2017 Jeep Compass Trailhawk 4×4 [Review]: Jeep’s Compact SUV Goes to Finishing School

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May 10, 2017

The 2017 Jeep Compass Trailhawk in its natural element. [photo: FCA]

Jeep’s redesigned 2017 Compass lineup competes with the best-selling lineup of crossovers from Honda, Toyota, and Nissan. But being a Jeep, it seeks to be the off-road alternative to the more suburban competitors. And unlike its upstart, boxy, personality-infused, little brother, the Jeep Renegade, the Compass looks more like Jeep took the Grand Cherokee and shrunk it down into a compact SUV.

WHAT’S NEW

The dated Compass (and Patriot) vehicles are gone, with both replaced by the new Compass. Jeep is making the vehicle in four plants around the globe and selling it with 17 different engine variations. But here in the U.S., we only get one, the 2.4-liter, four-cylinder Tigershark engine that pumps out 180-hp and 175 lb-ft. of torque.

The Compass Trailhawk, Jeep’s off-road model, comes with a 9-speed automatic transmission. That works with the vehicle’s Active Drive Low 4×4 mode with a 20:1 crawl ratio and Jeep’s Selec-Terrain system, which optimizes the 4×4 for Snow, Sand, Mud, and, exclusive to the Trailhawk, Rock mode. The version also comes with Hill-Descent Control and 17-inch Falken all-terrain tires.

The Trailhawk version jacks the ground clearance to 8.7 inches, and spec’s front and rear fascias with a 30-degree approach angle and 34-degree departure angle and skid plates underneath. There’s even a full-size spare tire. You can check out TFL’s Nathan Adlen’s thorough off-road review of the Compass Trailhawk conducted in Moab, here.

Sticker price for the Compass Trailhawk starts at $29,690, destination charge included. That’s $1,700 more than the Jeep Renegade Trailhawk, which uses the same engine, transmission, platform, and roughly the same off-roading spec’s as the Compass. Which begs the question: Why would someone buy the Compass Trailhawk over the Renegade Trailhawk? We would assume that a Trailhawk buyer is interested in a more capable off-roader than road-tripper, and if there’s money to be saved, why spend it?

I put that question to Scott Tallon, Director of the Jeep Brand, who explained that they’ve found that there are two Jeep buyers out there: the traditionalists who gravitate to the Wrangler/Renegade and their boxy shapes, and those who equate Jeep with the more sophisticated and premium (and pricier) experience of the Grand Cherokee. “They are totally different customers,” he said. “And even geographically, we know that some parts of the country are going to be Renegade country and the rest is Compass country. With the new Compass, we feel that we have everyone covered.”

PERFORMANCE

Over the course of 253-miles of highway and city driving across the Denver metro area, including some time in a freak snowstorm, the Compass was fine as a daily driver. The relatively short wheelbase made it easy to maneuver in traffic and parking lots. Compared to the Renegade, the Compass is a smoother ride on the freeway thanks to the more aerodynamic shape. In a narrow, twisting canyon road, we felt most comfortable driving at the posted speed limit, which is okay considering we’re in an off-roader, not a sports car. And we’ll leave it at that.

The Compass Trailhawk has an EPA rating of 22 mpg city, 30 mpg hwy, and 25 mpg combined. We averaged 22.8 mpg according to the vehicles trip computer, which we found surprising, since the majority of our miles were on freeways and highways, not city streets or stuck in traffic.

On the freeway and two-lane highways, we found the 2.4-liter engine lacking during passing maneuvers. Mash the accelerator, and the Compass slowly turns on the power. Part of this limpness can be attributed to the thinner air at elevation. But on a steep hill-climb that started from a stop at an elevation of more than 6,500 feet, we found a surprising amount of torque propelling the Compass upwards to about 40 mph. That leads us to believe that the true gremlin in this Jeep’s use of power lies with the math responsible for managing the automatic transmission.

Inside the 2017 Jeep Compass Trailhawk *[photo:FCA]*

COMFORT AND CONVENIENCE

The interior of the Compass is well designed. Controls are intuitive and FCA’s updated Uconnect infotainment touchscreen is still one of the best in the business for its simplicity and ease-of-use. Our test vehicle’s massive glass sunroof (a $1,295 option) does what Jeep does best; bring the outside in. Without it, we think we may have felt a bit more cramped inside.

