• HOME
• 
• AUTO LISTINGS
• 
• FINANCE
• 
• NEWS
• 
• DIRECTORY
• 
• REVIEWS
• 
• FORUM
• 
• BLOG
• 

2008 Jeep Patriot Road & Trail Test

At around 40 miles in length, the Apache Trail is one of the mostchallenging roads in Arizona, let alone North America. Past the midway point of Tortilla Flats, it sheds its pristine tarmac for a single, narrow, unpaved lane that tightly wraps its way around the mountain range. How such a road managed to evade America's fastidious Health and Safety regulations board is beyond me. All I know is that it feels just like the Special Stage of a rally, and it was on these roads that I began to understand just how good of an all-rounder the new Jeep Patriot is. Later that day, I’d learn how good of an off-roader a car could be.

But before getting to the drive, one as exhilarating as it was perilous, something needs to be addressed. Why does Jeep have two mechanically identical models?

During the creative brainstorming phase, Jeep's design team producedtwo designs that could potentially work for a new compact Jeep. One was the Willys concept, the other the Compass. Focus groups liked them both, but unusually

The Lonesome Crowded West... (Photo: Justin Couture, American Auto Press)

they were received equally well. Female buyers and the Europeans favored the look of the bulbous Compass, what males and the American half of DaimlerChrysler liked the rugged look of the Patriot. Since both sides were equally positive, and the differences that separated the two were mainly cosmetic, Jeep ended up with two vehicles. Don Renkert, who was the head stylist of the Patriot, and incidentally also responsible for the Commander, evolved the Willys concept truck by taking bits and pieces of the design and scaling them down to fit the Patriot's smaller frame. What we end up with is a little Jeep that has the profile and size of the old XJ-series Cherokee, and the same wraparound cornering

"Jeep Rugged" styling language sees a return to creased edges. (Photo: Justin Couture, American Auto Press)

lamps, clamshell hood, trapezoidal fender flares and general detailing around the nose of the Commander. Believe it or not, the Patriot is within an inch of the old Cherokee in most dimensions. Putting this into perspective means that the Patriot's frame is really big, or the old Cherokee was really small.

Though the Patriot, at first look, appears to be a selection of lines that resemblean old-school Jeep, everything about its design is calculated. That windshield isn't flat, it's merely upright. From the side profile, the windshield bows heavily towards the center, which significantly cuts wind noise at its most audible source. Subtle touches around the body, such as the lower moulding, channels air around

Curved windshield reduces wind noise. (Photo: Justin Couture, American Auto Press)

the wheels and tires, reducing wind noise and bettering the vehicle's fuel consumption. It's clearly subjective, but the Patriot sounds quieter than the Compass. Anyhow, this gives the newer model the unmistakable look of a Jeep, ideal for new buyers who otherwise might've bought used, or for that matter not bothered at all.

To anyone who's been in a Compass, getting into a Patriot might inducea bout of déjà vu. Aside from the door panels, and the structure above the window line, the Patriot's interior is identical to the Compass. That means a lot of budget-grade plastics, although where I'd normally criticize the Caliber and Compass the Patriot gets a bye. Jeeps are supposed to be durable, rough and tumble machines that get marked, scratched and such during hard use. And while

On the Limited trim level, leather heated seats are standard. Nav optional... (Photo: Justin Couture, American Auto Press)

the dash and door panels might feel like they were extruded on the same line as the wipe-down UltraFloor in the cargo bay, I can see why they've done this. The only thing I might suggest is slightly less shine to the finish on the flat surfaces of the dash top, which get Grade A marks for reflecting early morning sun into my eyes. No squeaks and rattles were heard on the preproduction test cars, but some sharp edges around the console, storage cubbies and tailgate trim were found. The front bucket seats proved good ergonomic design can be had in an affordable car, though the hollow headrests annoyed me to no end. These seats can be trimmed in wipe-down vinyl, YES Essentials cloth, or heated two-tone leather.

Meanwhile, those in back have class-leading leg and headroom, and whereavailable, reclining rear seats

Lots of available features... (Photo: Justin Couture, American Auto Press)

and privacy tint glass. Yet, like the Caliber and Compass, things don't seem as roomy as they're made out to be on the spec sheet, perhaps because there's nowhere for your feet since there's no under front-seat space. Otherwise, there's an abundance of room for outdoorsy gear in the cargo area. The available tonneau cover has two mounting points to accommodate different rear seatback angles, and the front seats can even be folded flat for those impromptu surfing trips, plus younger buyers are sure to revel in the swing-down 458-watt MusicGate speakers. Twelve-volt outlets are generously scattered around the car, and there's even a 115-volt DC socket that accepts standard household prongs mounted below the sliding armrest console. Still, the Patriot cries out for the ChillZone dash-top cooler from the Caliber. What gives?

