wrx vs wrx main image

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

It has bulky plastic fender flares, a CVT, the engine from a three-row crossover, and just six horses more than the car made a decade ago. Can the 2022 Subaru WRX really stand up to the legends that wear its name? We've brought a widebody WRX hatch from 2012 along to find out.

Let's start with the latest WRX. Built on Subaru's latest and greatest platform, it's an impressively rigid place to start. To those bones, Subaru adds what it calls a "track-tuned" suspension, which is a bit of an odd choice for what has always been a rally car. It still has Subaru's typical long travel for those dampers, of course, but it's a big change.

Under the hood is a version of the company's 2.4L boxer four. The turbocharged engine makes 271 hp and it makes 258 lb-ft of torque. Importantly, it makes all of that torque from 2,000 all the way to 5,200 rpm. Thankfully, Subaru has made sure that the car has a manual transmission standard. The alternative is a CVT, optimistically called "Subaru Performance Transmission."

<img class="aligncenter size-full wp-image-172691" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-20-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172686" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-1-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The chassis and engine are a massive change versus the WRX of 10 years ago. The old one is based on the 2008 Impreza and by modern standards is the structural equivalent of microwave-reheated poutine. Everything is a bit of a mess, though you can still tell it would have been pretty tasty when it was fresh. Still, the flared fenders and hatchback body look wonderful, the only thing missing is gold wheels.

Under the gaping hood scoop of the old car is Subaru's EJ255 engine. Used in the WRX for years, it makes 265 hp and 244 lb-ft of torque, and has a lovely reputation for cracking the ring lands in cylinder four.

A little bit about this 2012 WRX, which is my own car. Bought just a few months ago, a summer of injuries and a notoriously stiff clutch mean that my first time getting to really drive it was for this test. So while the 140,000 km (never been vaped in) two-owner car is mine, I don't have a long-held attachment to it.

Some housekeeping as well, going forward I'm going to mostly use Subaru's chassis codes. 2012 is the GR WRX, 2022 is the VB WRX. Hopefully that makes it easier.
<h3>Powertrain</h3>
Turning a key feels archaic in 2022, but with that simple twist the GR WRX comes to life with a gentle burble from the exhaust. Or an irritating drone, depending on your feelings about Subaru's boxer engines.

The VB fires with the push of a button, and comes with a much louder exhaust note. It's a bit much, frankly, especially when you're loping around the subdivision at 2,000 rpm. The drone is less than pleasant, though it sounds much better at speed.

Finding reverse in the mess that is the GR's shift gate is always a challenge. Finding any gear can be tough, and while it's an aftermarket upgrade away from improvement, that's not what this is about. The 2022's gearshift is much more precise and a lot more enjoyable to use. Or at least I didn't end up in the wrong gear, stalling out instead of backing up.

<img class="aligncenter size-full wp-image-172690" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-33-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172704" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-18-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The new engine is a wonder against the old. The GR's 2.5L turbo is miserable below 2,500 rpm no matter the gear. Bucking and bogging, I end up in third or even second gear at 50 km/h to avoid it. The new 2.4 is fine down to 2,000 rpm, and while it's not quite happy under that, it doesn't feel like it's about to revolt because you're not wringing its neck.

But that's part of the character of the old 2.5, and it's a big part of the drive. Like how the 2.5 will run happily all the way to a 6,500 rpm redline, scrambling and doing its best impersonation of a light aircraft all the way.

