2022 Hyundai Tucson vs Jeep Compass

What's the difference?

Well packaged and ultra-practical with strong performance, the Hyundai Tucson diesel has a lot going for it. Add excellent safety, solid economy plus a good ownership package, and it’s looking even better. The value equation could be sharper, driving refinement more polished and some may need time to acclimatise to its distinctive design. But the Tucson diesel is a quality mid-size SUV option. 

The Jeep Compass Trailhawk is a curious beast. On the one hand, it looks pretty cool, and it has a well-executed new interior, featuring one of the best multimedia set-ups in the business. It’s spacious and has a long list of standard comfort and safety gear.

Sadly, that’s where the positives end.

It is way too expensive for what you get, especially when you consider the quality of some of its rivals from mainstream and premium brands.

The driver assist features are badly in need of recalibration and the overall drive experience is a letdown.

If you really want a diesel-powered small SUV, perhaps look at one of the much better diesel models at the smaller end of the medium-SUV segment.

Although the Tucson’s silhouette follows a clearly recognisable mid-size SUV template the design details within it are distinctively different.

A multi-faceted grille blends with sectional, angular headlight clusters either side, and sits above the swoopy curved top of a secondary air-intake underneath. There’s nothing else remotely like it in the segment, or the market more broadly for that matter.

The car’s flanks are segmented by distinct creases running at an angle through the front and rear doors, accentuating the way they’re drawn inwards along their lower edges.

Our Elite grade test car’s 18-inch alloy rims are ‘busy’ in the style of a frenetic Cubist painting, and the geometric theme continues at the back with jagged tail-lights adding visual interest to an otherwise conventional rear end treatment. 

Available colours are on the 'muted' side: 'Titan Grey', 'Deep Sea' (blue), 'Phantom Black', 'Shimmering Silver', 'Amazon Gray', and 'White Cream.'

Inside the look is clean and simple with a two-tier dash top flowing in towards the large, central multimedia screen and ventilation control panel. A pair of chrome ‘rails’ define the upper level, also housing the air vents as they curve around and continue into the front doors. 

The interior palette is predominantly grey with gloss black and brushed metal accents, while the leather-appointed seats are fuss-free with detail metal highlights contributing to an overall relaxed, quality feel.

When the second-gen Compass was revealed, it was seen by many as a mini Grand Cherokee. Which isn’t a bad thing. It looks tough enough, but also has a softer edge than something like the Jimny.

As part of the 2021 update, Jeep refreshed the styling with slimmer LED headlights and a new daytime running light signature, a revamped bumper and seven-slot grille, as well as a broader bonnet.

The Trailhawk features variant-specific red and black decals on the bonnet, and a unique grille treatment, as well as the visible skid plates and red tow hooks.

It certainly gives the impression of having some off-road cred, and while some will love the Trailhawk name emblazoned across the bonnet, it’s a bit much for me. The 'Galaxy Blue' premium paint looks too sparkly in direct sunlight and has an almost purple hue.

An example of wishful thinking is the green ‘Diesel’ badge with a leaf next to it on the rear of the vehicle. Save the eco badges for your electrified vehicles, Jeep.

At just over 4.6m long, a little under 1.9m wide, and close to 1.7m high, the Tucson sits squarely inside the mid-size SUV class footprint.

Space efficiency in the front is impressive with the simple dash design and forward-sloping centre stack adding to a feeling of openness. There’s ample headroom for my 183cm frame and storage is plentiful.

There’s a pair of cupholders in the centre console, a tray incorporating a Qi wireless charging pad ahead of the transmission shift buttons, a bin/armrest between the seats, large pockets in the doors with space for bottles, and a decent glove box.

Move to the rear and legroom is impressive. Sitting behind the driver’s seat set for my position I enjoyed heaps of headroom and there’s enough shoulder room to make three adults across the back seat comfortably do-able for up to medium-length journeys.

Inclusion of twin adjustable air vents is a plus, and storage runs to a pair of cupholders in the fold-down centre armrest, deep bottle holders in the doors, and map pockets on the backs of the front seats.

Power and connectivity options include two USB-A sockets in the front (one multimedia, one charging only), plus another two (charge-only) in the rear. There’s a 12-volt outlet in the front console and another in the boot. 

Speaking of which, the critical boot space measurement is a useful 539 litres (VDA) with the rear seat upright, and no less than 1860L with the 60/40 split-folding backrest down.

Remote release handles for the rear seat on either side of the cargo area are a thoughtful addition.

We were able to fit the CarsGuide three-piece suitcase set and a bulky folding pram in with room to spare. Tie down anchors and bag hooks are included and a full-size alloy spare sits under the boot floor. Nice. 

