Skoda Octavia VS Jeep Compass
Skoda Octavia
Likes
- Value (including ownership)
- Safety
- Dynamics
Dislikes
- No rear seat power options
- Non-linear power delivery
- Requires premium unleaded
Jeep Compass
Likes
- Excellent multimedia system
- New semi-premium interior
- Spacious cabin
Dislikes
- Overall drive experience
- Badly executed driver assist systems
- Poor value for money
Summary
Skoda Octavia
Skoda’s a bit like that brooding, low-key actor you know but sometimes struggle to recall. Like Jacqueline McKenzie or Ben Mendelsohn. Considered and respected but far from a preening red carpet showboat.
And the mid-size Octavia is the quintessential Skoda… for people seeking quality engineering and tech without feeling the need to make a boastful badge statement.
The fourth-gen Octavia has been in market here for three years and on the back of a recent safety upgrade this new SportLine model, offered in five-door Liftback and traditional Wagon form, adds extra design and specification spice for the same money as the existing entry-level Style.
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It lines up against traditional sedans and wagons like Toyota’s all-conquering Camry, established players like the Mazda6 and in-demand newcomers like the BYD Seal EV, not to mention the usual medium SUV suspects.
Stay with us on this first drive to see if this SportLine has what it takes to steer you towards the Skoda Octavia.
| Safety rating | |
|---|---|
| Engine Type | 1.4L turbo |
| Fuel Type | — |
| Fuel Efficiency | 5.8L/100km |
| Seating | 5 seats |
Jeep Compass
The Jeep Compass is something of a unicorn among the long list of small SUVs sold in Australia. It is now the only model in either the light or small-SUV category that is available with a diesel engine.
That diesel is found under the bonnet of just one variant – the rugged Trailhawk which is also the flagship of the range.
Aside from Suzuki’s adorable Jimny light SUV, the Compass Trailhawk is the only small SUV with some off-road ability.
After going on sale in Australia in late 2017, the second-generation Compass was overhauled as part of a mid-life update in 2021. Aside from subtle styling tweaks, the biggest change was a new multimedia system.
Has Jeep done enough to lift the Compass from an also-ran to a model that buyers should consider, or was the update too little, too late?
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 6.9L/100km |
| Seating | 5 seats |
Verdict
Skoda Octavia8.1/10
Is the Octavia SportLine your kind of automotive quiet achiever? It’s well-equipped and keenly priced with sleek yet understated looks, top-notch safety and a compelling ownership package.
It’s also fuel-efficient for its size and a refined, enjoyable drive. Before you go down that well-trodden mid-size SUV path I’d suggest adding this Skoda - Liftback or Wagon - to your new car short-list.Â
Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.
Jeep Compass6/10
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.
Design
Skoda Octavia
The Skoda Octavia is a crisp, contemporary design combining firm character lines and carefully sculpted larger surfaces with a hint of the brand’s VW Group ownership peeking through here and there.Â
And it’s efficient aerodynamically with a drag coefficient (Cd) of 0.259 for the Liftback and 0.287 for the Wagon.
The broad black grille is uniquely Skoda although the rear treatment is closer to generic premium Euro. Swap out the Skoda badging for four rings or a blue, black and white roundel and no one would bat an eyelid.
But the SportLine stands apart thanks to a gloss-black finish on the grille, mirror covers, rear spoiler on the Liftback and roof rails on the Wagon.
On top of that a rear diffuser and front spoiler have been added, the window surrounds are matt black and dual exhaust tips finish off the rear end.
The interior is dominated by a handsome multi-layer dash design with a 10-inch multimedia touchscreen in the centre and a 10.25-inch ‘Virtual Cockpit’ instrument display facing the driver.
The grippy ‘leather-appointed’, flat-bottom steering wheel has shift paddles lurking behind the rim, there are sporty alloy covers on the pedals and the roof lining is black.
The cloth ‘Sports Comfort’ seats look and feel great, the materials used are high quality and the Octavia shares its umbrella-in-the-door trick with Rolls-Royce, although it must be said, the latter provides two.