Combine that with the short ratios of the VB's six-speed and you have two very different powertrains. The GR's 2.5 might not like dropping below 2,500 rpm, but its five long gears let you really wind out each cog. Second gear especially (to keep things under the limit) lets you feel the turbo torque launch you forward, relieved by a satisfying squish from the wastegate when you finally shift gears. The 2022's 2.4, in comparison revs to just 6,000 rpm. You're constantly swapping cogs to keep the car moving, making the new car feel much more frantic. It's a mood in town, but it is a lot of fun on a twisty back road.
<h3>Ride and Handling</h3>
It's clear both cars had their suspensions tuned by teams using the same playbook. Long travel but stiff damping lets both eat up bumps in the usual Subaru way. The older car has much more body roll, and the extra chassis flex before the suspension can get to work is obvious. It rattles a lot more, too, but that's not a surprise. The newer car is much more punishing on bad pavement, though at least a little bit of that can be marked down to the thin sidewalls on the 18-inch wheel and tire package. The old car has a bit more cushion from its 17s.

Steering and brakes are both worlds apart. The GR WRX, the older one, has old-fashioned hydraulic power steering, but it's extremely overboosted. No feel on centre, though the front tires still respond instantly to your commands. It's vague (through the wheel) and darty (through the tires) at the same time. When you really start to hustle, it grows more reassuring, but there's always that uneasy feeling around the middle mark.

<img class="aligncenter size-full wp-image-172696" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-26-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172712" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/wrxsquared-11-of-33.jpg" alt="Subaru WRX" width="2500" height="1667" />

The new car might have a more artificial feel thanks to its electric power assist, but there is nothing vague about it. The movement and feel at the wheel matches what's happening at the rubber. Since you don't need to learn to trust it - faith is immediate - it's a better and easier drive.

Likewise the brakes, which feel firm and confident even with repeated stops. The GR WRX's brakes are soft and spongy, requiring loads of pedal travel to build pressure. Enough that while I had them checked out recently I might be headed back to the shop to be sure.
<h3>Features (dog fur not included)</h3>
I'm going to skip over most of the cabin. The 2012 WRX feels like an economy car from 2008 because that's what it is. It does have Bluetooth, though it doesn't work well, and an aux jack. The new car has a screen bigger than an iPad, which didn't exist yet when the old model arrived at dealers. It also has suede bucket seats that are a bit too heavily bolstered for me. The leather chairs of the old car are a bit more comfortable, though that could be from a decade of butts in seats.

<img class="aligncenter size-full wp-image-172682" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2012-subaru-wrx-interior.jpg" alt="Subaru WRX" width="2500" height="1667" />

<img class="aligncenter size-full wp-image-172684" src="https://wordpress.wheels.ca/wp-content/uploads/2022/11/2022-subaru-wrx-interior.jpg" alt="Subaru WRX" width="2500" height="1667" />

The 2012 is also full of a mix of Husky (previous owner) and Dalmatian (mine) fur, which will likely never come out of the black carpet. The 2022 model is conspicuously lacking in dog hair. Plus the old car is a hatch, and that's worth about 100 points in any comparison.
<h3>Verdict</h3>
So after firing both of these rally missiles down one of my favourite long loops of back road, is the older car better than the new? I love revving out the engine and the squishy way the car responds to the steering, but the low-rev behaviour of the new car, its much better gearshift, and steering that does exactly what you ask are all extremely appealing.

Though forums might cry otherwise, the 2022 Subaru WRX, plastic cladding and all, is very much still a WRX. Enough that you shouldn't be surprised if you see a 2012 WRX in World Rally Blue with a for sale sign in the windshield and a space for a 2022 in my driveway.

2012 Subaru WRX

BODY STYLE: five door hatchback
DRIVE METHOD: front-engine, all-wheel-drive, five-speed manual
ENGINE: 2.5-litre turbocharged flat-four; 265 hp @ 6,000 rpm, 244 lb-ft @ 4,000 rpm
FUEL ECONOMY: (Premium 91+) 11.1 / 8.0 L/100 km city / highway
CARGO VOLUME: 538 litres behind rear seats 1,257 with seats folded
PRICE: (2012) $32,495 base, $36,395 as tested (Limited Package) plus destination, taxes and fees