If towing’s on your priority list the Tucson diesel is rated at 1900kg for a braked trailer and 750kg unbraked, plus ‘Trailer Stability Assist’ is standard.

The Compass sits in the small-SUV category but its larger dimensions mean it’s almost big enough to compete with models in the medium-SUV segment.

It’s longer, taller, wider and has a longer wheelbase than other larger small SUVs like the Kia Seltos and Honda HR-V, but isn’t as big as a mid-size Mazda CX-5.

It feels larger inside than other models it shares a platform with – namely the Jeep Renegade and Fiat 500X, that are no longer sold in Australia.

The biggest change ushered in by the update is the interior. Jeep has completely overhauled the cabin to the point that it’s unrecognisable compared to the pre-facelifted model.

The new dash design is much more appealing and the layout is well executed. There’s a mixture of soft-touch materials and plastic panels with red stitching running across the fascia. It’s so much more up-to-date than the old Compass and there’s a robust yet semi-premium look to the cabin.

A new steering wheel is in keeping with Jeep’s new generation of models that includes the Grand Cherokee due in Australia this year. It’s chunky, feels nice to touch and features clear audio, phone and cruise controls.

Jeep has persisted with its quirk of housing the volume and song/station skip buttons on the rear side of the steering wheel spokes. Once you remember which side volume lives (the right), it’s easy to change the levels. But surely it would be better to house them on the front of the wheel, with labels?

Storage wise, the glove box is narrow, as is the central bin, but it’s deep. The doors will hold 600ml bottles and the console houses two decent-sized cupholders with durable rubber lining which is easy to clean and can take a beating. The cupholders are separated by an upright phone holder.

Speaking of durable, that’s clearly the theme Jeep is going for with the Compass Trailhawk interior. It comes standard with rubber mats throughout, including the boot, which is great for protecting the carpet if you fancy a bit of camping.

What isn’t durable, however, is the cheap and tacky indicator stalk that feels like it will snap off every time you touch it.

After spending some time in European cars prior to the Jeep, it’s nice to experience strong air flow from the air conditioning system, especially at the height of a Melbourne summer. It’s also great to see physical buttons for the air con controls.

You can, however, also control the climate via the latest 'Uconnect 5' multimedia system housed in the 10.1-inch touchscreen.

This system is undoubtedly one of the Compass’ strong points. The modern graphics look very cool and the main icons make sense.

Once you dive into the menu there are extensive options but it’s not overwhelming. It’s intuitive and clever. The sat-nav visuals are clear and appealing too.

It’s an excellent set-up and better than systems from a whole host of Jeep’s mainstream rivals.

Apple CarPlay set-up was easy but there is an odd lag when selecting a command on the touchscreen that isn’t there when you use the Jeep system.

Another highlight is the exceptional Alpine nine-speaker audio system that’s part of the Trailhawk Premium package. It’s a belter!

The new digital instrument cluster has clear dials but changing the screen layout is fiddly. The Compass also lacks a head-up display.

The front seats with red embossed Trailhawk across the front look good, but the cushion feels like it’s elevating you in the seat. It’s not a problem with the power adjustment, it’s just the way the cushioning is designed. Thigh support is limited but upper body bolstering is good.

Visibility is impacted by the narrow rear windscreen and the tiny rear windows behind the C-pillar, that are pointless.

Rear occupants have access to lower air vents, a USB-A and USB-C port, 230-volt AC plug and a 12-volt DC plug. There are two map pockets, rubber floor mats and 600ml bottles will just fit in the door.

Space wise, there’s plenty of leg and toe room in the rear, and just enough headroom for this six-footer to avoid scraping the headliner.

Getting in and out of the front and rear seats is easy thanks to the Compass’ ride height.

The rear seats are flat and firm and the 60/40 split-fold seats have a fold-down central armrest with two cupholders.

When you open the power tailgate, the boot doesn’t look particularly big, but at 438 litres (1251L with rear seats folded), it’s five litres more than the Kia Seltos GT-Line and eight more than the Haval Jolion.

A full-size spare wheel lives under the boot floor and the cargo area features metal tie-down hooks and a small storage tray.

The cargo blind is useful but there’s nowhere to stow it when it’s not in use. And you have to lower the rear seats when you want to put it back in place.

Jeep’s pricing for the updated Compass range is at the higher end of the segment compared with its rivals. It starts at $37,950, before on-road costs, for the Launch Edition and tops out at $51,650 for the range-topping Trailhawk.

Our Compass Trailhawk test vehicle was fitted with options including premium paint ($895) and a 'Trailhawk Premium' package ($4195) that added heated and ventilated front seats, heated steering wheel, a panoramic sunroof and a nine-speaker Alpine audio system. That bumped the price up to $56,740 before ORC, meaning it’s about $60,000 on the road.

