Forget the bespoke dual-tone wheels, reshaped bumpers and black decal on the bonnet. The details that really help tell a Compass Trailhawk from the everyday versions of the SUV are the ‘Trail Rated’ badges at the sides. They are no less than badges of honour from Jeep, affirming this version’s off-road ability. The Trailhawk sits 27mm higher off the ground, its 4x4 system includes low range, and the off-road mode selector sees the addition of a dedicated ‘Rock’ mode — all to keep you covered for any off-road eventuality. And boy, does it deliver.
Jeep’s chosen trail for the media drive was serious off-road fare, with rutted tracks, steep ascents and descents, a mild water crossing and rocky paths. To the Trailhawk’s credit, the course didn’t feel as threatening as it looked. While the Compass’ relatively small size, fair articulation and impressive approach and departure angles were a boon in the wild, we were also deeply impressed by how far the Selec-Terrain system’s Auto mode could take us. On the real tricky stuff though, 4-Low was summoned. Low range engaged, the Compass Trailhawk seemed unstoppable and even chugged up, down and around a rock-laden incline with surprising ease. Sorry for the cliché but the 20:1 crawl ratio really does give the Trailhawk the abilities of a mountain goat.
However, the Trailhawk has some other pertinent firsts to its name. It’s the first Compass in India to get a BS-VI emission norms-compliant version of the 2.0-litre Multijet II diesel engine, and also the first to come in the coveted diesel-automatic spec. The automatic transmission in question is a 9-speed torque converter unit.
Jeep engineers have used the emissions upgrade as an opportunity to also fine-tune other aspects of the powertrain, and the very first point of note is how much quieter the engine is. The harsh clatter at idle has been muffled, the whistle from the turbo is gone and there’s less boom in the mid-range too. The characteristic Multijet drone is still present, but you hear much less from the engine bay.
Also different is how the engine delivers its power. The BS-VI version of the engine makes the same 173hp at 3,750rpm and 350Nm of torque at 1,750-2,500rpm, but the power comes in in a milder and more linear manner. Low-speed drivability has improved, and the engine stays likeable higher up the rev band too, but what’s missing is the older BS-IV-spec engine’s rush of power at 2,000rpm. Jeep has also recalibrated throttle responses to quicken low-speed response, and you can feel the difference in city driving.
Undoubtedly, what makes the biggest difference to the driving experience is the 9-speed automatic transmission. .
If not for outright performance, you’ll like the Trailhawk for its ride quality. Gentler rebound has addressed much of the standard Compass’ low-speed firmness, and even at higher speeds, the Trailhawk feels better damped. The Trailhawk is also nice to steer. Of the other things, the Compass Trailhawk’s interior is a straight carry-over from the standard version.
Interestingly, while the Trailhawk sits at the top of the Compass range, it isn’t the best-equipped version of the SUV on sale. It misses out on a powered driver’s seat, as well as auto headlights and wipers, features that are part of the package on the Compass Limited Plus. The latter’s massive panoramic sunroof is also a paid option on the Trailhawk.
The Trailhawk does come with standard-fit bi-xenon headlights, keyless go, cruise control and an 8.4-inch touchscreen infotainment system with onboard navigation, Android Auto and Apple CarPlay.
Off-roading buffs will find a great match in the Trailhawk. It’s a hardcore Jeep through and through, and one you’d confidently take to explore the expanse of our country in.