2022 Subaru WRX

BODY STYLE: five door hatchback
DRIVE METHOD: front-engine, all-wheel-drive, six-speed manual
ENGINE: 2.4-litre turbocharged flat-four; 271 hp @ 5,600 rpm, 258 lb-ft @ 2,000 rpm
FUEL ECONOMY: (Premium 91+) 12.3 / 9.0 L/100 km city / highway
CARGO VOLUME: 354 litres
PRICE: $30,995 base, $39,295 as tested (Sport-Tech) plus destination, taxes and fees

Head to Head: 2022 Subaru WRX vs 2012 Subaru WRX

22 Subaru WRX front main header

Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

If there’s a sports car Canadian automotive enthusiasts can always rely on for year-round driveability, it’s the Subaru WRX. Ever since it landed on our shores 20 years ago, Subaru’s rally-inspired econobox has been the perfect formula for our harsh winter climate.

For the 2022 model year, Subaru completely overhauled the car for its sixth generation. Although all-new with a revamped platform, drivetrain, styling and technology, the overall package doesn’t differ much. As Subaru Canada’s public relations representative Sébastien Lajoie likes to say: “if it ain’t broken, don’t fix it”. It’s an ethos that perfectly resumes this freshly updated Rex.

Improved Where it Matters

This new WRX finally inherits Subaru’s Global Architecture platform, which allows it to grow a bit in size, but also improve on overall chassis rigidity and crash protection. Displaying a much more futuristic design, with plastic cladding surrounding the wheel arches to give it a more rally-friendly look, this WRX is a tad wider and about three inches longer than the last car.

<img class="aligncenter size-full wp-image-170569" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-subaru-wrx-side.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

The real big news, however, is an all-new engine. Gone is the old 2.0-litre Boxer unit. In its place, Subaru transplanted the turbocharged 2.4-litre flat-four that also powers other vehicles like the Outback and Ascent SUVs. As a matter of fact, this is essentially the same engine as in the Ascent, but with reworked turbocharging and improved breathing for quicker throttle response and less turbo lag.

On paper, this engine pumps out similar numbers as before, with horsepower only going up three for a total of 271 and torque remaining unchanged at 258 lb-ft. However, Subaru claims this engine is less turbo-reliant thanks to its larger displacement, leading to what it says is a broader torque curve. Torque also kicks in lower at 3,000 r.p.m. Another interesting engineering detail is that although it slightly bigger and gets a larger engine, the new WRX is only about 20 pounds heavier than the old car thanks to clever use of aluminium in key places like the front fenders.

Just like it always has, the WRX comes standard with Subaru’s acclaimed symmetrical all-wheel drive system. This new car can be paired to a six-speed manual transmission or a continuously variable transmission (CVT). For maximum enjoyment behind the wheel, I highly recommend the manual gearbox.

<img class="aligncenter size-full wp-image-170570" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-subaru-wrx-transmission-manual.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

More Grown Up, but Still Very Juvenile

On the road, it’s immediately apparent that this new engine gives the WRX a more grown-up feel. Not only does it pull a tad harder at low rpm, but it’s also less frantic when the turbocharger kicks in, revving smoothly all the way to its 6,100-r.p.m. redline.

It still however relies on boost and downshifts to get up and go. Make the mistake of selecting a higher gear too soon, and the Rex bogs down until the turbo wakes up. Luckily, the manual transmission is a gem to row around, with crisp shift action and a firm clutch that makes dropping a few gears a blast. Get that turbo spooling, and the WRX puts down good power, with spirited acceleration that still makes it respectfully quick if not comically immature. Where it performs best is out of the hole. Hold the revs up to about 2,500 r.p.m. at standstill, dump the clutch while letting it slip just a tad, and she’ll catapult herself forward as if launching out of a slingshot. Repeat the experience for a constant rush of adrenaline.