Small front seats exacerbated that feeling of being cramped. The bottom of the headrest hit any drivers over six feet tall square in the back of their shoulders blades. Around town on our various drives the ill-fitting seat was merely annoying. On a cross-country road trip, we imagine that issue could drive us insane.

With the front seats set to accommodate six footers, legroom in the rear seats was very tight. But headroom was the real issue: Anyone over six feet tall had to slouch their heads to fit. Granted, without the panoramic sunroof eating into the cabin’s headroom, this likely wouldn’t have been a problem.

The Compass has more cargo space than its little bro, the Renegade. *photo: FCA*

UTILITY

Cargo space is one place where the Compass kicks the Renegade’s butt. The Renegade’s 18.5 cu ft. of space behind the rear seats is mostly vertical. The Compass’s 27.2 cu. ft. of room is more than 30 percent bigger and more horizontal, a.k.a more user- and dog-friendly. It’s here that the Compass proves its can be worth more than the Renegade. Over the course of several years of ownership, this extra real-world utility is worth the higher price.

TEST VEHICLE MSRP: Our Jeep Compass Trailhawk 4×4 started with a base price of $28,595. Optional equipment included Navigation, power driver’s seat, remote starter and power liftgate, panoramic sunroof, safety tech. Total price including destination charge: $33,815.

Check out TFL’s Roman Mica driving impressions of the new Compass at Jeep’s press introduction held earlier this year in Texas Hill Country:

Dodge Challenger Hellcat Races Ram Power Wagon: Pavement vs. Dirt [Video]

By

Grant Davis

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May 10, 2017

The Hellcat vs. Power Wagon grudge match to determine King of the Rockies.

Roman pilots the Dodge Challenger SRT Hellcat the long way up the Rocky Mountains on pavement. Nathan steers the Ram Power Wagon and via dirt on Gold Mine Hill.

THE CHALLENGERS	2016 Dodge Challenger SRT Hellcat	2017 Ram Power Wagon
Engine	Supercharged 6.2-liter V8 707 hp; 650 lb-ft. torque	6.4-liter HEMI V8 410 hp; 429 lb-ft. torque
Transmission/Drive	8-speed auto. rear-wheel drive	6-speed auto. 4×4
Curb weight	4,476 lbs.	6,996 lbs.
MSRP	$65,490	$52,690
Secret Sauce	Um, did you see its 707 hp?	Can crawl up and over almost anything.

Who will win? Watch and find out as TFLcar takes you behind the scenes to show you what goes into producing a signature TFLcar Mash Up.

2018 Jeep Grand Cherokee Trackhawk Prototype Caught Towing in the Rockies [Video]

By

Grant Davis

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May 10, 2017

2018 Jeep Grand Cherokee Trackhawk — The 2018 Jeep Trackhawk prototype. *[photo: TFLcar]*

Roman Mica caught Jeep’s yet to be released 707-hp Grand Cherokee Trackhawk blasting up I-70 where it climbs up the Continental Divide from 9,000 feet to 11,000 feet. And the Trackhawk did it while towing a Jeep Compass. The quad-exhaust pipes on the rear would indicate that there’s a supercharged 6.2-liter Hellcat V8 engine under the hood.

So can the Trackhawk fly uphill even while towing roughly more than 5,000 pounds of SUV behind it? See what Roman saw for yourself.

2017 Ford Fusion Energi Hybrid [Review]: The Eco-Fusion Goes Upscale

By

Arv Voss

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May 9, 2017

Ford upgraded the Fusion Energi to Platinum trim for 2017. *[photo: Ford]*

For a number of years, the Ford Fusion Energi Hybrid has been rated as one of the best plug-in hybrids available. That ranking could well become a thing of the past, as more and more manufacturers are producing entries in both the hybrid and plug-in hybrid arena.

WHAT’S NEW

For the 2017 model year, Ford has refreshed the Fusion Energi with an exterior facelift along with some significant interior upgrades, and the addition of a more upscale Platinum model for consumers who are ecologically minded, but who also want to be pampered with luxurious features.

There are new LED headlamps and taillamps, the front fascia is new, and features a wider, more angular grille, chrome garnishes and LED fog lamps. The rear fascia and lower decklid are also new, and the17-inch wheels have been redesigned. Visually, the Ford Fusion Energi is considerably more attractive and appealing than many of its competitors. It projects a sleek, aerodynamic profile, with the upward sloping hood flowing into the sharply raked windshield, which continues over the gracefully curved cabin into the flowing rear window that culminates with the short deck and its integrated spoiler lip. All of the car’s lines are smoothly curved, suggesting rapid forward motion, even when parked.

