2023 Jeep Compass

2023 is the change year: the 177-hp 2.4L Tigershark and its 9-speed were dropped entirely and replaced by a single 200-hp 2.0L turbo across Sport, Latitude, Latitude LUX, Limited and Trailhawk. A real 23-hp gain, but 200 hp is still low-mid for a compact SUV and sits near the bottom of the 150–550 hp SUV band.

The turbo's broad 1,750–4,250 rpm torque plateau is up 49 lb-ft on the outgoing 2.4L and is the more meaningful half of the 2023 powertrain change, placing the Compass better against segment than its horsepower does.

The published instrumented figures scatter widely for one unchanged powertrain, so the value sits with the two more conservative results rather than the quickest; roughly a second faster than the 2022 Tigershark car but still mid-pack at best for a compact SUV. The 2.0T/8F30 combination is identical for 2024–2025, so the figure is shared across those years.

The 2.0T is a genuine step up in flexibility over the 2.4L it replaced, but launch-year reviews are consistent that delivery is laggy-then-abrupt and the engine is coarse and loud under load. Mid-band for the segment, and a touch below where the same powertrain settles in later model years once reviewers stopped grading it against the old engine.

Replacing the widely criticized 9-speed with the 8F30 is the quieter half of the 2023 powertrain overhaul and shifts are smooth in normal driving, but the economy-biased calibration is slow to kick down and hunts when pushed.

Typical for a unibody compact crossover and unchanged by the new engine, but 2,000 lbs sits near the bottom of an SUV band that runs to 8,000 lbs.

2023 is the year four-wheel drive became standard on every US Compass rather than an option, paired with selectable terrain modes and the low-range-effect Active Drive Low on Trailhawk. Only the absence of a true two-speed transfer case keeps it out of the top band.

The Trail Rated Trailhawk is the most genuinely capable thing in the compact-crossover class — extra clearance, a 30.4° approach angle and a low crawl ratio — but it is still a unibody crossover with no locking differential or two-speed transfer case, and for 2023 it was riding on all-season rubber. Upper half of the capable-light-duty band, a notch below the 2024 car.

2023 narrowed the lineup rather than widening it: one engine, one transmission, one drivetrain, with the front-drive option deleted and no hybrid, PHEV, EV or upgrade engine anywhere in the US range. Take-it-or-leave-it, squarely in the low band.

27 MPG combined applies to every 2023 US trim, since all five share one powertrain and the front-drive variants were deleted for this model year. A strong figure for a standard-4WD compact SUV, and up on the 2.4L car it replaced despite the added power.

Turbocharging plus standard stop-start keeps city economy respectable for an all-wheel-drive-only crossover, though hybrid rivals and rivals still offering front-drive beat it.

Highway economy is the Compass's best efficiency number — the new-for-2023 8F30's tall top gears and the turbo four's 1,750-rpm torque peak suit a steady cruise.

Decent economy is undercut by a small 13.5-gallon tank, so total range lands near the bottom of the 280–600 mi SUV band — the Compass needs filling more often than larger, thirstier rivals.

Running costs sit modestly better than the middle of the SUV band, helped by 27 MPG combined and by requiring only regular-grade fuel.

87 octane regular on a direct-injection turbo engine, with no premium requirement or even a recommendation and nothing to plug in — the cheapest and simplest fuel situation available.

NHTSA did not run a frontal barrier test on the 2023 Compass, so its own listing shows no overall score — only 5 stars side (barrier and pole, front and rear rows) and 3 stars rollover at 20.6% probability with no tip. The surrounding years of this same second-generation car were all tested and all landed 4 stars overall, which is the figure that carries.

The 2023 Compass does carry a Top Safety Pick award — with specific headlights — on the strength of Good results in all six legacy crashworthiness tests: both small overlap fronts, the original moderate overlap, roof strength and head restraints. What keeps it out of the top band is that the two tests IIHS added afterward both go badly: the updated moderate overlap front, which grades rear-passenger protection, comes back Poor, and the updated side test is Marginal. Those later results are why the otherwise identical 2024 car no longer holds the award.

The base Sport ships the full Advanced Safety Suite: Forward Collision Warning with active braking and pedestrian/cyclist detection, Active Lane Management (departure warning plus corrective steering), and Blind Spot Monitoring with Rear Cross Path detection. Standard blind-spot coverage on the cheapest trim beats most compact-SUV rivals of this model year, which package it. Adaptive cruise is the gap — it is not standard and never reaches the Sport.