<img class="aligncenter size-full wp-image-170568" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-Subaru-wrx-rear-3q.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

The WRX’s freshened chassis also gives it superhero reflexes. The car responds to your slightest inputs in utmost precision. The small-diameter steering wheel is both enjoyable to grab and quick to react, while the all-wheel drive system leads to massive four-wheel grip as the car claws itself around an apex. Brakes are strong, with a firm bite and very little fatigue even after several hard stops at high speed. I can only imagine what I could do with this car after a fresh batch of snow.

New Interior, Better Materials and More Technology

Inside, the WRX finally gets a much-needed cabin update, with improved materials, tighter build quality and more technology by way of the available 11.6-inch infotainment screen that’s essentially a large vertical tablet. Like in all Subarus of late, the system is quick to respond thanks to a fast-reacting interface. Large icons make cycling between apps a breeze too, but I do wish the car’s HVAC controls had standard physical controls. That said, the ergonomics in this WRX are spot on, with a no-frills approach to where everything is placed and a down-to-business analog gauge pod that simply works. Extra points go to a physical handbrake.

<img class="aligncenter size-full wp-image-170566" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/Guillaume-Fournier-Photographe-GFV_2754.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

Perhaps where the WRX let me down the most was in the comfort of its driver’s seat, or lack thereof. I’m a tall and wide human being and never did I find comfort in these sport bucket chairs. I always felt like I was awkwardly sandwiched inside, with the steering wheel and pedals either feeling too far or too close. It was also rather worrying to see the car’s hood shake as if it wasn’t bolted on properly at freeway speeds.

But hey, if that kind of stuff helps Subaru keep costs low, I’m all for it, as the WRX’s pricing is still impressively appealing in this world of heavy inflation. Base models go for a decent $33,033 including freight, with a fully loaded Sport-tech with EyeSight and a CVT towering the lineup at $43,933. The sweet spot of the lineup remains the Sport at $37,533 thanks to its decent list of standard equipment like larger wheels, fog lights, the larger infotainment screen, and more color options.

<img class="aligncenter size-full wp-image-170567" src="https://wordpress.wheels.ca/wp-content/uploads/2022/08/22-Subaru-WRX-infotainment.jpg" alt="2022 Subaru WRX" width="2080" height="1387" />

One thing’s for certain, no matter which WRX you’ll choose, you’ll have in your possession one of the most daily driveable sports cars on the market, one that’ll give a Ford Mustang a run for its money at the drag strip, but that’ll also double down as a sensible family sedan during the week. With the STI now gone and Subaru already planning to transition this nameplate to electric propulsion, this is your last chance to own of the best analog sport compact cars currently on sale.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

<h3>2022 Subaru WRX</h3>
BODY STYLE: Compact sedan

CONFIGURATION: Front engine, all-wheel drive

ENGINE: 2.4-litre turbocharged Boxer flat four-cylinder (271 hp @ 5,600 r.p.m. and 258 lb-ft of torque @ 2,000 r.p.m.)

TRANSMISSION: 6-speed manual

FUEL CONSUMPTION: 10.7 L/100 km (combined), 12.3 L/100 km (city), 9.0 L/100 km (highway)

OBSERVED ENERGY CONSUMPTION: 11.2 L/100 km

CARGO CAPACITY 354 litres

PRICE: $41,333 (as tested)

WEBSITE: <a href="https://www.subaru.ca/WebPage.aspx?WebSiteID=284">Subaru</a>

2022 Subaru WRX Review

2022 Subaru WRX_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

I realize and accept that electrification is the future of the auto industry. We’re crossing the Rubicon and we’re not turning back. It’s not a matter of ‘if’ anymore, but when.

Having driven a bunch of EVs over the past year, I mostly welcome their growing numbers. Their benefits are obvious, and I’m convinced the teething problems (range, cost, charging infrastructure) associated with their mass adoption will be solved in time.

