2025 Jeep Compass

The 2025 Compass offers a single engine across the entire US lineup; 200 hp is mid-pack for a compact SUV and well short of segment leaders.

Turbocharging gives the Compass a healthy low-end torque figure for a compact crossover, better relative to segment than its horsepower.

Two independent instrumented tests bracket 8.1–8.3 sec; adequate for the class but nowhere near the quick end of the compact-SUV field.

The 2.0L turbo replaced the old 2.4L in 2023 and is a real improvement in flexibility, but reviewers consistently describe it as noisy under acceleration with turbo lag off the line and an intrusive stop-start restart. Mid-band performance for the segment.

The 8-speed torque-converter automatic is a large step up from the outgoing 9-speed and 6-speed units and shifts smoothly, but its economy-biased calibration blunts response and requires deliberate throttle to kick down.

A 2,000-lb rating is typical for a unibody compact crossover but sits near the bottom of the SUV normalization band, which spans up to 8,000 lbs.

Four-wheel drive is standard on every 2025 US Compass — not an option on any trim — and comes with selectable terrain modes plus a low-range-effect Active Drive Low system on Trailhawk. Only the absence of a genuine two-speed transfer case keeps it out of the top band.

The Trailhawk is the most genuinely capable vehicle in the compact-crossover class — Trail Rated badge, extra clearance, underbody protection and a low crawl ratio — but it remains a unibody crossover with no locking differential or two-speed transfer case, so it sits in the upper half of the capable-light-duty band rather than with true off-road trims.

One engine, one transmission, one drivetrain — no hybrid, PHEV or EV option and no upgrade engine anywhere in the US range. That is the definition of the take-it-or-leave-it low band.

27 MPG combined is a strong figure for a standard-4WD compact SUV and is the same rating across all four trims, since every 2025 US Compass shares one powertrain.

Turbocharging plus standard engine stop-start keeps city economy respectable for an all-wheel-drive crossover, though non-hybrid rivals with FWD options beat it.

Highway economy is the Compass's best efficiency number — the eight-speed's tall top gears and the turbo four's low-rpm torque work well at cruise.

Good fuel economy is undercut by a small 13.5-gallon tank, so total range lands near the bottom of the SUV band despite the Compass being efficient — it 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.

Regular 87 octane on a turbocharged engine, with no premium requirement or recommendation and no charging infrastructure to arrange — the cheapest and simplest fuel situation available.

NHTSA rated the 2025 Compass SUV AWD 4 stars overall — 4 stars frontal (driver and passenger), 5 stars side (barrier and pole), and 3 stars rollover with a 20.4% rollover probability.

No IIHS award for 2025: the Compass rates Poor in the updated moderate overlap front test (rear-passenger protection) and Marginal in the updated side test, offsetting Good results in both small overlap front tests. Poor/Marginal in two of the three core crashworthiness tests is bottom-band territory.

Every 2025 trim from the base Sport up includes Forward Collision Warning with Active Braking and pedestrian detection, Active Lane Management (lane departure warning with assist), Blind Spot Monitoring with Rear Cross Path detection, drowsy-driver detection and a rear camera — a broader standard set than most compact SUVs at this price. Adaptive cruise is the one gap: it is not standard, arriving only on Latitude and above or via package.

IIHS rates the Compass only Marginal in the updated vehicle-to-vehicle front crash prevention test — one step above the bottom — and it has not been evaluated for nighttime pedestrian detection. The Advanced daytime pedestrian result is the lone bright spot and is not enough to lift a Marginal vehicle-to-vehicle score.

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

Active Lane Management (lane departure warning with corrective steering) is standard, and true lane centering arrives only as part of the Highway Assist bundle on ACC-equipped trims. Reviewers describe the corrections as functional but nudge-like rather than confident centering, so the volume trim gets warning-and-nudge rather than sustained centering.

Full-speed-range Adaptive Cruise Control with Stop & Go exists and pairs with Highway Assist for combined lane centering, but neither is standard — the base Sport has conventional cruise only and ACC starts at Latitude or via package. Capable hardware behind a paywall on the cheapest trims lands this mid-band.

No hands-free highway driving system is offered on the 2025 Compass at any trim. Stellantis had not deployed a hands-free system on this platform for this model year; Highway Assist is hands-on lane centering only.

IIHS rates the volume trims' standard LED reflector headlamps Acceptable, with Good reserved for the premium LED projector variant bundled into upper packages, and the base Sport's lamps rate Marginal. Good is available but not on the trim most buyers take.

The Compass's small backlight and thick rear roof pillars create real over-the-shoulder blind zones that reviewers repeatedly flag, and the standard blind-spot monitor is explicitly the compensation for them. Forward sightlines are fine and a 360-degree camera helps at parking speeds, but it is optional rather than standard.