The 2017 Ford Fusion Energi Plug-in Hybrid test vehicle came in Platinum trim. The base sticker read $41,120, but the final cost came to $39,995 after adding in the Destination and Delivery charge and then subtracting the significant government tax credits available. The 2017 Ford Fusion Energi is higher priced than the non-plug-in Fusion hybrid, but local, regional and national EV incentives can significantly reduce the sticker price, bringing the cost more in line with its non-hybrid stablemates.

Ford Fusion Energi Eng — *[photo: Arv Voss]*

PERFORMANCE

The Energi’s front-wheel power source remains the same with a 118-hp electric motor working in conjunction with a 141-hp 2.0-liter Atkinson-cycle four-cylinder gas engine that puts out a total of 188 horsepower. The Fusion Energi can be propelled at speeds up to 85 mph on electricity alone. The Energi’s EV mode allows the driver to limit the gas engine’s operation to only extreme power demands, as passing scenarios or in ascending steep hills.

A 7.6-kWh lithium-ion battery pack continues to provide the energy for the electric motive force, drawing its charge while underway from a second motor/generator driven by the engine and from the regenerative braking system. An external electrical source handles recharging duty when plugged in to a charger. The Energi provides a larger battery pack, over the conventional non-plug-in Fusion hybrid.

Ford claims 22 miles of range on one charge. *[photo: Ford]*

EPA ratings for the 2017 Fusion Energi when using both gasoline and electric power are 95 MPGe city, 81 MPGe highway, and 88 MPGe combined. For drivers who are able plug in often and who commute only short distances in a reserved fashion can enjoy incredibly impressive fuel economy.The Fusion Energi is able to travel 22 miles exclusively on electricity, unlike the regular hybrid. If never plugging in, the Energi simply becomes a 42-mpg hybrid that’s no more efficient than its standard and lighter weight hybrid sibling.

When driven in a responsible and sensible manner, the Ford Fusion Energi Plug-in Hybrid provides a pleasantly smooth and quiet ride quality in its electric mode. Tipping the scale at almost two tons, the combined 188 horsepower in its hybrid mode is not a dragster — it’s even slower in the pure electric mode. But hurtling through the atmosphere at break-neck speed isn’t what the Energi is all about.

When the gasoline engine kicks in, it is a seamless transition. The tires are the low-rolling-resistance variety and place the emphasis on fuel economy rather than grip, so race track maneuvers are likely to trigger chirps or squalls, and possibly an intervention from the stability-control system. Braking seems on the sensitive side of the equation at slower speeds, but familiarity takes care of the issue. Another approach is to press the Low Gear button atop the shift dial.

The Platinum trim gets plush leather seats and wrapped steering wheel. *[photo: Arv Voss]*

COMFORT AND CONVENIENCE

The Hybrid and plug-in hybrid playing field is rapidly becoming more crowded, with several new players entering the game. The Fusion hybrid lineup isn’t necessarily the most efficient, but it does look good (and, in my opinion, better than many other options). And the Fusion hybrids drive well, providing the latest in safety features, infotainment and technology. Comfort and convenience features abound.

Interior upgrades include a restyled center console featuring a rotary-type gear selector and repositioned cupholders with more space for a longer armrest and improved open storage area access in the lower dash. Ford’s improved Sync 3 infotainment system with navigation comes standard on Energi models. Consumers who opt for the more expensive Platinum model get Medium Soft Ceramic toned, quilted leather seats and stitched, thickly padded leather in antiqued cocoa atop the dash and on the steering wheel.

TFLCAR’s TAKE: For Blue Oval fans who are in the market for a hybrid vehicle, the Ford Fusion Energi Hybrid is a reasonable choice, unless you absolutely hate CVT transmissions.

For a more detailed look at the Platinum trim on Ford’s 2017 Fusion, check out TFLcar’s video below.