The system earns Superior in the original vehicle-to-vehicle front crash prevention test and Advanced for daytime pedestrian detection, which is what qualified the car for its award. Against the tougher 2.0 vehicle-to-vehicle protocol it drops to Marginal, and IIHS never ran the nighttime pedestrian test on it — so the strong results are all against the easier, older standard.

Blind Spot Monitoring with Rear Cross Path detection is standard on every 2023 trim including the Sport — genuinely better coverage than compact-SUV rivals that gate it behind a trim walk. It is alert-only though: no steering or braking intervention, no safe-exit warning, and the 360-degree camera that would supplement it is package content.

Active Lane Management is standard on every trim and reviewers describe its corrective steering as gentle rather than intrusive, so the volume buyer gets a competent warn-and-nudge system. Sustained lane centering only arrives bundled into Active Driving Assist / Highway Assist on ACC-equipped upper trims, so it is nudge-only where most Compasses actually sell.

Full-speed-range Adaptive Cruise Control with Stop & Go is standard on Limited and Trailhawk and pairs with lane centering as Highway Assist, which reviewers rate as working well on the interstate. But none of it is standard: the Sport gets conventional cruise only and ACC starts at Latitude Lux. Capable hardware behind a trim walk lands this mid-band.

No hands-free highway driving is offered on any 2023 Compass trim. Highway Assist / Active Driving Assist is a hands-on Level 2 system — it centers the car and monitors driver attentiveness but requires hands on the wheel — and Stellantis shipped no BlueCruise or Super Cruise equivalent on this platform for the model year.

Good-rated headlights exist but you have to buy up to them: the LED projector units in the Premium Lighting Group and Elite packages rate Good, the standard LED reflectors on most trims rate only Acceptable, and the Sport's lamps rate Marginal. That trim split is precisely why the Top Safety Pick award is qualified 'with specific headlights.'

Thick rear roof pillars and a small backlight leave real over-the-shoulder blind zones that owners and reviewers consistently flag — the standard blind-spot monitor is explicitly the compensation. Forward sightlines are fine and the 360-degree camera helps at parking speeds, but it is optional package content rather than standard.

The two sources split: IIHS rates the LATCH hardware Marginal for ease of use, but Cars.com's hands-on 2023 Car Seat Check found the lower anchors sit just within the seat bight with drama-free connection and called the back seat plenty roomy for two seats. Boosters are the real weakness — very short seat belt buckles that kids struggle with independently, made worse by heavy bolstering that pushes the booster against the buckle — and three across will not fit.

Two-row, five-passenger only across all eight 2023 trims — Sport, Latitude, Altitude, Latitude LUX, Limited, High Altitude, (RED) Edition and Trailhawk. No third-row or seven-seat configuration is offered in the US.

The upright roofline gives generous front headroom for a compact SUV, and the volume Latitude has no sunroof fitted as standard so it gets the full figure.

41.2 in is short of the 41.5–42.5 in most compact-SUV rivals publish, placing front legroom in the bottom third of the SUV band despite 8.7 in of seat travel.

Second-row headroom measures well on paper for a 173-inch-long crossover, though the tapering roofline and high seat base make the back seat feel tighter than the number suggests.

Rear legroom is a genuine strength — good for a vehicle up to a foot shorter than some rivals, and the dimension reviewers most often call out as better than expected.

The Compass is a two-row, five-seat SUV — no third row is available on any 2023 trim or in any package.

27.2 cu ft is workable against direct compact-SUV rivals but sits near the bottom of an SUV normalization band that spans two-row compacts through three-row full-size SUVs — and reviewers single cargo space out as the Compass's clearest packaging weakness.

59.8 cu ft maximum trails most compact-SUV rivals, several of which clear 65–75 cu ft with the rear seats down.

The cargo area is genuinely thoughtful — a height-adjustable load floor, an underfloor tray, reversible carpet/rubber mats and a front passenger seat that folds down for long items — but the cabin itself is the weak point, with a small console and narrow door pockets, and there is no household AC outlet anywhere in the range.

Reviewers describe the cushions as flat and soft rather than supportive — Edmunds lists uncomfortable seats among the car's main faults — and on the volume Latitude the power driver's seat and any heating are Convenience Group content while the front passenger seat stays manual at every price.

