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.

Tags

2022 Subaru WRX First Drive

Buying Used: 2017-2021 Jeep Compass