Jeep Compass Trailhawk v Subaru Forester 2018 Comparison

Finding the epicentre

At first glance these two vehicles don’t look like obvious choices for comparison, but both bracket a knotty core of conflicting needs for buyers wanting a small-ish wagon that can cope off-road and also provide comfortable touring on the bitumen... All while costing less than $50,000 but scrimping on few of the comfort, convenience and safety features expected for a vehicle priced above $40,000.

The Jeep Compass Trailhawk is a small SUV, according to VFACTS, and the Subaru Forester XT Premium is a medium SUV. There’s a significant price difference too, reflecting that, and whereas the Trailhawk looks ready to tackle the bush, the Forester appears more at home on sealed roads. It fell to motoring.com.au to determine how close to the truth those respective perceptions were.

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Why are we comparing them?

Both vehicles appeal to ‘alpha customers’ of differing types. The perceived wisdom is that virtually nothing in the small SUV segment can match the Jeep off-road – with the exception perhaps of that segment outlier, the Suzuki Jimny. And the Trailhawk beats the Jimny with amenity and safety going for it.

Of medium SUVs, only the V6-engined Jeep Cherokee can overtake the Forester XT on a straight stretch of road. But the Subaru is significantly more frugal to run.

The Compass Trailhawk and the Forester XT Premium define the purchasing criteria for an eclectic selection of buyers who want an SUV that will competently head off-road, deliver comfort and long-legged touring ability on the road (but also park easily).

Who will they appeal to?

It would be tempting to presume that buyers attracted by the Jeep are the sort who like the whole ‘Wrangler’ lifestyle concept, but can’t face driving dynamics from the 1940s and refinement to match. Also, the Trailhawk is simply a better choice around town and on freeways, but will still give you some of that ‘beaten-path’ freedom for which Jeep is renowned.

The Subaru is likely to draw in former WRX buyers who have settled down. They now have a family, and the spouse would rather go rock-hopping at weekends, setting up tents and cooking on a gas stove than stand by dutifully on a wind-swept section of racetrack, watching a WRX power out of a corner.

How much do they cost?

Smaller by nearly 200mm and parked downwind from the medium SUV segment, the Compass Trailhawk is priced at $44,750, which is $3490 less than the Forester ($48,240). The Jeep matches the Subaru for airbags and advanced technology such as voice recognition, Bluetooth, reversing camera, satellite navigation and rain-sensing wipers.

There are other points of difference as well, but in many cases (often not conspicuous to the naked eye) these do favour the Forester, with features like a standard sunroof, matching alloy wheel for the spare, two extra audio speakers and an intelligent high-beam system. And by the time you add the two option packs fitted to the Jeep, the price is over $2400 more than the Subaru.

Offsetting that is the Jeep's better warranty (five years versus three) and 12-month/20,000km service intervals versus the Forester's six-month/12,500km intervals. A point concerning the Trailhawk's warranty however: if you expect to average more than 20,000km a year, you won't get the full benefit of the five-year duration, since it's limited to 100,000km.

The Forester's warranty is shorter, in terms of duration, but will remain in force for the three-year term as there is no limitation on kilometres travelled during the period.

Subaru advises the cost of servicing the Forester over the three years would be fixed at $2290.97. Over three years (or 60,000km), Jeep expects the Trailhawk would cost $1700 in total, but the next service – at 80,000km – will add $850, increasing the total by 50 per cent and taking it up to $2550. Total cost of ownership could then be a case of swings and roundabouts for owners travelling longer distances.

What do they do well?

Both the Trailhawk and Forester provide respectable steering response and feedback – better than the median for the respective market segments – although the Forester is slightly the better steer.

The Jeep's responsive diesel four-cylinder is naturally quite frugal (8.1L/100km over a test loop), and is matched to the smooth-shifting nine-speed automatic transmission. Bi-xenon headlights provided an even, long-ranging spread of white light, even on low beam, and came with the optional auto high beam facility, which proved very effective.

Inside, the Trailhawk featured adjustable vents for the rear passengers, and the Jeep's infotainment interface ('UConnect') is very flexible and easy to use, presenting multiple options for climate control, audio, satellite navigation and the integrated trip computer functions.

Unlike older FCA designs, the Trailhawk has an honest-to-goodness footrest for the driver's left foot. Praise the Lord. That puts it on an equal 'footing' with the Subaru. Finding the starter button is no problem whatsoever in the Trailhawk; it's in the place where the ignition lock barrel would normally be.