Besides the upright driving position, to drive, it's quite plausible to think you're piloting

No transfer case so to speak, but rather just a little T-Bar. (Photo: Justin Couture, American Auto Press)

a rally vehicle. Body roll is surprisingly well suppressed -- especially for a vehicle of this type -- and though the tires of the front-drive model I drove scrap for traction on the way out of bends, the Patriot wasn't fazed, not even slightly. It helps that the hefty rim of the steering wheel yields turn-in that's pretty free of slack, and although feel is a touch numb and it's hard to play with the throttle on these surfaces, the little Jeep conveys a sense of security without sucking out all the fun - important given the 200-plus-foot drops of which many a mangled vehicle lay on the jagged rocks below. That provides a nice, smooth segue into the Patriot's high level of safety equipment, which includes standard ABS brakes, ESP stability control, roll mitigation, plus front and curtain airbags with seat-mounted side ones being offered later in the year at extra cost.

The 2.4-liter World Engine, the standard powerplant for the Patriot, is also quite

An engaging drive for an SUV, just skip out on the CVT if you can. (Photo: Justin Couture, American Auto Press)

powerful for the entry-level compact segment,making 172 horsepower and 165 lb-ft of torque, which is more than rivals from Honda and Toyota muster; in base trim at least. It's got the same ups and downs as all the other members of the World Engine family, including high technology and decent output, but it's thrashy and noisy. Jeep had Patriots with the five-speed manual gearbox on-hand, which is a combo that I hadn't yet tried. The manual is alright and the clutch is light and friendly (though not as friendly as the stall-proof Wrangler), but the shift quality is a mixture of stickiness and notchiness. Importantly, it gives the driver greater control, and considering the optional CVT alternative, it's the way to go if DIY driving is not a challenge. The console-mounted gear lever is never more than a couple of inches away from your right hand at any point in time, which encourages you to shift up and down to your hearts content. This combination brings out the best of the Patriot's lively spirit.

And then

You can do this in a Patriot. You can't do this in a Compass or a Caliber. (Photo: Justin Couture, American Auto Press)

there's the CVT. If you've read other roadtests based solely on the CVT model, it's easy to be turned off. It's the same Jatco unit found in the Dodge/Jeep models that share the Patriot's architecture, but in a way it's worse off as this new Jeep's CVT doesn't have the AutoStick manual mode which allows the driver to cycle through artificial ratios, which gets you around the dreaded rubber band effect. Acceleration up a hill for any stretch of time sees the needle swing to 6,000 rpm and stay there, filling the cabin with unhappy sounds of engine thrash. I’m not sure the 6-8 percent improvement in fuel economy over a regular automatic is worth the drone.

Jeep also offers an optional engine, a smaller 2.0-liter version of this 2.4-liter unit, but it can only be had with the CVT gearbox mated to front-wheel drive. Its purpose is little more than a marketing initiative, which allows Jeep to say it has a vehicle that meets the golden 30 mpg highway - the same figure that the 2.4-liter front-wheel drive Patriot produces with a manual gearbox. Big whoop. Avoid this combo

Or this... okay, you might be able to, but I wouldn't recommend it. (Photo: Justin Couture, American Auto Press)

at all costs. First of all, there's less power at 158 hp and 141 lb-ft of torque, which means you'll be flooring the car all the time to get it moving and therefore using more fuel, while subjecting all inside to the drumming of the engine. Learn how to drive a manual... be happy.

So far, the Patriot looks to be a useful tool for those who live the outdoorsylifestyle, but what really matters is how it goes when the going gets truly tough, which is measured by how well it takes to an off-road trail. Quite obviously, 4X2 front-drive models were meant to thrive in concrete jungles, and even for those in rural areas the 4X4 model with Freedom Drive should be more than plenty. Using an electronically controlled coupling, it busily keeps tabs on the road's surfaces and throttle input, deciding how much power is to be sent to whichever wheels need it (up to 60-percent to the rear wheels). A locking mode keeps it fixed at 50-50. What separates the Patriot from the Compass, however, is that it's the only one available with the Off Road Group and Freedom Drive II, which elevates it to Trail Rated status with the appropriate fender badging. Chuckle,

But because it's cheap, and has a lot of electronic and heavy-duty equipment, don't be afraid to take it off-road. It can cope. (Photo: Justin Couture, American Auto Press)

as most Wrangler owners (and even Liberty owners) will, but the new top-line Patriot is pretty darned capable. With a one-inch lift from the standard model for a total of 9.0 inches of total ground clearance, plus its class-leading approach, departure and breakover angles from its teensy overhangs, it can negotiate its way over, under, through and around many an unnerving obstacle course. The off-roading package also comes with a driver's side height seat adjustment, which lets you see where you're going; very important when driving, you know.