On the volume Latitude's 17-inch Firestones the ride draws real praise for a Jeep — decent over broken urban pavement and better than expected — but there is an underlying firmness, plenty of body roll, and the 18- and 19-inch wheels on upper trims make it worse.

A clear weakness: the new-for-2023 turbo four is essentially always audible and is rough and noisy on cold start, and tire noise is present at speed — Jeep's added hydraulic engine mounts reduced the problem rather than solving it.

Comfort content on the volume Latitude is all package money — heated front seats, a heated steering wheel, dual-zone automatic climate and remote start arrive together only in the $2,575 Convenience Group — and unlike several rivals the 2023 Compass offers neither ventilated front seats nor heated rear seats at any price.

The 2023 Sport lists at $28,400 plus Jeep's $1,595 destination charge, and unlike almost every compact-SUV rival at that price it includes four-wheel drive and the 200-hp turbo as standard rather than as a $1,400–$1,600 option.

The Latitude — very often with the Altitude appearance package — was the most-stocked and most-sold 2023 configuration, sitting at $32,890 plus $1,595 destination. It is a real step above the Sport in price because 2023 kept full MSRPs; the across-the-board cut that made the Sport the volume trim did not arrive until February 2024.

CarEdge projects $3,351 in scheduled maintenance and wear items over the first five years, and RepairPal puts average unscheduled repair at $526/yr, or about $2,630 across the same span — roughly $6,000 combined, meaningfully above the compact-SUV norm.

Published residual estimates bracket the Compass at 56–57% retention, but actual transaction data for these cars is running below that: KBB values a three-year-old 2023 Sport at $18,250 against its $29,995 sticker (61% at year three), a curve that lands near 53% by year five once the steeper mid-life drop is included.

Jeep's 3-year/36,000-mile basic coverage is the industry floor and the bottom of the SUV normalization band, two years short of the 5-year/60,000-mile terms Hyundai, Kia and Mitsubishi offered on 2023 compact SUVs.

Five years/60,000 miles is the floor of the SUV band and half of Hyundai's and Kia's 10-year/100,000-mile powertrain coverage — a real exposure on a 2023 car whose 2.0L turbo and 8-speed automatic were both brand new to the Compass that year.

MY2023 caught Jeep Wave at its most generous: buyers who took delivery before 17 July 2023 — which is most of the model year's run — got a 36-month membership covering the first three oil changes and three tire rotations, plus 24/7 roadside assistance for the full 5-year/60,000-mile powertrain term, up to $1,000 per occurrence of trip interruption and a no-charge same-day loaner during routine service. That beats the two-changes-in-24-months version Jeep moved to mid-year, and beats ToyotaCare's 2-year/25,000-mile term on duration, though a scheduled-service plan of three visits is still thinner than Hyundai's 3-year/36,000-mile complimentary maintenance.

$34,485 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $18,277) leaves about $16,208 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,208 in total.

Three independent sources converge on average — not the nameplate's historically poor showing, but not top-tier either. Held a notch below the following model year because 2023 is the first year of an all-new engine and transmission pairing in this car, and it carries two recall campaigns where 2024 has none.

Jeep is a bottom-third brand on the multi-year dependability picture and was second-to-last in the brand report card current to this model year — a one-place improvement on the prior year's last place, which is the difference between bad and marginally less bad. The era-contemporary initial-quality study is the one genuine bright spot and is worth two points over the following year's read.

Two federal campaigns for the model year, both software remedies for display electronics rather than powertrain, fire or braking defects, and a complaint volume roughly a fifth of the 2022 car's at a comparable point in service. Kept out of the top band because the generation as a whole accumulated substantial recall activity and Stellantis TSB volume runs above Japanese and Korean rivals.

2023 replaces both halves of the powertrain at once, and the direction is right but the field history is nil: the 2.4L Tigershark that drew a federal stall investigation and the ZF-derived nine-speed both leave, and the incoming 2.0L GME-T4 has five years of Stellantis service with a mixed record while the Hyundai Transys 8F30 eight-speed makes its debut in this very car. Scored just below the following year on the first-year-in-application penalty alone.

The cabin is the 2022 refresh carried over unchanged, and reviewers agree it made the Compass genuinely competitive on design and primary touchpoints while still falling short on the materials themselves — hard, thin plastics low on the dash, console and door panels, and unfinished edges. Competitive for a mainstream compact SUV, nowhere near class-leading.