IIHS rates the Compass's LATCH hardware Marginal for ease of use — the lower anchors sit too deep in the seat bight and are awkward to work around. Two full LATCH sets plus three clearly marked top tethers cover the basics, but the rear row is tight for a rear-facing seat behind a tall front occupant and will not take three seats across.

Two-row, five-passenger only across Sport, Latitude, Limited and Trailhawk — no seven-seat configuration is offered in the US.

Generous front headroom for a compact SUV thanks to the upright roofline; the dual-pane panoramic sunroof costs 0.6 in.

Front legroom is mid-pack-to-short for the compact SUV class; the manufacturer figure of 41.2 in is below the 41.5–42.5 in most rivals publish.

Second-row headroom measures well on paper, though reviewers note the sloping roof and high seat base make it feel tighter than the number suggests.

Rear legroom is a genuine strength — competitive with larger compact SUVs and repeatedly called out by reviewers.

The Compass is a two-row, five-seat SUV with no third row available on any 2025 trim.

27.2 cu ft is respectable against direct compact-SUV rivals but sits near the bottom of the SUV normalization band, which spans two-row compacts through three-row full-size SUVs.

Maximum cargo volume of 59.8 cu ft with the 60/40 bench folded trails most compact SUV rivals, several of which clear 65–75 cu ft.

Small-item storage is a recurring criticism: a small center console and narrow door pockets that will only take small bottles, with no underfloor cargo trick, household outlet or fold-flat front passenger seat.

Front cushions are soft but under-supportive and the head restraints tilt too far forward; a power driver's seat only arrives at Limited, and no trim offers ventilated seats.

Reviews split between 'tuned for comfort' and outright bouncy — Consumer Reports calls the ride overly firm with the body bounding over bumps, and the 19-inch High Altitude wheels make it worse.

One of the Compass's clearest weaknesses: constant engine noise plus significant wind and road noise at highway speed, and a climate fan reviewers call very loud.

2025 pushed heated front seats, a heated steering wheel and remote start down to Latitude as standard, which covers the volume trim well; dual-zone automatic climate waits for Limited, and no trim offers ventilated seats or rear climate controls.

For 2025 Jeep repositioned the whole Compass lineup downward — Latitude fell $1,970, Limited and Trailhawk $1,500 each — leaving the Sport at $27,495 with four-wheel drive standard, one of the cheapest ways into an AWD compact SUV.

The Sport is the best-selling 2025 trim at roughly 35% of sales with the Latitude next at about 27%, so the volume configuration is a Sport with a popular equipment group, landing just under the $29,765 Latitude.

CarEdge projects about $670/yr in scheduled maintenance over the first five years (~$3,350) and RepairPal adds roughly $526/yr in unscheduled repair, which together put the Compass meaningfully above the compact-SUV norm rather than at it.

Two independent residual estimates bracket the Compass at 54–56% retention, below the compact-SUV category average, and the 2025 car's late-second-generation status adds downward pressure once the redesigned Compass eventually reaches the US.

Jeep's standard 3-year/36,000-mile basic coverage is the industry floor and sits two years behind the 5/60,000 that Hyundai, Kia and Mitsubishi offer in the same segment.

Five years/60,000 miles of powertrain coverage is the bottom of the SUV normalization band and half the 10-year/100,000-mile coverage Hyundai, Kia and Mitsubishi provide — a real gap for a model with a below-average reliability record.

Every 2025 Compass is automatically enrolled in Jeep Wave, which covers two oil changes and two tire rotations in the first 24 months plus 24/7 roadside assistance for the 5-yr/60,000-mile powertrain term, $1,000-per-incident trip interruption and a $40/day service loaner — meaningful perks, but a thinner maintenance allowance than ToyotaCare's full 2-yr/25,000-mile schedule or Hyundai's 3-yr/36,000-mile complimentary maintenance. 2025 is the last model year that qualifies: from MY2026 Jeep replaced Wave with the paid FlexCare protection program.

$29,000 volume-trim price minus its estimated resale value after 5 years (54% retained, or about $15,660) leaves about $13,340 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,840 in total.

Model-specific predictions for the 2025 Compass land at or slightly above average across three independent sources, a real improvement over the nameplate's historically poor showing — but none rate it top-tier, and the brand's dependability record keeps a lid on the outlook.

Jeep sits in the bottom tier of both major brand dependability studies and has done so for several consecutive years, finishing well adrift of the industry average rather than merely below it.

The 2025 model year itself has a clean sheet — zero NHTSA recall campaigns and a low complaint count — and the late second-generation years have been markedly quieter than the generation's early and mid-life years. Held short of the top band because the generation as a whole accumulated substantial recall activity and Stellantis TSB volume runs above Japanese and Korean rivals.

