2009 Jeep Patriot Limited 4X4 Road Test Review
Patriot Photos
Out of the three compact vehicles which Chrysler launched in 2006, my favorite is the Jeep Patriot. Despite featuring the same basic drivetrain and the same architecture as the Dodge Caliber and its sister, the Jeep Compass, the Patriot quickly entered my good books for its off-roading abilities, high level of standard safety equipment and super-affordable pricing. At the time of its launch, it undercut the price of the Compass, and with a more powerful motor, standard ABS and ESP stability control, it undercut an equivalently-equipped Caliber by thousands.
But even if it weren’t priced so favorably, the Patriot would’ve been my pick of the litter because it’s actually able to live up to the Jeep name. Unlike the Compass, which is not “Trail Rated” in any way, shape or form, the Patriot can earn the valued designation when the Off-Road Group option package is selected. Though the Patriot is a badge-engineered product, it features a significant amount of changes that effectively make it much more than a hatchback with all wheel drive.
Despite not having a locking differential or a transfer case, the Patriot is quite capable when it comes to approaching the unpaved path. The solution was to use the CVT as a makeshift low-range mode. With the lever dropped in “L”, the transmission - branded CVT2L - acts as a torque-multiplier for putting power to the ground. Secondly, Trail Rated Patriots feature a special brake-lock function to prevent its open differential’s power from wasting away. If a wheel begins to spin, the ABS brakes apply to that wheel, diverting power to the wheel that has grip. The ABS and stability control systems were also beefed up to include hill descent control and an off-road braking mode to shorten stopping distances on loose surfaces. Raised ground clearance (nine inches, a lot for a compact SUV), skid plates and additional sealing ensure that the Patriot can safely tackle rocky terrain and ford shallow streams. In essence, it’ll do go further and do more than your standard compact crossover. A heavy duty cooling system will ensure the engine and transmission won’t have troubles keeping pace.
Considering its bargain basement price, I didn’t have a problem with the Patriot’s cabin. It was very basic in terms of its appearance and its construction and materials weren’t up to the level of its rivals, but it’s hard to ask for more “Jeep” given what it costs and the amount of safety gear it came standard with. Like the Compass, for 2009 the Patriot gains a completely reworked interior. The two share the same rounded dashboard, with circular vents. Though soft plastics are not widely used in the Patriot’s cabin, it is a vast improvement in terms of fit and finish. All edges are nicely rounded, and there’s no excess flash. Best of all, the angled flat spot that sat above the center stack has been removed and no longer casts the sun’s glare straight into your eyes.
Jeep also gave the Patriot a new armrest fashioned from softer plastic. Gone is the flip-open cell phone / iPod holder, though there is still storage underneath for small items. One of the reasons Chrysler opted to get rid of the system was in favor of the new stereo systems that are being offered. In place of the old, clunky navigation system, Chrysler has opted to fit its uConnect (formerly MyGig) system to the Jeep. With a USB slot directly on the headunit and a built-in hard drive, MP3 files can be transferred straight to the car. Cool. In addition, all of the toys that the Patriot featured from last year remain – the swing-down tailgate speakers, and the extra-useful rechargeable LED flashlight.
And while Jeep loyalists may harp on the fact that the Patriot is built on a car’s architecture, this is a good thing for the rest of us who don’t traverse the Moab Trail on a weekly basis. The Patriot’s ride quality has a nice suppleness to it (no live axles bouncing about) and its steering has a reactive sharpness to it. The Off-Road Group means the fitment of Goodyear Wrangler SR-A tires, which are more about the rough stuff than smoothly paved asphalt, but they still have enough grip to get the Patriot ‘round corners with ease.
Finally, the Patriot’s 2.4-liter inline-four with variable valve timing provides decent power. When off-roading, the combination of an extra-short final drive and the CVT means that the Patriot feels eager at low speeds. However, on the road it can feel a touch outpaced at times. With a stopwatch, it took about ten seconds to hit 60 mph, which is on the slow side. A manual transmission is standard equipment, but you forfeit the ability to do any serious off-roading as it does not have the CVT’s brilliant low-range setting.
As of right now, Jeep has not announced its pricing strategy for the revised Patriot. In a best case scenario, those in charge of marketing will resist the urge to tack on a few hundred (or thousand) dollars to the base asking price, making the new upgraded Patriot an even better deal than before. And though it’s true that pricing adjustments have helped bring the base Wrangler within reach of the Patriot buyer, in terms of practicality and running costs, the Patriot is still the one to go for if you spend more time on pavement than trekking through uncharted territory.
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