Assembly is generally sound and body/rattle complaints are not a theme in the federal record, and the initial-quality study contemporary to this model year has Jeep improving and finishing better than the industry average — a 2023-specific positive. Trim panels that flex under hand pressure and the brand's poor standing on longer-horizon quality keep it in the middle band.

Coverage is the strong half — Jeep runs one of the densest franchise networks in the country, so warranty and parts work are reachable almost anywhere in the US. Service satisfaction is the weak half: Jeep does not appear among the leaders in J.D. Power's mass-market customer service rankings, and the brand's owner-satisfaction standing is poor.

A high-volume nameplate on a widely shared Stellantis small-wide platform means abundant Mopar and aftermarket parts and no dealer-only bottleneck, and measured repair costs come in below the compact-SUV norm. The one caution is that the 2023 powertrain is new to the car, so specific engine and transmission parts had a thinner supply history early in the model's life than the chassis and body did.

The 10.1-inch Uconnect 5 screen is the only screen offered for 2023 — there is no smaller base unit anywhere in the eight-trim lineup, which is better standard content than most compact SUVs at this price even though the diagonal itself is mid-band.

Uconnect 5 — carried over from the 2022 interior overhaul — is one of the better mainstream systems, quick and clear with physical audio and climate controls retained below the screen; the marks against it are a learning curve and where Jeep put the surrounding hardware buttons rather than the software itself.

Wireless Apple CarPlay and Android Auto are standard on every 2023 trim including the base Sport — a genuinely class-leading position for the model year, since several rivals still charged for wireless projection or reserved it for upper trims.

Uconnect 5 handles media, climate and destination commands competently and Alexa Built-In is offered, but both the assistant and native GPS navigation ride inside the Uconnect 5 NAV upgrade — the volume Latitude as commonly built has no navigation at all.

A six-speaker system is the standard fitment and is adequate rather than good; the nine-speaker Alpine setup with subwoofer is a real step up and is offered above Sport, but only bundled with the panoramic sunroof in the Sun and Sound Group, which pushes it into a $2,580 option.

A 7-inch colour driver information display flanked by analog dials is the standard fitment on every trim; the crisp 10.25-inch frameless full-digital TFT cluster is real and one of the largest in the class, but for 2023 it sits in the top Elite/High Altitude package content rather than being reachable on the volume Latitude.

Uconnect 5 receives over-the-air radio software and map updates through the connected-services subscription, but this is infotainment-scope updating only — no powertrain, chassis or ADAS software arrives over the air, and no OTA update has added a vehicle feature. Both of the model year's federal recalls were display-electronics software remedies handled as service actions rather than pushed over the air.

The Jeep/Uconnect app covers remote lock-unlock, vehicle locate, vehicle health and SOS, but remote start is Convenience Group hardware on the volume Latitude rather than standard, the useful service tiers are subscription-gated after the trial, and there is no phone-as-key on any 2023 trim.

Front-row USB-A and USB-C are standard, but the volume Latitude's second row gets USB-A charge-only unless you buy the Convenience Group, wireless charging is buried in a separate $2,375 Driver Assistance package, and power provision stops at two 12-volt outlets with no household AC anywhere in the range.

Push-button start arrives at Latitude and passive entry with it, but remote start and the foot-activated power liftgate are both Convenience Group content on that volume trim, the liftgate's close button is oddly placed inside the tailgate aperture, and no 2023 Compass offers phone-as-key.

A rear camera is standard on every trim and Jeep offers the full complement above it — a 360-degree surround-view camera, front and rear sensors and automated parallel/perpendicular park assist — but all of the good stuff arrives together in a $2,375 package rather than on the volume trim.

No head-up display is offered on any 2023 Compass trim or in any package.

38.3 in of rear legroom and a usefully square 27.2 cu ft hold make daily kid duty workable, and a hands-on car-seat check found the lower anchors easy to reach with room for two seats, but IIHS still rates the LATCH hardware only Marginal for ease of use and the rear bench is very short on booster-friendly belt geometry.