SPECIFICATIONS: 2017 Ford Fusion Energi Hybrid

Base Price: $41,120
Price as Tested: $39,995
Engine Type and Size: 2.0-liter, DOHC, 16-valve Atkinson Cycle inline 4-cylinder Energi plug-in hybrid electric vehicle with ECVT auto Trans powersplit
Horsepower (bhp): 141 @ 6,000 rpm
Torque (ft./ lbs.): 129 @ 4,000 rpm
Electric Motor: 88kW Permanent Magnet AC Synchronous motor, 7.6 kWh Lithium-Ion battery with 35 kW Battery Peak Power. Total combined system horsepower=188 (195 in VCharge-Depletion Mode)
Transmission: Hybrid E-CVT
Drive Train: Transversely mounted front engine / Front-wheel drive.
Tires: Michelin Energy Saver A/S 225/50 R17 V mounted on 5-“V”-spoke silver painted alloy wheels
Fuel Capacity: 14.0 gallons
EV Range: 21 miles
Total Range: 610
EPA Mileage Estimates:
43 mpg city / 41 mpg highway
104 city / 91 highway MPGe

2017 BMW 530i Review: All-New 5 Series Packs a Few Surprises [Review]

By

Andre Smirnov

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May 9, 2017

2017 bmw 530i luxury sports sedan — 2017 BMW 530i //*photo: TFLcar*

What would you expect from an all-new 2017 BMW 5-series? If you think larger, lighter, more powerful, more nimble, and faster, you would be correct. But as we found out, the 530i we tested also packs a few surprises.

WHAT’S NEW

First, the BMW 530i designation refers to its 2.0-liter turbocharged, four-cylinder engine under the hood. This is the 5-series’ base engine, and it’s not new to the 5-series family. Still, this year’s turbo packs more power: 248 hp @ 5,200 rpm and 258 lb-ft of torque @ 1,450 rpm. It’s mated to a traditional 8-speed automatic transmission that delivers all that juice to out rear-wheel-drive sedan.

At first glance, it’s a bit strange to have a small turbo-four in a car with the stature and status of a 5-series. Still, this is not a slow car. According to BMW, the 530i clocks a 0-60 MPH time of 6.0 seconds flat. And buyers of the 530i spec’d with BMW’s xDrive AWD system can see that time drop to 5.8 seconds.

The car is about one inch longer than the previous generation, yet BMW says they saved about 137 lbs. of weight through the the use of aluminum body components. If you were expecting a carbon-composite body, which BMW’s new 7-series features, sorry, you won’t find it here.

After you add all of the options to out 530i test vehicle, the final sticker price comes in at over $72,000. That’s a steep price to pay for a 5-series with a base engine, but it demonstrates configuration flexibility of the new 5. You can option the 530i, 530e, 540i, and 550i xDrive with a variety of options to your liking.

PERFORMANCE

The new 530i grew on us the more we drove it. Our test car came equipped with a rear steering system that surely helps with low-speed maneuverability and high-speed quickness of response. And while there is not a lot of feedback coming through the steering wheel, the car stays flat and neutral through corners. The optional M brakes package is superb.

Nathan Adlen did several 0-60 MPH run in the car at our IMI Motorsports test facility, and you can watch his best run in the video below. In short, we clocked 6.6 seconds, a very respectable result for this car considering that our speed runs happened at a mile above sea level (with about 17% less air density for the turbo to shovel into the engine).

The 530i is EPA rated at 24 MPG city, 34 MPG highway, and 27 MPG combined. We managed just 24.2 MPG over a mix of city, country, and freeway driving. To notch better numbers, we could’ve left the vehicle in BMW’s clever Eco Pro mode that employs auto start/stop and transmission coast function. The latter is very seamless and lets the car coast (in neutral) whenever throttle input is not required. But we didn’t. Our interest was to see how responsive and quick BMW’s little 2.0-liter was.

2017 BMW 530i and its slick customizable instrument screen

COMFORT AND CONVENIENCE

The 530i’s interior is as comfortable and luxurious as you would expect from BMW. Both front seats offer several massage functions. The updated iDrive 6.0 infotainment is pleasant surprise if you love technology, but it could result in information overload if spend too much time in it. We counted seven different ways to interact with the system. Push the buttons and twist the knobs on the dash. Use the iDrive rotary selector and draw letters/symbols on it. Call out voice commands. Touch the large center screen (if your fingers can reach it). Try the gesture control interface — twirling your index finger controls the audio volume, swiping your hand in the air lets you accept or deny phone calls. Wirelessly pair your iPhone with Apple CarPlay integration. And, oh yeah, use the control buttons mounted on the steering wheel.

The 360-degree camera views and data on the 2017 BMW 530i // *photos: TFLcar*

The surround view camera system and proximity alerts are better and more useful than ever, and from our experience, much less annoying. As befitting a high-end, technology-packed vehicle, the 530i can be optioned with adaptive cruise and lane keep assist systems.