The 2.0L GME-T4 turbo four (detuned to 200 hp for the Compass) has been in Stellantis service since 2018 with a mixed record — cracked plastic coolant fittings, premature oil-seal leaks and carbon-fouled wastegate actuators are recurring themes, though well-maintained examples reach high mileage. The Hyundai-sourced 8F30 eight-speed adopted for 2023 is newer to this application but replaced the widely criticized ZF 948TE nine-speed, which is a durability improvement rather than a risk.

The 2022 refresh brought soft-touch surfaces to most primary touchpoints and decent switchgear weighting, but reviewers consistently flag thin-feeling plastics, flexing trim panels and unfinished edges in secondary areas — competitive for the price without approaching the class benchmarks.

Assembly on 2025 examples is generally solid — multiple reviewers logged extended test time without rattles or squeaks — but flexing trim and Jeep's below-average brand-level initial-quality standing keep it out of the top band.

Coverage is a genuine strength — Jeep runs one of the densest franchise networks in the US, so parts and warranty work are reachable almost anywhere. Service satisfaction is the weak half: Jeep does not appear near the top of J.D. Power's mass-market service rankings, and Stellantis dealer service experience draws mixed owner reviews.

A high-volume nameplate on a widely shared Stellantis small-wide platform means abundant Mopar and aftermarket parts, and measured repair costs come in below the compact-SUV norm with fewer unscheduled shop visits than average.

The volume Latitude trim carries the 10.1-inch Uconnect 5 screen as standard for 2025; only the base Sport gets the 8.4-inch unit.

Uconnect 5 remains one of the better mainstream systems — quick, logically laid out, with up to five user profiles — but reviewers criticize where Jeep put the surrounding hardware controls.

Wireless Apple CarPlay and Android Auto are standard on every 2025 trim including the base Sport's 8.4-inch screen — a genuine class-competitive position.

Uconnect 5 voice recognition handles media, climate and destination commands competently but is not a natural-language assistant, and native navigation is package- or trim-gated rather than standard.

A six-speaker system is standard and adequate; the optional Alpine premium setup is a real step up but is bundled into upper packages rather than being widely available.

A 7-inch part-digital cluster is the standard fitment; the crisp 10.25-inch frameless full-digital TFT display is available rather than standard on the volume trim.

Uconnect 5 supports over-the-air software and map updates through connected services, but these are infotainment-scope updates rather than whole-vehicle OTA that adds features.

The Jeep/Uconnect app covers remote start, lock/unlock, vehicle locate and vehicle health, but the useful tiers are subscription-gated after the trial and there is no phone-as-key.

Both rows get USB-A and USB-C standard — better than several rivals that leave the second row bare — but wireless charging is an option pack and there is no household AC outlet.

Keyless entry with push-button start is broadly fitted and 2025 made remote start standard from Latitude up; a power liftgate is optional and there is no phone-as-key or hands-free gate on the volume trim.

A rear camera is standard, rear park sensors arrive at Limited, and Jeep offers both a 360-degree surround-view camera and automated parallel/perpendicular park assist — strong availability, though only on upper trims and packages.

No head-up display is offered on any 2025 Compass trim or package.

Good rear legroom and a usefully square 27.2 cu ft hold make daily kid duty workable, but IIHS rates the LATCH hardware only Marginal and the low, squat door openings make loading a child seat awkward.

Standard ADAS content is broad on the trims families buy, but the underlying crash results are the problem: IIHS rates the updated moderate-overlap front test Poor and the updated side test Marginal, and NHTSA gives four stars overall.

Second-row space is fine and cargo holds a family's bags, but a noisy cabin, a firm-to-bouncy ride and no rear climate controls or entertainment provisions blunt long-haul comfort for a full car.

Compact size and light controls help in traffic, but the 2.0T/8-speed calibration is the weak link — abrupt tip-in from a stop, a delay when getting back on the throttle at rolling speeds, and grabby low-speed brakes.

27 MPG combined on regular fuel is acceptable but unremarkable now that most compact-SUV rivals offer a 38–40 MPG hybrid; there is no electrified 2025 Compass in the US and running costs run above segment average.

A 173.4-inch footprint and a tight 36.3-ft turning circle suit city use, and a rear camera is standard, but thick rear pillars and a small rear window leave drivers leaning on the cameras.

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 — fine for a small utility trailer, not a work tool.

Below-average predicted reliability and a cabin built to a price undercut hard-use durability; there is no fleet-oriented Compass variant or wear-friendly interior option.

Standard roof rails from Latitude up and USB power are the extent of the work provisions — no household AC outlet, no bed or upfit ecosystem, and cargo tie-downs are basic.

A 13.5-gallon tank yields only about 364 miles of combined range, and the noisy cabin plus under-supportive front seats work against seat endurance; adaptive cruise with stop-and-go and Highway Assist help but are trim-gated.