2023 is the Compass's best safety year of the generation for a family buyer: it holds an IIHS Top Safety Pick on the strength of Good results in all six legacy crashworthiness tests, and the base Sport already ships AEB with pedestrian/cyclist detection, blind-spot monitoring, lane management and a rear-seat reminder. The catches are that the award required the Good-rated headlights only fitted from Latitude Lux up, and that adaptive cruise is not standard on the trims families actually buy.

Second-row space is fine for adults and 27.2 cu ft swallows a family's bags, but the constant engine noise, flat front seats, USB-A-only power in row two on the volume trim and the total absence of rear climate controls, rear seat heating or any entertainment provision blunt long-haul comfort with the car full.

The compact footprint, light controls and much-improved 200-hp turbo make everyday traffic easier than in the 2.4L car it replaced, but the 8F30's economy-biased calibration blunts response, the driveline shudders on throttle pickup after coasting, and the brakes are grabby at parking speeds.

27 MPG combined on regular fuel is a real 2023 improvement and good for a standard-4x4 crossover, but it is unremarkable against compact-SUV rivals fielding 38–40 MPG hybrids, and there was no electrified Compass in the US for 2023.

At 173.4 in the Compass is up to a foot shorter than some rivals and turns in a tight 36.3 ft, and a rear camera is standard on every trim — but a very thick A-pillar and small rear glass leave real blind zones, and park sensors and the 360-degree camera are a $2,375 option on the volume Latitude.

A 2,000-lb maximum tow rating, 200 hp and 59.8 cu ft of maximum cargo make the Compass a light-duty hauler at best — enough for a small utility trailer or a pair of dirt bikes, nothing that counts as a work tool.

2023 replaces both halves of the powertrain at once, so there is no field history behind the 2.0L turbo and 8F30 in this car, and Jeep sits near the bottom of the brand dependability tables. Nothing here is built for abuse: there is no fleet-oriented variant, no wear-focused interior option, and the cabin materials are built to a price.

Cargo tie-downs, a height-adjustable load floor, an underfloor tray, reversible rubber/carpet mats and roof rails on Latitude and above cover light gear duty, but there is no household AC outlet, no bed, and the Mopar upfit ecosystem stops at racks, hitches, liners and crossbars.

A 13.5-gallon tank yields only about 364 miles of combined range — well short of the class — and the flat seats plus constant powertrain noise work against seat endurance, though the ride is genuinely decent on the volume trim's 17s and 32 MPG highway keeps fuel stops cheap. Adaptive cruise with Stop & Go and Highway Assist lane centering both exist but are package content above the Latitude.

This is the Compass's strongest use case, and 2023 is the year it became the whole lineup's: Jeep Active Drive 4x4 and Selec-Terrain became standard on every trim, with 8.1 in of clearance, and the Trail Rated Trailhawk adds Active Drive Low's 20:1 crawl ratio, a one-inch lift, skid plates, hill-descent control and 19 in of fording. It sits a notch below the following year only because the 2023 Trailhawk rides on Falken WildPeak H/T on/off-road tires rather than proper all-terrains.

The flexibility is better than the volume suggests — a 60/40 bench, a fold-down front passenger seat for long items, a two-position load floor over an underfloor tray, roof rails and an available 2,000-lb hitch — but 59.8 cu ft maximum and a 38.1-in span between the wheelhouses are the limits against compact rivals clearing 70 cu ft.

Secure, predictable and more agile than the tall body suggests, but the comfort-biased MacPherson/Chapman strut setup gives up plenty of body roll and reviewers agree the Compass rarely feels settled through a corner — well short of a CX-50 or Bronco Sport.

The electric rack is quick at 2.68 turns lock-to-lock and nicely weighted for a mainstream crossover — reviewers call it light and precise — but there is slack around center and no real feedback; adequate rather than engaging.

Vented 12-inch front and solid rear discs with an electric park brake are competent hardware for a 3,620-lb crossover, but the pedal is grabby at low speed and the instrumented 60-0 stop came in longer than expected for a car not wearing off-road tires.

The 2.0T/8F30 pairing that arrived for 2023 is a large step up in flexibility over the 2.4L and nine-speed, but launch-year reviews are consistent that delivery is laggy-then-abrupt, the driveline shudders on throttle pickup after coasting, and the standard stop-start fires the engine roughly.

The turbo four is raspy and essentially always audible, droning above 2,500 rpm and rough on cold start; new hydraulic engine mounts for 2023 addressed vibration more successfully than noise, so it is the sound rather than the shake that marks the Compass down.