Prior to leaving the pavement, I couldn't help but think that taking the Patriot off roading was like fifth-wheel towing in a PontiacSolstice... a humorous idea, but one that's sure to end in tears. It turns out that much of this inner cringing was unjustified, as the Patriot's quite good on the trail. Much of the mental unrest had to do with the fact that the whole package is centered around the CVT, a microprocessor governed intermediary not known for its strength off-road. In fact, as far as I know Jeep is the first to do such a thing. The whole Freedom Drive II system doesn't give the driver a lever that requires two hands and a hernia

Base "Sport" model is priced to sell. In fact, it's cheaper than the Compass. (Photo: Justin Couture, American Auto Press)

to operate, just a chromed "T-Bar" to tug on, which locks the torque distribution to 50-50, front to rear. There's no transfer case, the "low" range locks the car in a 19:1 "rock-crawl" mode at speeds under 10 mph. After that, it resumes its variability. But wait, there's more...

Freedom Drive II acts as the brain to the rest of the Patriot'soff-roading gear, and it's a very smart system. For instance, it has a brake lock differential that uses the ABS system to mimic the action of a mechanically locking differential, very useful in getting out of those situations where you've got two wheels on opposite ends of the vehicle spinning freely in the air. The brakes are applied to the side that doesn't have grip, diverting the power to the wheel that does. There's brake traction control too, which maintains the vehicle's forward momentum at low, controlled speeds during those wild off-road maneuvers. The ABS also has multiple modes, and knows what kind of surface you're driving on, applying different algorithms accordingly. The FD II CVT also gets hill descent control, a first for any Jeep. Using the brakes, it automatically engages, allowing you to take your feet off the pedals as the vehicle maintains itself heading down a steep hill.

To keep all of Patriot's

Value is HUGE: ABS, ERM, ESP, side curtain airbags, all standard. (Photo: Justin Couture, American Auto Press)

soft, squishy car-based components safe from the greatoutdoors, Jeep physically enhanced the underpinnings to help it cope. Strong suspension arms and skid plates prevent truly undesired breakage and punctures, while raised vents and extra sealant ensure that water stays out. Other package group components vital for successful off-roading include tow-hooks, all-terrain grade 17-inch wheels and tires, and a heavier duty cooling and electrical system to make sure that all moving parts are happily lubricated at steep angles.

I am not one to argue against the creativity of Jeep's engineers toemploy the system, as it allows them to do more with an existing architecture and common components, benefiting the consumer by reducing the Patriot's price. And indeed the system works wonders, giving the new SUV the ability to wade through rivers and bushwhack through the woods. What's more is that unlike most competent sport utility vehicles the Patriot is nimble when off-road. Feeding it through a forest isn't like trying to get an elephant through the eye of a needle. All the same, I just happen to like the idea of having a real lever to yank around when it comes time to put it into 4WD low. The sensation and noise of feeling steel gears grind into other steel gears somehow transcendently connects me to the untamed wild. Also, by

As a compact SUV, the Patriot does everything you could ask. (Photo: Justin Couture, American Auto Press)

relying on the CVT for the majority of its off-road enhancements, Jeep isn't able to offer the Freedom Drive II system with a manual gearbox, which I believe will cause thumb-biting amongst off-road enthusiasts. But hey, you can't have it all, especially at this price.

It's hard to find a new vehicle that comes so well equipped and can do the things the Patriot can do on- and off-road for less money. You just can't find one, which is why I predict Jeep will sell tons. In fact, it’s possible to get a Patriot that’s Trail Rated for well under $20,000, and a well equipped one for not much more.

The matter of the Patriot comes down to perspective. When I drove the Compass last year, I left unimpressed since I saw it as a car, rather than the urban SUV it's being marketed as. On the contrary, the Patriot not only looks like an SUV, but it does all the things a real SUV is supposed to do, such as take you into the wilderness without pain. But unlike most other SUVs it's easy on gas, cheap to buy, and what's more, I'd put money down on it being as car-like, if not more so than most of its competitors. To make matters even better, it's $440 cheaper than the Compass with a base price of $14,985! Out of the three vehicles that Chrysler Group spawned from the platform, the Patriot is indeed the best. It's a jack-of-all-trades, and it masters quite a few of them too.

Page:  1

AUTOMOBILE REVIEWS BY MAKE

Acura  Audi   Bentley   BMW   Buick   Cadillac   Chevrolet   Chrysler   Daewoo   Dodge   Eagle   Ferrari   Ford   Geo   GMC   Honda   Hummer   Hyundai   Infiniti   Isuzu   Jaguar   Jeep   Kia   Lamborghini   Lexus   Lincoln   Lotus   Maserati   Mazda   Mercedes-Benz   Mercury   MINI   Mitsubishi   Nissan   Oldsmobile   Plymouth   Pontiac   Porsche   Saab   Saturn   Scion   Subaru   Suzuki   Toyota   Volkswagen   Volvo