Top-spec versions of competitor small SUVs are much cheaper than that. The Kia Seltos GT-Line is $42,200, the Mazda CX-30 X20 Astina is $47,390 and even the European Peugeot 2008 GT Sport is $43,990.

Considering you can buy an Audi Q3 40 TFSI quattro for $61,600 or a Volvo XC40 T5 R-Design for $56,990, Jeep is creeping into premium territory with the Compass Trailhawk.

Luckily, Jeep has packed the Compass Trailhawk with loads of standard goodies.

The Indian-built SUV includes keyless entry and start, wireless charging, leather bucket seats, dual-zone air conditioning, eight-way power adjustable driver’s seat, power folding exterior mirrors, auto-dimming rear-view mirror, a 10.25-inch digital instrument cluster, a 10.1-inch multimedia screen housing a 360-degree surround-view camera, satellite navigation and wireless Apple CarPlay/Android Auto.

As the rugged Compass variant, the Trailhawk comes with off-road bits as standard, like underbody skid plates, a 180-amp alternator, two front (red) tow hooks, reversible carpet and vinyl cargo mat, low-range gearing as part of the four-wheel drive system, hill hold control and a terrain-type mode selector.

Despite all the standard gear and unique off-road features, it still doesn’t represent great value compared with its rivals.

Tucson diesel models are powered by a 2.0-litre, four-cylinder, common-rail direct-injection turbo engine. The all-alloy (D4HD) design is part of Hyundai’s ‘Smartstream’ engine family, producing 137kW at 4000rpm, and 416Nm from 2000-2750rpm. 

An eight-speed (traditional torque-converter) automatic transmission feeds power to Hyundai’s ‘HTRAC’ on-demand all-wheel drive system, a multi-mode set-up built around an electronic, variable torque-split clutch (using inputs like vehicle speed and road conditions) to manage distribution of drive between the front and rear axles.

As mentioned, the Compass Trailhawk is now the only remaining small SUV in Australia offered with a diesel engine. Well, from a mainstream brand at least. The BMW X1 is the only premium small SUV offering with a diesel donk.

The Jeep uses a 2.0-litre four-cylinder turbo-diesel delivering 125kW at 3750rpm and 350Nm at 1750rpm. It is paired with a nine-speed automatic transmission and comes with four-wheel drive as standard.

Hyundai’s official fuel economy figure for the Tucson diesel, on the ADR 81/02 - urban, extra-urban cycle, is 6.3L/100km, the 2.0-litre four emitting 163g/km of C02 in the process.

Over a mix of city, suburban, and freeway driving we saw a real-world (at the bowser) average of 8.0L/100km, which is pretty handy for a car of this size and weight (1680kg).

You’ll need 54 litres of diesel to fill the tank, which translates to a range of 857km using Hyundai’s official economy number, and 675km based on our ‘as tested’ figure.

Jeep’s official combined cycle fuel use figure for the Trailhawk is 6.9 litres per 100 kilometres. After a week of mixed but mostly urban driving, we recorded a much higher figure of 11.2L/100km.

The Compass has a 60-litre tank. Combined CO2 emissions are rated at 181g/km.

Maximum power of 137kW in a roughly 1.7-tonne SUV may not seem like a tarmac-tearing equation, but it’s the Tucson diesel’s hefty torque output that puts life into this machine.

Peak pulling power of 416Nm is available from 2000-2750rpm and this five-seater gets up and goes. You can expect 0-100km/h acceleration in the high 9.0sec bracket and mid-range punch makes the Tucson diesel an effortless proposition around the city and suburbs. Eight ratios in the auto means freeway cruising is relaxed, too. 

The downside of diesel is invariably engine noise, and although the Tucson’s 2.0-litre unit rarely lets you forget it’s there it’s not a massive deal.

While the auto is smooth and geared nicely, I’m not a fan of the electronic ‘shift-by-wire’ selector buttons on the console.

Yes, it saves space, and yes, Ferrari does it, but there’s something about the ability to simply move or flick a more conventional shifter that makes parking or three-point turning maneuvers smoother and less intense than pushing individual buttons.

The suspension set-up is strut front, multi-link rear, and unlike the majority of Hyundais released here in recent years this car’s tune is ‘global’ rather than one developed in local conditions.

On smooth surfaces the ride is supple enough, but typically patchy suburban roads make their presence felt. That said, the car feels stable and under control in corners, although the steering feels overly light, and road feel is okay only.   .

We stuck to the bitumen for this test, but those keen on light off-highway work will have Hyundai’s ‘Multi-terrain’ system at their disposal, with ‘Snow’, ‘Mud’, and ‘Sand’ settings offered.

All around vision is good, the seats remain comfortable and supportive over longer distances, and the brakes (305mm vented discs front / 300mm solid discs rear) are nice and progressive.