This is what Nathan Adlen has to say about the all-new 2017 BMW 530i.

2017 Nissan Rogue Sport Review: Is This Smaller Crossover Just Right For You? [Video]

By

Andre Smirnov

-

May 8, 2017

2017 Nissan Rogue Sport review — 2017 Nissan Rogue Sport

The new 2017 Rogue Sport is coming to the United States for the first time. It’s about a foot shorter than Nissan’s best-seller – the Rogue crossover. The question is – if the Rogue is too big, could the Rogue Sport be just right for you?

The Rogue Sport is not entirely new. It has been on sale in countries outside of North America as the Nissan Qashqai. In United States trim, it’s powered by a 2.0-liter four-cylinder engine that is mated to an Xtronic CVT. The engine produces 141 hp and 147 lb-ft of torque. This is very similar to the engine that is in the bigger 2017 Rogue Hybrid. Fuel economy ratings are near the top of the segment, but are not class leading.

The Rogue Sport FWD is EPA-rated at 25 MPG city, 32 MPG, and 28 MPG combined.

The AWD model is at 24 MPG city, 30 MPG highway, and 27 MPG combined.

The Rogue Sport competes against the likes of the Honda HR-V, Toyota CH-R, and the Mazda CX-3.

What about price? The Rogue Sport S FWD starts at $21,420, which is more than many of its competitors. This is price is about $1,200 more than an even smaller Nissan Juke.

The Rogue Sport interior will be very familiar to you if you have been in a Nissan recently. It’s basically the same interior as in its bigger brother – the 2017 Rogue.

Check out Roman’s thorough review and informative specialist interview right here.

2017 Mazda CX-5 Goes Off-Road And Into a Blizzard [Review]

By

Grant Davis

-

May 8, 2017

The crew at TFLcar knew that Mazda’s 2017 update to its best-selling CX-5 compact crossover was a knockout. But how would its 2.5-liter, 187-horsepower, four-cylinder engine with 185 lb-ft. of torque cope with Gold Mine Hill’s 9,000-foot elevation and off-road dirt? Come with TFLcar’s Nathan Adlen as he tackles Gold Mine Hill and pushes a fully-loaded $34,380 CX-5 AWD and its 7.6-inches of ground clearance right up to its limits.

BONUS: Watch Andre Smirnov from TFLcar plow the CX-5 through snow drifts during a late spring blizzard in the Rocky Mountain High Country and serve up an order of fresh donuts in the parking lot.

Is This a 2018 Jeep Wrangler Diesel Prototype (JL) Testing in Public? [Spied]

By

Andre Smirnov

-

May 7, 2017

There have been a few next-generation 2018 Jeep Wrangler (JL) prototypes testing in public. You may have seen some images of these camouflaged off-road rigs floating around. What makes this prototype interesting? Jacob S. sent these images to us from Michigan. He reports that he noticed a “bit of dark smoke” come out of this prototype after a hard acceleration. Below is what excerpt of what Jacob said.

I spotted this prototype Jeep Wrangler. He noticed I was taking pictures and started to drive away very quickly. As he started to pull ahead of me I noticed a bit of “dark” smoke come out of the exhaust. Could this be the 3.0 Ecodiesel Wrangler? They are using LED headlights on this model.

Big thanks to Jacob for providing the images and his observations.

We still do not have official information from Jeep about the next-generation JL Wrangler. They are rumors of three engine options: turbocharged four-cylinder gas engine, naturally aspirated V6, and a turbo-diesel. Again, this is unconfirmed.

Jeep CEO, Mike Manley, told TFLcar that consumers and enthusiasts can expect the next generation Wrangler to be just as capable off-road (if not better) as the current model.

Here is a video interview where Mike Manley and Roman Mica discuss the future of Jeep: Jeep Compass, Jeep Trackhawk, and Jeep Wrangler.

Of course, the Jeep Wrangler is sold in other countries with a turbo-diesel engine. Check out Nathan Adlen taking a Wrangler Diesel from Germany on our Gold Mine Hill off-road trail in Colorado.

WHAT’S NEW

PERFORMANCE

COMFORT AND CONVENIENCE

UTILITY

WHAT’S NEW

PERFORMANCE

COMFORT AND CONVENIENCE

WHAT’S NEW

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