But, as I was reminded in Kingston last week, sometimes there’s no substitute for a rip-snortin’, turbocharged, AWD gravel-tosser that runs on dead dinosaur juice. If you just want to feel alive, these cars are the true magic elixir. This is what I felt while flinging the 2022 WRX over what some referred to as ‘soft roads’ (dirt, gravel and mud) in the hinterland north of Kingston. But I’ll get to that.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg"><img class="alignnone size-full wp-image-169198" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8412.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

First, here’s what you need to know about the 2022 WRX.

I’ll begin by confirming that the range topping STI is dead. When I reviewed the outgoing <a href="https://www.wheels.ca/vehicle-reviews/review-2021-subaru-wrx-sti">2021 STI last fall</a> I was convinced a next-gen model was coming, but it was not to be.

Why? Electrification. A Subaru Canada rep told me in Kingston that the STI nameplate isn’t necessarily dead, but a purely gas-powered version is. Does this mean an STI EV is in our future? Maybe.

As for the present, the 2022 WRX is the second stand-alone generation and fifth gen overall if the Impreza-based models are included. Unlike the previous model, the new VB gen is built on the Subaru Global Platform.

The new car benefits from platform enhancements that have produced the stiffest and strongest body structure to date. Torsional rigidity for the 2022 WRX is up 28 percent compared to the outgoing VA model, while front lateral flexural rigidity is up 14 percent. The ’22 also benefits from the use of more structural adhesive and cross-section foam for reduced cabin noise.

Suspension changes include revised geometry for better handling on rough roads. Elsewhere, the rear stabilizer is mounted directly to the body for better stability and ride comfort, with reduced body roll, noise, vibration, and harshness.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg"><img class="alignnone size-full wp-image-169193" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_engine-compartment.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

As for the engine, the 2.0-litre turbocharged horizontally opposed four-cylinder has been replaced by a bigger 2.4-litre turbocharged horizontally opposed four-cylinder, but overall output hasn’t changed much. The 2.4 provides a small bump to 271 horsepower (up from 268), while torque remains the same at 258 lb-ft. Subaru claims a flatter torque curve for the 2.4 but based on their own data, peak torque arrives at the same point (2,000 rpm) in the rev range for both engines and has the same top-end figure (5,200 rpm).

In terms of transmissions, there are two: a six-speed manual with improved gear machining and optimized ratios, and a new CVT known as the Subaru Performance Transmission (SPT). The SPT offers variable torque distribution through the centre differential, shifting the front / rear torque split from 45 / 55 in normal conditions to 50 / 50 in bad weather or when road conditions deteriorate. Subaru also claims the SPT has 30 percent faster upshifts and 50 percent faster downshifts than the old CVT.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg"><img class="alignnone size-full wp-image-169208" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_side-profile-1.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

From a design standpoint, the WRX bears a strong resemblance to the VIZIV Performance Concept Subaru unveiled in 2017. The production car’s shape isn’t quite as sleek and dramatic as the concept, but some elements, such as the front grille / headlight / air intake design, are like those of the concept.

On the inside, the new WRX sports a revised interior with more shoulder room between occupants in both front and rear seats, along with a redesigned centre console and a new infotainment system.

As for spaciousness and comfort, the longer wheelbase (+25 mm), has created more space for rear seat passengers while redesigned seats deliver better comfort for both normal and performance driving situations. The multimedia system has also been overhauled, with an 11.6-inch vertical display found in other Subarus now available as an option for the WRX. The standard set-up is a dual seven-inch display with wired Apple CarPlay and Android Auto standard on both systems.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg"><img class="alignnone size-full wp-image-169195" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2022-Subaru-WRX_dashboard_centre-console.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

With that out of the way, it’s time to answer the most important question— what is the WRX like to drive?

It’s an absolute blast.

The drive route Subaru took our assembled group of auto journos on featured a lot of rough, two-lane country roads (several of which are in desperate need of repair) and undulating dirt and gravel roads.

I’ll cut to the chase – this car is made for the loose stuff. But it’s fine on tarmac, too – rotates nicely through corners, with responsive steering, positive weight balance and good mid-range acceleration thanks to lots of useable torque—what you’d expect from a WRX, in other words.

