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Useful, But Not Exactly H3 Competition…

By: Nathan D. Adlen

A few months back, I was visiting a friend in Central California and we were having an overpriced (and undercooked) bite to eat near the beach. As we ate, a guy in a mid 90s beefed up SUV bounded over the dunes and proceeded to sink in soft, wet sand about 10 feet away from the water. A moment later (as we tried not to choke on our fish while laughing) a wee little Jeep Patriot came over the same hill, zipped past the wounded moose and zoomed down the beach.

The Jeep brand has had quite a rollercoaster ride these past few years with its product line. Most of their vehicles are 100% Jeep and they make you feel like a superhero when (on those rare occasions for some) your wheels touch a surface that is no longer paved. In fact, Jeeps are known the world over for their off road tenacity and not for their on road performance. This is something that the former parent company of Jeep decided they wanted to remedy.

Jeep produced two vehicles off the same platform that is used for the Dodge Caliber (among many others): the Compass and the Patriot. I feel there is little to tell about the Compass that you may already have known from the Caliber. Many reviews have been less than kind to the Compass for both its awkward looks and internal similarities to its platform mates. After driving the Patriot and seeing its spec-sheet, I too am scratching my head.

The Patriot was what the little, car-based SUV Jeep should have gone solo with - it’s not a bad package, not bad at all. Yes, it is a very similar machine to the others – but there are a few grains of Jeepness inside (and out) that I feel the Compass lacks.

Internally, you are treated to a simple, yet functional interior that is comfortable and contains the same cheap plastics most of the Chrysler equivalents have. Add to that excellent sight lines and a superb driving position that cuts the distance from the high perched SUVs/trucks and the low slung economy cars and you have a great start. The seats are fairly comfortable too. At 6’2”, I was able to find an agreeable position behind the wheel, while someone who is more like 5’2” gets plenty of adjustments for closer comfort.

The rear seats are nice for two and tight for three. I would not be able to sit behind myself comfortably, but regular sized people will find it adequate. With the seats folded down, there is enough room for a few mountain bikes (with the front wheels removed) and even with the rear seats up, you will have no problem holding family sized picnic gear. The roof is a little low, but this is all in an attempt to make it look more Jeep-like, and I think they succeeded. Although there is enough head room, I still recommend that tall people duck when they enter.

This is a great starter family vehicle for people who live in climates that need all wheel drive and high clearance. Jeep seems to have aimed at bettering the Honda CRV, Ford Escape and other crossover SUV’s with a machine that can go places they can not follow. In fact, the only direct competition for the Jeep’s off road prowess are vehicles like the Land Rover LR2 and upcoming Volkswagen Tigun (both vehicles are far more luxurious, a bit more capable and a LOT more expensive).

Speaking of families, I definitely recommend the “YES Essentials®” fabric for its ease of cleanup and overall simplicity. It is one of the best fabrics on the market for interiors. The 6 Boston Acoustic Speakers with Subwoofer are a great choice too. It made the cheap Jeep sound as nice as a Mercedes.

When you scoot down the road, negative tactile sensations and harshness are well muted. It moves well and has good commuting power while returning good mileage (especially for its SUV brick-like shape). As a daily driver, the Jeep is pleasant enough and goes about its business with little drama.

Off road, you can make the little guy a lot more entertaining. It’s not a boulder hopper and you will be hard pressed to keep up with the big boys when they go mud-bogging. If that is what you want to do, you should buy a Wrangler or a Toyota FJ – something that is truly built for that sort of thing. The Patriot is much happier scooting around rock strewn fire paths or gooey backcountry roads. If you do decide to venture uphill, your best bet is opting for the Freedom-Drive II™ off road system. Essentially, this system will aid in the selection of the traction, torque, breaking and gearing that can best keep you moving.

The system is based on the rear axle’s need and is transparent in operation. This system is robust enough to move the Patriot through some very challenging terrain and is only necessary for those who are looking to venture in the rough. Using this system, I was able to scamper through deep snow and its light body allowed me to rise above the slush and keep a great head of steam. It was fun and I felt very secure; I wanted to open the arm-rest storage compartment that held my MP3 player, click on some Eagles and cruise into the Rockies.

The Freedom-Drive I™ off road system is a less complex variation that simply adds torque to the rear wheels if it detects front wheel spin. It also allows you to lock up the transfer case for slow going in deep mud or snow. When locked, all four wheels receive about the same amount of torque to combine in slow movement. This is the only option for those of you who want a form of 4 wheel drive and a 5 speed stick on this Jeep.

The aforementioned brings me to the most glaring weak point of the Patriot: its CVT transmission. The Continually Variable Transmission never shifts, never hunts for gears, never peaks the RPM and never settles down! The overall feeling is unrefined and harsh, especially when it’s working on making each wheel claw for traction. It sounds counterintuitive for what one would expect from an off road vehicle. Its purpose is for greater fuel economy, and in this case – I would rather have a V8.

The 2.4 liter, 4 cylinder engine is well matched to the Patriot. At 172 horsepower, the performance is fine for the city and adequate for highway passing. As I normally suggest manual transmissions (I just love to shift!) I would be remiss if I avoided it on the Jeep Patriot. Indeed, this is a nice shifter and the gearing is perfectly matched to the torque curve. You can feel it in the seat of your pants. The CVT is way too raspy and cantankerous for you to feel what’s going on with the rest of the vehicle. It is a bit of a problem.

On the other hand, this is an overall good value and if you can overlook its flaws, you can have a great utility wagon that offers a lot for the money. Considering the competition consists of machines that do out perform the little Jeep in one form or another. Yet, few can match its all around utility, off road capability and value.

Jeep gains its parent company’s Lifetime Warranty which is a fantastic piece of mind (but you’re on your own if you have a manual – they don’t cover clutches).

One more thing I can vouch for its ability on soft, wet sand. It scampers over the top rather than burrowing deep inside. Kind of like the overpriced fish my friend and I got sick off of the next day.

Tags: Car Reviews //