Lastly, the Compass feels like it has stepped up a notch from its predecessor, in terms of build quality – and it looks good too.

The Forester is not the very pinnacle of aesthetic design, by contrast [Ed: though a new model is just around the corner]. But the Subaru has a lot else to offer in compensation, including field of vision – the inside looking out, rather than the view from outside.

The boxer engine allows for a lower bonnet and cowl, so there's a more commanding view ahead, plus the headrest for the centre/rear seat won't obstruct vision to the rear. Overall, the Subaru feels light, airy and roomy inside. And it is physically larger inside, that's not just an optical illusion.

Levers in the boot of the Forester unlatch the rear seats to fold forward for extra luggage space. Under the floor of the boot is a full-size spare; and unlike the Trailhawk's spare – also matching the other four tyres, but on a steel rim – the Forester's spare is mounted on an alloy wheel matching the four road wheels.

On the road, its ride/handling balance is exemplary and grip on tarmac is significantly better than the Jeep's, despite the body roll in corners. The turbo-boxer engine is responsive and – at intermediate speeds – can overcome the elastic transmission of torque from the CVT for respectable straight-line performance.

Fuel consumption on a test loop finished up at 10.6L/100km – a good result for a reasonably potent turbocharged petrol engine. And the Forester's headlights are laudable too.

In the bush, the Forester with its X-Mode system enabled can match the Jeep's traction with the drive to the rear locked up. Deselect both the Trailhawk's locking mechanism and the Forester's X-Mode and the Subaru is actually more capable off-road.

It appears to offer wheel articulation that's ahead of the Jeep's, and can balance torque better from front to rear, for steep ascents.

But what was a little unexpected from both – especially the Forester – was how they refused to lay down and die at the sight of a decent grade or a deep rut. One wheel might start spinning, but if you kept the boot in it, each vehicle would do what it took to crest the rise.

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What could they do better?

Neither vehicle will win awards for seat comfort. The Trailhawk's front seats, despite a lot of optional electric adjustment, were flat, firm, shapeless and altogether uninspiring. The powered lumbar adjust was the one saving grace. Forester was little better, inflicting a 'numb bum' on the driver after just a short space of time.

Although the Forester is a typically good Subaru package, it still features a lever-type handbrake and rear-seat occupants must do without adjustable vents. While the major dials are a little easier to read at a glance than the Jeep’s, the graphic displays in the car’s infotainment system look glitzy and try-hard. The centre fascia controls are showing their age too, but they’re easy enough to use, in their defence.

Ride comfort in the Jeep is nothing to write home about, but it's probably an appropriate choice in a vehicle specifically designed for off-road work. That said, the Forester rides better, holds the road better and can usually match the Jeep in off-road situations anyway. A point of some concern with the Trailhawk was the constant cacophony of groans and creaking from the suspension during even gentle braking and cornering maneuvers.

The Jeep's diesel engine can be clattery when cold, but settles down once it's at operating temperature. Under load and at higher revs (above 5000rpm), the Forester's CVT whines annoyingly.

Which wins, and why?

This was a difficult decision. Depending on purchasing criteria and buyer's aspirations, either car could be considered superior to the other.

Both SUVs deliver in an off-road driving scenario (although they accomplished this in different ways). Around town the Trailhawk is practical and its styling appeals. We liked the UConnect system very much indeed and who could argue with the total cost of ownership factor – warranty, servicing and diesel fuel economy.

For its part, the Forester is significantly more affordable, spec for spec, it's a better drive at higher speeds, it's roomier, quieter and rides nicely too.

And considering everything else about the Subaru, it's the car we would choose for ourselves.

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How much does the 2018 Jeep Compass Trailhawk cost?

Price: $50,645 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 125kW/350Nm
Transmission: Nine-speed automatic
Fuel: 5.7L/100km (ADR Combined), 8.1L/100km (as tested)
CO2: 150g/km (ADR Combined)
Safety rating: Five-star ANCAP (2017)

How much does the 2018 Subaru Forester XT Premium cost?

Price: $48,240 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 177kW/350Nm
Transmission: Continuously variable
Fuel: 8.5L/100km (ADR Combined), 10.6L/100km (as tested)
CO2: 197g/km (ADR Combined)
Safety rating: Five-star ANCAP (2013)

Related reading:
>> Jeep Compass: Local Launch Review
>> New Subaru Forester: New York Motor Show Debut