But it’s a whole other game once you turn off bumpy county asphalt and onto a combination of loose gravel and hard-packed dirt and mud. These “soft-roads” is where, if you’re not careful, you’ll start thinking you’re in a rally stage in a WRC event!

I resisted the urge to go full Colin McRae but did manage to swing the rear out a few times while taking a few sweeping turns and matting the throttle after a brief stop or two before gathering it back up. In this environment, which included blasting through a few large puddles because it rained heavily during the drive, the WRX delivers the most joy.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg"><img class="alignnone size-full wp-image-169199" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/IMG_E8408.jpg" alt="2022 Subaru WRX" width="1920" height="1080" /></a>

The exhaust penetrates the cabin just enough, the supportive seats hold the driver just right, and the clutch and shifter make precision up or downshifting a breeze. Honestly, most of the dirt roads were set it and forget it in third gear, so I didn’t need to shift all that much, but it worked well when I did. As for traction on loose surfaces in wet conditions, my tester’s grip level felt consistently good throughout. Certainly, trouble awaits if pushed too hard, but if one drives to the conditions, the WRX’s handling is secure.

So that’s the manual. I also drove a SPT-equipped model in a short 30-minute loop around Kingston. The car felt quick, and the transmission is more responsive than other Subaru CVTs I’ve experienced.

The 2022 WRX is an impressive machine. It’s not much more powerful than its predecessor, nor does its looks set one’s heart ablaze, and there’s no STI. But taken together, the many improvements Subaru have made make for a more compelling package overall, and with a pricing structure that’s still a performance car bargain.

Bottom line, this is likely the last pure gas-powered WRX. We should enjoy it while it lasts.
The writer attended this media drive as a guest of the automaker. Content and vehicle evaluations were not subject to approval.
2022 Subaru WRX

BODY STYLE: compact performance sedan
DRIVE METHOD: Front-engine, all-wheel-drive, 6-speed manual / Subaru Performance Transmission (CVT)
ENGINE: 2.4-litre turbocharged horizontally opposed four-cylinder (271 hp / 258 lb-ft.)
FUEL ECONOMY: (Premium 91+) 12.3 / 9.0 / 10.8 L / 100 km city / highway / combined (6-speed manual)
CARGO VOLUME: 354 litres (12.5 cu ft.) 
PRICE: $30,995 base, excluding freight and taxes
WEBSITE: <a href="http://www.subaru.ca">www.subaru.ca</a>

2022 Subaru WRX First Drive

2020 Jeep® Compass Latitude

Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

If there’s one thing Jeep can bank on, it’s its exemplary legacy in the military.

Jeep earned its stripes after the Willys-Overland’s 4X4 prototype climbed the steps of Washington D.C.’s Capitol building to demonstrate its go-anywhere capability to the War Department in 1941.

After the war, nine companies lined up to buy the storied brand in succession. Willys produced the first civilian Jeep right after the Second World War, before being purchased by Kaiser Motors in 1953, then American Motors in 1970, Renault in 1979, Chrysler in 1987, Daimler-Benz in 1998, private equity firm Cerberus in 2007, then Fiat and more recently Peugeot, which merged with Fiat Chrysler to form Stellantis.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-off-road.jpeg"><img class="alignnone size-full wp-image-167776" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-off-road.jpeg" alt="2020 Jeep Compass" width="1280" height="854" /></a>

Keen to further monetize the iconic nameplate, DaimlerChrysler expanded the Jeep lineup from four to seven models in 2007. For the first time in its long history, Jeep birthed a pair of crossovers – the Patriot and the Compass – that shared their mechanicals with the front-drive Dodge Caliber.

Despite the trademark seven-slot grille, the first-generation Compass couldn’t shake its econobox roots with its plasticky interior, noisy four-cylinder engine and creaky assembly quality. New owner Fiat, led by Italian-Canadian Sergio Marchionne, had a better idea.