Jeep Compass
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.
Practicality
Skoda Octavia
At a fraction under 4.7m long, just over 1.8m wide and close to 1.5m tall, with a close to 2.7m wheelbase the Octavia SportLine Liftback and Wagon are at the upper end of the mid-size category.
At 183cm I’ve got plenty of breathing room in the front, the low-level dash helping to deliver a spacious feel.
For storage, there’s a generous area under an extendable, height-adjustable armrest between the seats, twin cupholders in the centre console, bins in the doors with enough room for large bottles and a decent cooled glove box. There’s also Skoda’s signature lined rubbish bin in the driver’s door.
In the back, sitting behind the driver’s seat, set to my position, I’ve got plenty of room for my feet, legs and head as well as enough shoulder room for three full-size adults on cozy, medium length journeys.
Adjustable ventilation is welcome and storage options include map pockets on the front seat backs, big door bins, oddments storage under the air outlets and a pair of cupholders in the fold-down centre armrest.
Connectivity and power runs to two USB-C outlets, a 12-volt socket and a wireless charging pad up front with a second 12V in the boot. No USBs or 12-volt for back-seaters, which is a miss.
Speaking of the boot, with all seats up the Liftback offers a competitive 600 litres of storage space, expanding to 1555L with the 40/20/40 split rear seat folded. Those numbers grow to 640 and 1700L in the wagon. Plus, there’s a rear seat ‘ski-port’ style door in both.
A space-saver spare sits under the floor, the tailgate is power-operated and for those keen on towing the Octavia is rated up to a 1.5-tonne braked trailer with trailer stability control standard.
Jeep Compass
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.
Price and features
Skoda Octavia
With the aim of giving the Octavia a value-focused mid-life boost, the SportLine adds some racy extras outside, inside and underneath and we’ll cover them in detail in the Design and Driving sections.
For now, it’s important to note it all comes at the same price as the already well-equipped, entry-level Style. That is, $40,590, before on-road costs, for the Liftback and close to $41,890 for the Wagon.
And to support this new variant’s arrival, national drive-away pricing has been set for both at an extra $1900 and $2100, respectively ($42,490 and $43,990).
Aside from that, the Sportline boasts a handy standard features list, the highlights being dual-zone climate control, adaptive cruise control, 18-inch alloy rims, auto LED matrix headlights, a power tailgate, a 10-inch media touchscreen (with voice recognition) and 10.25-inch digital instrument display, wireless Android Auto and Apple CarPlay, keyless entry and start, auto rain-sensing wipers, a reversing camera, built-in nav and eight-speaker audio.
An optional ‘Premium Pack’ ($3200) adds power adjustable front seats (with lumbar and memory function), heated front and rear (outboard) seats, ‘Adaptive Lane Guidance’, ‘Emergency Assist’, digital radio, tri-zone climate control and additional USB-C outlets. A panoramic sunroof is available on the Wagon for $1900.Â
‘Candy White’ is the single no-cost paint colour, with ‘Black Magic Pearlescent’, ‘Graphite Grey Metallic’, ‘Moon White Metallic’ or ‘Race Blue Metallic’ adding $770 to the price-tag while ‘Velvet Red Metallic’ steps up to $1100.
Overall, pretty good value for the category, even before you start factoring in the SportLine extras.
Jeep Compass
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.
Under the bonnet
Skoda Octavia
A 1.4-litre all-alloy, direct-injected, turbo-petrol four-cylinder engine sits under the Skoda Octavia’s bonnet, sending 110kW/250Nm to the front wheels via an eight-speed automatic transmission with ‘Tiptronic’ sequential manual shifting accessible via wheel-mounted paddles.
Jeep Compass
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.
Efficiency
Skoda Octavia
Skoda’s official combined cycle fuel economy number for the Octavia SportLine is 5.7L/100km for the Liftback and 5.9L per hundred for the Wagon, the 1.4-litre turbo four emitting 180g/km of CO2 in the process.
On the launch drive program covering urban, B-road and freeway running along the coast south of Sydney, NSW we recorded an average of 6.4L/100km in the Liftback. Not too shabby for a non-hybrid in this class.
