I have to admit that I was not the biggest fan of Jeep’s decision to enter into a new segment last year when they launched the Compass. The idea of a wagonlike “urban Jeep” with front-wheel drive, carlike handling and lack of the legendary Jeep trail rated prowess had me thinking that this was a big gamble on Jeep’s part.

While I still don’t fully embrace the idea of a front-wheel drive Jeep, the Compass does have a place in a world where gasoline is more than $4 a gallon. I discovered this to be the case after I tested a Limited 4x4 version.

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Jeep Compass

Jeep Compass competes in the compact crossover segment. It is the first front-wheel-drive-based vehicle produced by the company. It is also Jeep’s entry-level offering. Jeep calls Compass a compact SUV, but think of it more as a compact crossover as it combines the packaging and functionality of a crossover with the drive characteristics, and fuel economy of a compact car. Compass shares its platform and underpinnings with the Dodge Caliber. Both vehicles come with fully independent suspensions.

Compass comes in Sport 4x2, 4x4 and Limited models. The Sport 4x4 and Limited models feature a standard 2.4-liter four-cylinder engine that produces 172 horsepower and 165 pound-feet of torque. This engine has dual Variable Valve Timing (VVT) on both intake and exhaust camshafts, which help to optimize the torque curve at all speeds and develop more power and improve fuel economy verses engines without dual VVT. A 2.0 liter four-cylinder engine with 158 horsepower is also available on base models.

The 2.0 and 2.4 engines are available with a choice of either a standard five-speed manual or a continuously variable transmission second generation (CVT2). In the ever-important fuel economy equation, the 2WD Compass’ 2.4-liter four-cylinder engine mated to the five-speed manual delivers 23 mpg in the city and 28 mpg on the highway; the CVT2 delivers 21/25 mpg. In 4WD the 2.4 model with the manual is rated at 22/27, and with the CVT2 it is rated at 21/24. I averaged a respectable 24 mpg in my usual 60/40 driving mix with the 2.4-liter version that had the CVT2 and 4x4 using a few fuel-sipper techniques.

Regarding the CVT2 it is an interesting piece of hardware as it is the second go around for a CVT at Chrysler. This time the engineers calibrated the new version to pick up engine response and fine tuned it for more precise ratio control and it also features AutoStick. The end result is a fuel economy improvement of 6 to 8 percent compared with an old-school four-speed automatic transmission.

During testing the Compass’ CVT2 was smooth but the engine seemed to hesitate a little when I stepped out to make a pass or accelerate at 50 mph and higher speeds.

In sharp contrast to its traditional Jeep siblings, the Compass is a nimble and very tossable machine. The p215/65R18 performance tires don’t squeal too much during some aggressive moves, and I found I could wheel this compact through tight Chicago streets and ferret-out some small but usable parking slots. The same was true for big box store parking areas as I easily fit between hulking 4x4s.

On the road the Compass’ ride is stable on smooth pavement but a bit jittery over bumps. Steering input/response was average for the class and ABS braking was slightly above average. I did notice that the body leans a bit during cornering

When you “mash the gas” from a standing start don’t expect immediate get up and go as the Compass moves sluggishly. Also expect some engine groan as the 2.4-liter tries to do an impression of a 4.2 liter.

Trying to retain some connection to its legendary ancestry, Jeep offers Compass with an available full-time, active four-wheel-drive system with lock mode called Freedom Drive I. This four-wheel-drive system actually features a lockable center coupling, which gives you the ability to put Compass into what Jeep calls four-wheel-drive lock mode to handle rough weather conditions and low-traction surfaces. Toss any notion about off-roading out the window, though, as Compass has small approach and departure angles, a car suspension, rides on street tires and lacks skid plates as well the proper front and rear fascias designed to handle trail hopping punishment.

To my eyes the Compass’ exterior has a buglike look. It does have Jeep cues including the required seven-slot grille, round headlamps and trapezoidal wheel openings. There are lots of angles and hard edges in the wagonlike body style.

As the starting point in the Jeep product portfolio the interior falls in line with a pleasant but somewhat basic design featuring an average level of fit and finish. The instrumentation is easy to read and the audio and climate controls are a no fuss affair. I did not like the high placement of the shift handle as it is up a bit high on the dash and it looks and feels like one of those exaggerated electrical shut off levers used in movies. One thing missing was the chilled glove box compartment found in the Caliber and Journey vehicles.

I did like the high seating position, large amount of foot room and the flip-down speakers in the hatch are great for tailgating. Compass has five seat belts but the middle person in the second row had better be a child. If you have children make sure you get the YES Essentials stain-resistant, odor resistant, anti-static seat fabric as it can handle just about anything they can spill on it.

A big plus in the Compass’s favor is the large amount of usable cargo space. There is up to 53.6 cubic-feet of cargo space with the rear seats folded flat (and they really fold flat), and it jumps to 60.7 cubic-feet when you fold the front passenger seat down flat.

For additional utility, Compass can tow a maximum of 1,000 pounds.

Jeep Compass standard safety features include side-curtain airbags, Brake Traction Control, driver-controlled three-mode Electronic Stability Program (ESP), Brake Assist, Electronic Roll Mitigation and Anti-lock Brake System (ABS) with rough-road detection.

The Limited 4x4’s starting price point may seem above entry level at $21,925 but the two wheel drive versions start at $16,800. My test version topped out at $25,410 with around $3,500 in options. The CVT2 and flashy alloy wheels accounted for $2,000 of the additional cost.

With high fuel prices here to stay, the Compass is way to enter the Jeep line without the penalty of higher mileage, insurance and window sticker costs. The flexible cargo options allow you to haul friends, family or a decent amount of gear.

The competition is tough in the segment as the Compass rubs fenders with the Toyota Rav4, Honda CRV and Hybrid Escape/Mariner combo. In the long run the Compass and sibling Patriot crossovers may prove to be more than a quick fix to entice consumers who may not have previously considered the brand. With the traditional SUV segment virtually grinding to a halt, you’ll be seeing more Jeep crossovers and probably a hybrid down the line.