The big multimedia screen looks sleek and presents well in terms of navigation, although I’d be in favour of physical dials for major controls like audio volume. But you may feel differently.

Jeep claims the Trailhawk has some off-road ability, but we didn’t get a chance to test that. Most driving was around town, freeways and city fringe.

The first thing I noticed when I got behind the wheel was the awkward position of the accelerator pedal. It could be the wheel arch intruding into the footwell, but the right side of my right foot constantly brushed the carpeted panel. It’s annoying and a clear design flaw.

Another flaw is the idle-stop system. When you park, the idle stop kicks in and cuts the engine off. But if you want to properly turn the engine off and get out of the car, you have to do something to wake up the engine, then turn off the ignition. Another annoyance.

The diesel engine is responsive enough, but it lags on take-off and it’s not as torquey as expected. Accelerating hard doesn’t reward the driver with instant response, and momentum is blunted by steep ascents.

It does come alive around 3000rpm which seems to be a sweet spot.

The nine-speed auto can sometimes hold gears and the brakes are on the spongey side.

The Trailhawk feels like a heavy vehicle on the road. Much heavier than its 1621kg tare weight would suggest. As a result, it lumbers along and makes for sloppy handling.

It moves around the road too much and there is quite a lot of body roll in corners. It’s slow to respond coming out of corners, too.

The steering feels lazy and it’s weighted on the heavy side. It doesn’t make for an engaging steer.

Ride comfort around town is well sorted. For the most part, it absorbs speed bumps and crumby urban streets, without offering a truly comfortable ride.

Overall ride quality diminishes at higher speeds. It’s busy and jittery and never feels settled.

Needless to say, this is not the small SUV to buy for navigating city traffic or to take for a fun drive on your favourite twisty country road.

A brief section of unsealed road highlighted the excellent traction of the Trailhawk.

The 225/60 R17 Falken Wild Peak tyres produce a bit of tyre noise on coarse chip roads but otherwise the cabin is fairly well insulated from outside noise.

The Jeep Compass was tested by ANCAP in 2017 and the updated model retains its five-star rating.

It features a solid list of standard safety gear including auto emergency braking with pedestrian and cyclist detection, forward collision warning, lane departure warning, lane keep assist, rear cross-traffic alert, a driver fatigue monitor, adaptive cruise control and traffic sign recognition, blind spot monitor, tyre pressure monitor, parallel and perpendicular park assist, 360-degree surround-view monitor, and front and rear parking sensors.

It has six airbags but does not include a front centre airbag that helps minimise injuries during a side collision.

The proximity sensor for the surround-view monitor is overly sensitive when parking or in traffic. It beeps a lot when it doesn’t need to.

Thankfully you can alter the strength of many of the Jeep’s driver assist functions because there are so many audible alerts that it can be overwhelming.

The forward collision warning can also be overly sensitive and go off when there’s clearly no danger. On the flip side, the adaptive cruise control is too slow to respond, prompting me to brake before getting dangerously close to the car in front on the freeway. I had to double check that the car was fitted with adaptive cruise and not just regular cruise control.

Jeep’s 'Active Lane Management System' caused some headaches. It ping pongs you between lane markings rather than centring the vehicle in the lane. It’s jolty and pulls at the wheel far too much.

Again, you can change the strength, but even on the lowest setting it intervenes far too much and makes for a truly frustrating drive experience.

It’s an opt-out system and by the end of my time with the Compass I switched it off every time I got behind the wheel. It’s one of the worst lane-keeping systems I have come across in some time.

On the positive side, the 360-degree reversing camera display is top notch.

Hyundai covers the Tucson with a five year/unlimited km warranty, and the ‘iCare’ program includes a ‘Lifetime Service Plan’, as well as 12 months 24/7 roadside assist and an annual sat nav map update (the latter two renewed free-of-charge each year, up to 10 years, if the car is serviced at an authorised Hyundai dealer).

Maintenance is scheduled every 12-months/15,000km (whichever comes first) and there’s also a pre-paid option which means you can lock in prices and/or fold service costs into your finance package.

The first service is free (recommended at one month/1500km), and Hyundai Australia’s website allows owners to price maintenance costs out to 34 years/510,000km.

Over a slightly shorter timeframe a service for the Tucson diesel will currently set you back $375 for each of the first five years, which is in the middle ground for the segment. 

The Compass comes with a five-year or 100,000km warranty and five years of free roadside assistance. Every time you service your vehicle at a Jeep dealer, another year will be added to the roadside assist program.

The servicing schedule is every year or 20,000km for a diesel Jeep, whichever comes first.

Jeep offers a capped-price servicing scheme for the first five years. The Compass Trailhawk costs $399 for each of these services.