The second-gen Compass utilized Fiat Chrysler’s Small-Wide 4x4 platform – which underpins the Fiat 500X crossover hatchback and closely related Jeep Renegade – with stronger structural rigidity to anchor the four-wheel independent suspension. Introduced for 2017, the all-new Compass was sold alongside the old model until inventory of the previous Compass ran out.

The reconstituted Compass is longer than the subcompact Renegade by 16 centimetres, and the additional seven cm between the axles rewards the Compass with more rear legroom. Even with the driver’s seat all the way back, there’s decent room for shorter passengers. More impressive is the 27 cubic feet of cargo volume behind the 60/40 split-folding rear bench.

No longer a penalty box, the second-gen Compass brings comfy accommodations in a tidy package. The crossover drops the old no-frills cabin for soft-touch materials borrowed from the Cherokee and upscale Grand Cherokee. Unfortunately, it shares brittle-feeling control stalks and door-panel switchgear with the cheaper Renegade.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-interior.jpeg"><img class="alignnone size-full wp-image-167777" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-interior.jpeg" alt="2019 Jeep Compass" width="1280" height="810" /></a>

The Jeep’s updated Uconnect infotainment system is reasonably easy to use with its redundant, and helpful, physical knobs. The top system, Uconnect 4C, comes with a large 8.4-inch screen with crisp, clear navigation graphics. But the system can be sluggish.

“Generally slow or stubborn to respond to touch input. It takes more than 30 seconds for the rear view camera to show when switching into reverse,” complained one owner in a post. In terms of crash safety, the Compass earned a four-star rating (out of five stars) from the U.S. National Highway Traffic Safety Administration, and a 2017 Top Safety Pick rating from the Insurance Institute for Highway Safety (IIHS).

All new-generation Compasses are powered by Fiat’s 2.4-litre four-cylinder engine that puts out 180 horsepower and 175 lb-ft of torque. Front-wheel drive is standard and all-wheel drive is optional on all models except the Trailhawk, which comes standard with full-time AWD. A six-speed manual transmission was standard, with a six-speed automatic (supplied by Japan’s Aisin) optional on front-drive models and a nine-speed automatic, built by ZF, on AWD models.

The Trailhawk variant deserves special mention, since Jeep expended the effort to make its crossover off-road-ready. Along with 8.5 inches of ground clearance, the Trailhawk has a 30.3-degree approach angle and a 33.6-degree departure angle – important numbers to those who veer off the beaten path. Other features include knobby Falken tires, underbody skid plates and Jeep’s Active Drive Low all-wheel-drive system with a low-range-like first-gear ratio of 20.4:1. Note that non-Trailhawk Compasses utilize a part-time all-wheel-drive system similar to those found in other crossovers.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-rear.jpeg"><img class="alignnone size-full wp-image-167778" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-rear.jpeg" alt="2019 Jeep Compass" width="1280" height="853" /></a>

For 2019, the Compass saw some minor shuffling of feature availability, while Apple CarPlay and Android Auto were made standard across the board. More advanced driver safety aids were added to the Limited and Trailhawk trims for 2021 and the manual transmission was dropped due to a lack of interest. There’s also a Jeep 80th Anniversary special-edition trim package available. The Compass earned a styling refresh for 2022.

Driving the Compass quickly reveals the limitations of Fiat’s “Tigershark” four cylinder: it’s painfully slow in this application, partly due to the crossover’s hefty curb weight. Zero to 97 km/h takes 9.1 seconds, which doesn’t compare well with competitors such as the Honda CR-V and Volkswagen Tiguan. The engine doesn’t make pleasant sounds under acceleration, either. Front-wheel-drive models are slightly quicker without the heavy AWD hardware.