Worth noting the minimum fuel requirement is the pricier 95 RON premium unleaded, though. Â
You’ll need 45 litres of it to fill the tank which translates to a theoretical range of around 790km… roughly 700km using our real-world number.
Jeep Compass
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.
Driving
Skoda Octavia
Skoda says the Octavia SportLine will accelerate from 0-100km/h in 9.0 seconds, which isn’t ferociously fast but far from sluggish at the same time, especially for a roughly 1.3-tonne vehicle. And the fact peak torque (250Nm) is available from 1500-4000rpm makes it easy to drive with plenty of oomph through the mid-range.
Worth noting, while the urge is there, the turbo four’s power delivery isn’t always linear, more often from step off, with the engine at times taking half a beat to respond to a squeeze of the accelerator pedal before the power arrives.
Nothing dramatic, however, and the ‘Shift-by-Wire’ eight-speed auto transmission is smooth, with ‘Eco’, ‘Normal’ and ‘Sport’ modes available, the latter holding onto ratios longer on the way up the gears and shifting down more readily when an extra burst of acceleration is required. And if you want to take full control, ‘manual’ shifts via wheel-mounted paddles are satisfyingly quick.Â
Suspension is strut front with a ‘compound link crank-axle’ at the rear, the latter being Skoda-speak for a torsion beam.Â
The SportLine’s suspension is 15mm lower than the Style’s with springs and shock absorbers re-tuned for sharper dynamic response. Yet, despite that and the standard 18-inch rims shod with low-profile tyres there’s no penalty in terms of ride compliance.
Even over coarse B-road surfaces the Octavia remains comfortable and composed. The steering is nicely weighted and road feel is good, with a nice connection between the front tyres and hands on the wheel.
Pressing on through the curves the car is stable and balanced with the (225/45) Bridgestone Turanza rubber gripping hard. And if you really have the bit between your teeth an electronically-controlled diff lock helps put the power down effectively.
Braking by ventilated discs at the front with solid rotors at the rear and under the pressure of some steep, twisting and fairly rapid descents stopping power is solid. The pedal is progressive on application and when easing off.
Under the heading of miscellaneous observations, engine noise is agreeably low, especially for a small capacity turbo-petrol engine, the sports front seats are supportive and comfortable over lengthy stints behind the wheel and a lateral slider located below the central multimedia screen to control audio volume is a neat ergonomic solution.
In the midst of the current arm wrestle between the design cleanliness of an on-screen volume control and the simple effectiveness of a physical dial the Octavia’s slider, while still a haptic-style operation, represents a safe and practical middle ground between the two.
Jeep Compass
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.
Safety
Skoda Octavia
Safety is one of Skoda’s strongest suits so no surprise the Octavia scored a maximum five ANCAP stars from assessment in 2019.Â
It includes active crash-avoidance tech highlights like AEB (with pedestrian and cyclist detection), a surround-view and reversing camera, ‘Park Assist’, lane departure warning, lane keeping assist, rear cross-traffic alert, rear parking sensors, tyre pressure monitoring and fatigue detection.Â
If an impact is unavoidable, there are eight airbags on-board, including a front centre and driver’s knee bag which holds up well in 2024 and shows how far ahead of the passive safety game the Octavia was when it launched here in 2021.
There are three top tethers for child seats across the second row, with ISOFIX anchors on the outer positions.
Jeep Compass
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.
Ownership
Skoda Octavia
The Octavia is covered by Skoda’s seven-year, unlimited-kilometre warranty, which is two years up on the majority of the mainstream market.
Roadside Assist is complimentary for the first year, renewed annually if you have your Octavia serviced at an authorised Skoda dealer.
The main service interval is 12 months/15,000km, which is in line with most of the competition and Skoda offers five- and seven-year service packs, the latter equating to $393 per workshop visit, which isn’t out of line for the segment.
And through Skoda Choice you can opt for a Guaranteed Future Value offer ranging up to five years and currently at a 6.99 per cent rate.
Jeep Compass
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.