, and the rear camera is standard — but the poor over-the-shoulder sightlines and optional-only rear sensors take back some of that.

A 2,000 lb tow rating with the trailer-tow package and a 59.8 cu ft carpeted hold is a small-utility-trailer proposition at most; the 180-hp naturally aspirated four is already working hard unladen, and there is no bed, no payload headroom and no commercial configuration.

A unibody crossover with no fleet or commercial reputation to lean on, and the specific hardware has a mixed record — the 2.4L Tigershark and the ZF-derived nine-speed are the two components owners of this generation complain about most.

Only the basics: cargo tie-downs, available roof rails and a cross-rail accessory line, an available reversible cargo floor panel and an optional 115V outlet — but carpeted surfaces, no vinyl-floor option, no bed access and no upfitter ecosystem.

The compliant ride and firm front seats are the strong part, but a 13.5-gallon tank at 25 mpg combined means fuel stops around every 340 miles, adaptive cruise is an option rather than standard, and the wind and engine noise wear on you over a full day.

The clear high point of the Compass's case: real Jeep 4x4 hardware rather than a slip-and-grip AWD system, with Selec-Terrain drive modes standard on every 4x4, 7.8 in of ground clearance on a Latitude 4x4 and 8.5 in plus a 30.3-degree approach angle and a Rock mode on the Trail Rated Trailhawk.

The flexibility is there — 60/40 fold-flat rear seat, available fold-flat front passenger seat, roof rails, an adjustable cargo floor and a 2,000 lb hitch rating — but it is applied to one of the smaller cargo holds in the class, so bulky gear goes on the roof rather than inside.

The soft springing that earns the Compass its good ride costs it badly here — pronounced body roll and prominent understeer, with none of the tied-down feel the class benchmarks manage.

Inconsistent rather than merely numb: the electric rack is very light through the first part of its travel and then loads up abruptly, so it never gives a clear sense of what the front tires are doing.

Stopping power is adequate on all-season tires and the ABS is smooth, but the pedal is grabby on initial application and soft thereafter, and the soft suspension produces a lot of nose dive under hard braking.

The weakest part of driving a 2018 Compass — the nine-speed automatic is slow and reluctant to downshift at highway speed, and the 180-hp 2.4L has to be revved hard to compensate, producing an unhurried just-under-ten-second run to 60 mph.

Because the gearing and the modest torque force the engine to work, the coarse-sounding Tigershark four is heard often — it is loud and thrashy at the revs the car actually uses to merge or climb, rather than pleasant or distant.

A 36.3 ft circle on a 103.8-inch wheelbase is genuinely tight for a compact SUV and one of the Compass's better everyday attributes.

The high, commanding Jeep seating position and a leather-wrapped wheel with reach and rake adjustment are good, but the climate controls are mounted low and recessed where they are hard to reach and read, and the thick pillars carve up the sightlines.

Nothing about the way it drives invites a detour — soft body control, disconnected steering and a slow, reluctant powertrain. What character the Compass has is in its Jeep styling and its off-pavement hardware, not in the driving.

The 2018 Sport is a genuinely sparse base car — 16-inch steel wheels, air conditioning, a 5.0-inch Uconnect screen with no Apple CarPlay or Android Auto, six speakers, a manual gearbox and front-wheel drive — and the driver aids that were becoming standard elsewhere are cost options bundled into $895 packages. Blind-spot monitoring is not even orderable on the Sport, and automatic emergency braking lives in the separate $895 Advanced Safety and Lighting Group, which is thin against 2018 rivals where Toyota made its full safety suite standard fleet-wide.

Content-for-price is where reviewers were hardest on this car: a Latitude 4x4 lands near $27,000 delivered and a loaded Limited or Trailhawk clears $32,000, which is CR-V and RAV4 money for a smaller, slower, less refined vehicle with a weaker interior and cargo bay. Trail Rated capability on the Trailhawk is real and genuinely unmatched at the price, but for the vast majority of buyers who never leave pavement it is content they are paying for and not using.

Five trims — Sport, Latitude, Altitude, Limited and Trailhawk — spanning roughly $21,000 to $33,000, with front- or four-wheel drive on all but the 4x4-only Trailhawk and a choice of six-speed manual, six-speed automatic or nine-speed automatic depending on driveline, gives buyers real spread from a stripped commuter to a Trail Rated off-roader. The gap is that every configuration uses the same 180-hp 2.4-liter Tigershark, so there is no way to buy more power.

Calendar 2018 was the Compass's best US year ever at 171,167 units — more than double the 83,253 of 2017 as the second generation reached full availability — making it a fast riser within a Jeep brand that itself hit a record 973,227 sales. It still sat well behind the compact-SUV leaders (RAV4, CR-V, Rogue all north of 375,000), so this is strong acceptance rather than class leadership.

Jeep in 2018 was at a genuine high — record brand volume and one of the strongest off-road halos in the industry — and the second-generation Compass's mini-Grand-Cherokee styling and available Trail Rated badge let it trade on that far more convincingly than the first-generation car ever could. The counterweight is that FCA's quality and dealer-satisfaction reputation was weak in the same period, and the Compass is the nameplate most exposed to the charge of selling the badge rather than the substance.

FCA ran among the industry's heaviest incentive programs in 2018 and the Compass was routinely available below sticker through stacked cash rebates, subvented lease programs and dealer discounting — good news for the buyer even though it signals soft transaction pricing. Real advertised deals show meaningful money off before negotiation.

2018 is the second model year of the MP/552 second generation, which debuted in Brazil in September 2016 and at the LA show that November and only reached full US availability partway through 2017 — so a 2018 buyer is getting a nearly new platform with a current interior and Uconnect generation and no redesign risk on the horizon. The mild caveat is that 2018 itself is a pure carry-over year with no notable changes beyond the Altitude appearance edition.

Professional reception was poor and consistent about why: Consumer Reports made the redesigned Compass the lowest-rated model in the small SUV class, U.S. News placed it #14 among affordable compact SUVs, and The Car Connection gave it 6.3/10, all pointing at a coarse and slow powertrain, unremarkable interior quality and a small cargo bay. It won no significant awards and was not a comparison-test pick; owner sentiment on KBB is far warmer than the press, but the item measures reviewer verdicts.