The sluggish engine disappoints further by failing to deliver good fuel economy. Some owners have reported poor city mileage – especially in the weighty Trailhawk model – as low as 19 m.p.g. (15 litres/100 km), which is less than stellar for a compact crossover with a four-cylinder powertrain. If gas mileage is a concern, seek out a front-drive Compass model.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-water-fording.jpeg"><img class="alignnone size-full wp-image-167779" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-water-fording.jpeg" alt="2018 Jeep Compass" width="1280" height="854" /></a>

The rigid platform yields a surprisingly stiff ride and the suspension is decently composed on curvier roads. The steering is taut with a decent amount of weight at the wheel, although there isn’t much feedback with virtually no on-centre feel – but it’s not a deal-breaker in this segment. The Compass is reasonably quiet on highway trips, though there may be more tire noise than some might be accustomed to. Buyers can always choose quieter tires when it comes time to change worn rubber.

OWNER TALK RELIABILITY

Compass drivers praise their vehicles for the roomy interior, legendary Jeep capability (largely attributed to the Trailhawk model), good value for the money, and appealing design inside and out. “It’s an attractive car, essentially a miniature Grand Cherokee,” wrote one owner online. Deficits include the lethargic engine and similarly sluggish nine-speed automatic transmission, seating that some found uncomfortable, and unreasonable fuel use in city driving.

Where the Compass really falls down is in everyday reliability. Again, it comes back to the 2.4-litre Fiat engine – the only choice in this crossover. Owners of 2017 to 2019 models noted that the Tigershark engine can consume motor oil at a voracious rate, sometimes leaving the dipstick dry and shutting down the engine without warning.

“Motor burned two-thirds of its oil in the first 5,000 kilometres. Vehicle shut off while my wife was trying to cross an 8-lane highway. Jeep has decided that this is ‘normal’ consumption as long as it’s less that one litre per 1,000 miles,” read one online post. Fortunately, most dealers are sympathetic and will investigate the cause. But outcomes may vary.

“They said it didn’t consume enough to put a new motor in even though it was burning two litres a week. Got corporate involved and finally after three months they scoped the motor and all the cylinder walls were scored. It was a candidate for a new motor but they were on back order,” reported another Compass owner online.

Beyond the oil issues, the engine is prone to stalling or not starting in the first place. The culprit may be the Compass’s fuel-saving stop/start system that shuts down the engine at every red traffic light (a roundly despised feature). Batteries reportedly fail and have required early replacement, though there may be other electrical issues deep in the circuitry that’s soured the driving experience for some.

The ZF nine-speed automatic transmission has been the target of criticism for its clunky and slow gear changes at times; there have been a few outright transmission failures, too. Careful buyers may wish to find a front-drive model, which uses the more reliable Aisin six-speed automatic.

The frustrations continue inside the car, where electronic components related to the Uconnect interface can malfunction with increasing frequency. Drivers report issues with unresponsive touchscreens, dropped phone calls, inoperative key fobs locking the driver out and other electrical faults that have become the hallmarks of owning a Fiat Chrysler.

There’s no shortage of good, practical compact crossover SUVs on the market these days. Unfortunately, the Jeep Compass isn’t one of them, especially as a used buy. As a parting thought, we leave you with this owner’s remark as to why.

“First heavy rain the car shorted out and stalled on the thruway. Had it in the shop for a month. The mechanic said they have had several issues and would never buy this for his kids.”

2017-2021 Jeep Compass

BODY STYLE: Five-passenger compact crossover SUV

DRIVE METHOD: Front-engine, front- or all-wheel-drive; six-speed manual transmission; six- or nine-speed automatic transmission

ENGINE: 2.4-litre four cylinder (180 hp, 175 lb-ft)

FUEL ECONOMY: (Regular) 10.8/7.8/9.5 L/100 km city/highway/combined

CARGO VOLUME: 801 litres (27 cu-ft)

TOW RATING: 907 kg (2,000 lbs)

PRICE: $25,500 (2017); $38,000 (2021)

WEBSITE: <a href="http://www.jeep.ca">www.jeep.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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