A tight turning diameter for the class and one of the Compass's real everyday assets, helped by the short 173.4-in body; the Trail Rated Trailhawk is tighter still at 35.3 ft.

An upright, commanding seating position with generous front headroom and retained physical audio and climate controls below the screen, undercut by a very thick A-pillar that blocks the over-the-shoulder view, seat heater controls buried behind a near-invisible touchscreen button, and a power driver's seat that is package content on the volume Latitude.

Off-pavement capability is where the Compass's character lives; on road it is a soft, noisy, roll-prone appliance that reviewers explicitly describe as delivering an ordinary driving experience, and no 2023 review recommends it for driving pleasure.

2023 is the year the base Sport got genuinely well equipped: four-wheel drive became standard across the entire US lineup (a $1,400–$1,600 option on most rivals), the 200-hp 2.0L turbo replaced the 177-hp 2.4L, and every trim carries the 10.1-inch Uconnect 5 touchscreen with wireless Apple CarPlay/Android Auto plus a full active-safety suite — forward collision warning with pedestrian and cyclist detection, automatic emergency braking, Active Lane Management, blind-spot monitoring and rear cross path detection. It falls short of the top band because heated seats, a heated wheel, remote start and adaptive cruise all still required buying up a trim.

2023 is the Compass's weakest value year of the generation: it carried full MSRPs — $29,995 for the Sport and $34,485 for the volume Latitude, with the range reaching $40,835 — a year before Jeep cut roughly $2,500 off every trim. For that money the buyer gets standard 4x4 and 200 hp but only 27 MPG combined from a single turbo four with no hybrid option, cargo room behind the class and a cabin reviewers found noisy. Edmunds' 2023 verdict names value outright as a weakness.

The 2023 lineup is the widest of the generation — eight trims (Sport, Latitude, Latitude Lux, Altitude, Limited, High Altitude, Trailhawk and the (RED) Edition) spanning about $11,000, with the Trail Rated Trailhawk a real hardware step rather than an appearance package. Jeep would delete Altitude, High Altitude and (RED) for 2024. What holds it out of the top band is that all of that breadth is trim and appearance: 2023 narrowed the mechanical choices to one engine, one transmission and one drivetrain, deleting the front-drive option and offering no hybrid or PHEV in the US.

Calendar 2023 was the second straight year of double-digit growth — 96,173 US units, up 11.6% on 2022 — a solid six-figure result achieved while the Jeep brand overall was shrinking. It is mid-pack rather than strong in absolute terms: RAV4 and CR-V each moved four times the volume, and the Compass remained well below its own 171,167-unit 2018 peak.

Jeep carries one of the strongest off-road halos in the industry, and 2023 is the year the Compass could trade on it most credibly — standard 4x4 on every trim plus a Trail Rated Trailhawk. But the Compass sits at the soft end of the badge, and Stellantis' slide in quality and satisfaction rankings was already underway in 2023, thinning the premium the name commands in this segment.

Modest but real: Jeep ran $750–$1,000 bonus cash on select 2023 Compass models through most of the year, stacked $500 First Responder and military allowances, and offered subvented APR or a cash allowance with no payments for 90 days. It is a clear step below the 2024 car's position, where a roughly $2,500 across-the-board MSRP cut sat underneath a similar incentive stack — 2023 buyers were negotiating against full sticker.

2023 is the seventh model year of the MP/552 generation launched for 2017, so the platform is old — but unlike the carry-over years around it this is a genuine change year, completing the two-stage makeover that began with the 2022 interior and Uconnect 5 overhaul: the 2.4L Tigershark and its six- and nine-speed automatics were replaced by a 200-hp 2.0L turbo with an eight-speed, and four-wheel drive became standard. Buyers got the freshest version of the car this generation would offer, with no imminent US replacement.

The 2023 Compass has one legitimate award — IIHS Top Safety Pick, earned with the Good-rated LED projector headlights available on Latitude Lux, Limited, Trailhawk and High Altitude — which the 2024 car lost. Professional reviews are otherwise lower-half: Edmunds praises the new engine, standard AWD and interior space but faults distracting controls, uncomfortable seats, a noisy and twitchy ride and poor value, and the Compass holds no NACTOY, Car and Driver 10Best or MotorTrend SUV of the Year recognition. Owner sentiment runs far warmer than the critics'.