This is the Compass's strongest use case: 4x4 and Selec-Terrain are standard on every 2025 trim, and the Trailhawk adds Active Drive Low with a 20:1 crawl ratio, 8.6 in of clearance, skid plates and 19 in of fording depth.

A 60/40 folding bench, standard roof rails and an available hitch cover normal gear, but 59.8 cu ft maximum and a small console limit bulky loads relative to compact-SUV rivals.

Secure and predictable in a straight line, but a comfort-biased strut suspension gives up plenty of body roll and the Compass rarely feels settled through corners.

The electric rack is accurate enough and reviewers credit it with some feel, but it is light and short on genuine feedback — adequate rather than engaging.

Solid rear discs and a firm-enough setup, but the pedal is grabby at low speed and the measured 60-0 stop was longer than expected for an all-season-tired compact SUV.

The 2.0T/8F30 pairing is the weakest part of driving the Compass: abrupt tip-in from rest, a hesitation when picking the throttle back up at rolling speeds, and a stop-start system that restarts roughly.

The turbo four is raspy and always audible; noise rather than vibration is what marks the Compass down, and it is present at both light and heavy throttle.

A tight turning diameter for the class — the Trailhawk's shorter-geared steering is tighter still at 35.3 ft.

An upright, commanding seating position with generous front headroom and retained physical climate knobs, undercut by scattered control placement, forward-tilting head restraints and awkward door openings.

Capability off pavement is the Compass's character; on road it is a soft, noisy, slightly clumsy appliance that no reviewer recommends for driving pleasure.

At $27,495 the Sport includes four-wheel drive — which nearly every compact-SUV rival charges $1,400–$1,600 extra for — plus a 200-hp turbo, Uconnect 5 with wireless Apple CarPlay/Android Auto, LED lighting and a full standard driver-assist suite (pedestrian AEB, active lane management, blind-spot monitoring with rear cross-path, drowsy-driver detection); for 2025 the Latitude also gained heated front seats, a heated steering wheel and remote start as standard. Adaptive cruise with stop-and-go remains an option, which keeps it out of the top band.

The across-the-board 2025 price cuts of up to $2,000 genuinely improved the pitch — standard 4x4 and 200 hp for $27,495 is hard to match — but the Compass returns only 27 MPG combined from a single 2.0L turbo with no hybrid option, on a platform reviewers call outdated, while rivals in the same money deliver 35–40 MPG and better refinement. Fair value on paper, undercut by what the money buys elsewhere.

Four trims from $27,495 to $33,990 plus the Altitude and High Altitude appearance packages give roughly $10k of spread, and the Trail Rated Trailhawk is a real hardware choice rather than a badge — but there is exactly one engine, one transmission and one drivetrain, with no FWD, hybrid or PHEV option anywhere in the US range, so the breadth is all in trim rather than mechanical configuration. The Latitude Lux trim was also dropped for 2025.

The Compass posted 101,089 US sales in calendar 2025, down about 9.5% from a generational-high 111,694 in 2024 that capped three straight years of double-digit growth — a steady six-figure mid-pack seller roughly tenth in a very crowded segment, well short of RAV4 (~475k) and CR-V (~400k) but comfortably outselling several rivals and, notably, most of the rest of the Jeep range.

Jeep still carries one of the strongest off-road halos in the industry, and standard 4x4 plus a Trail Rated Trailhawk let the Compass trade on it more credibly than most compact crossovers — but the Compass sits at the soft end of the badge, and Stellantis' broader slide in quality and customer-satisfaction rankings has thinned the premium the name once commanded.

The 2025 Compass is one of the easiest compact SUVs to buy below sticker: Jeep cut MSRPs across the lineup by up to $2,000 before the year even started, then layered subvented financing and stackable cash on top, and slow-turning inventory left dealers with room to move. Scored for buyer benefit, which is high, even though the underlying cause is a late-cycle model needing help.

2025 is the ninth model year of the MP/552 second generation that launched for 2017 — a mid-cycle interior and Uconnect 5 update in 2022 and the switch to the 2.0L turbo in 2023 are the last substantive changes. The all-new STLA Medium third-generation Compass was revealed for Europe in 2025, but US production slipped to Belvidere for roughly MY2028, so American buyers get an eight-year-old architecture with no near-term replacement.

Professional reviewers put the 2025 Compass in the bottom third of the compact-SUV field — Edmunds' expert rating is 5.7/10 and Consumer Reports calls it outright outdated, faulting the firm bouncy ride, grabby brakes and cramped driving position — and it holds no NACTOY, 10Best, MotorTrend SUV of the Year or IIHS Top Safety Pick recognition. Owner sentiment is genuinely positive, which lifts aggregate scores like U.S. News' 7.7/10, but the item measures reviewer verdicts and awards.