Jeep Patriot Limited 2009 Review

Jeep Patriot Limited and Patriot Sport

What we liked
>> Impressive gains in NVH
>> Much improved interior
>> Capable offroad, even without dual range transfer

Overall rating: 3.0/5.0
Engine and Drivetrain: 3.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 4.0/5.0

About our ratings

Those subtle tweaks include new exterior colours -- Light Sandstone and Deep Water Blue replace Light Khaki and Steel blue, respectively. A darker finish ('Argent') for the alloy wheels distinguishes the new models from the pre-facelift Patriot and there's now a black applique on the tailgate.

For the time being, there's no diesel option to power the upgraded Patriot, but a Mercedes-Benz-engined oiler variant is on the way and Chrysler expects it to lob here around the middle of next year. As the diesel variants (with the Volkswagen engine) never accounted for more than nine per cent of sales in Australia, according to Jeep, the lack of a diesel Patriot is probably not the gap in the range it might be for some of the European SUVs on sale in Australia.

Standard equipment for the manual variant comprises: Four-speaker MP3-compatible single-disc CD audio system, black door handles, remote central locking, electro-chromatic mirror, black roof rails, tilt-adjustable steering column, electric windows/mirrors and variable-dwell intermittent wipers.

In addition to the CVT, the self-shifting Patriot Sport also features: Deep-tint glass, cruise control, leather-bound steering wheel with audio controls.

Capping the range, the Patriot Limited is priced at $35,990 and comes with the CVT as standard. This grade also features leather seats with front-seat heating, lumbar adjustment, six-disc CD audio system, body-colour door handles and bright-finish roof rails.

Peak power of 125kW is produced at 6000rpm and maximum torque, 220Nm, arrives at 4500rpm. Fuel consumption in combined-cycle testing is 8.4L/100km (manual) and 9.1L/100km (CVT).

Both transmissions drive to the front wheels, with power take-off to the rear wheels via an electronically controlled coupling ('ECC'), just ahead of the rear differential. When required, this system, much like a Haldex coupling, relays drive through a two-stage clutch system to the rear wheels for greater traction. The system, which is automatically available on demand, can also be manually locked at low speeds for worse conditions offroad.

Jeep engineers have made inroads reducing NVH in the Patriot by focusing attention on the car's underbonnet area, firewall and exhaust.

The Patriot features front MacPherson-strut suspension and a multi-link independent system at the rear. Steering is by hydraulically-assisted rack-and-pinion and brakes are ventilated discs at the front, solid rotors at the rear.

Measuring 4408mm long and sitting on a 2635mm wheelbase with a ground clearance of 203mm, the Patriot can approach a gradient of 21 degrees. Its departure angle is 33 degrees and the rampover angle is 20 degrees. Jeep claims a towing capacity (braked) of 1500kg with a kerb mass ranging from 1490-1570kg.

Previously a hard, washable unit, the cargo area floor is now carpeted for reduced NVH and to prevent items sliding around the compartment, unchecked. The floor can be reversed if soiled or wet items need to be carried within the luggage compartment.

Jeep has developed a new, one-piece dashboard for the Patriot and the centre fascia has been radically restyled. In addition, there's a sliding armrest which can travel through a 60cm distance and doors gain soft-touch armrests. Side bolstering has been improved for the front seats and such features as the air vents, instrument dials and audio system speakers have all been revised.

'Stain Repel' is the new name for Chrysler's upholstery treatment that was formerly marketed as 'Yes Essentials'. 'UConnect', formerly the name of the hands-free phone system for the Patriot is now 'uconnect phone', and 'uconnect nav' replaces the MyGIG infotainment system.

It's not just the engine that has contributed to the Patriot's newfound quietness. NVH is much improved across the board. It's quiet enough now that you can hear the occasional squeak of soft fixtures rubbing together in the cabin. That certainly wasn't the case in the past.

The Patriot's interior is also undeniably cleaner and of a more conventional style. It, we have little doubt, will suit the tastes of typical buyers in this country better than before. It's more stylish, in our view, but also less 'monolithic' and the plastics seem more upmarket than we recall for the Patriot when it was originally launched here. Subtle use of chrome accent trim pieces throughout the cabin bestows the Patriot an enhanced ambience also.

Reaching the interior mirror is still a stretch for the driver, but the driving position is otherwise simple and straightforward. The '4WD' LED display in the instrument cluster -- to let you know that you've manually elected the 4WD lock mode -- is quite a small warning and could be easily overlooked. As the system defaults to normal all-wheel drive at 40km/h or thereabouts, this is unlikely to pose a huge problem.

There's no footrest for the driver and nor is there a two-stage/lane-change facility for the indicators, both of which are items we'd rather have, but the wiper stalk operation is elegantly simple. Instead of separating the dwell adjustment function from the wiper speed adjustment, both are integrated in the one twist action for the wiper stalk.

The seats were very comfortable during the drive program and provided better than adequate lateral support in corners. Jeep has adopted a sliding centre armrest, which can be pushed away from the transmission shift lever, something a cut above fold-up armrests so beloved of German manufacturers -- but despised by this writer.

While the Patriot is well equipped for the price, and the audio system in even the entry-level model features MP3 compatibility, a trip computer should be a standard feature in any SUV, in our view.

Chrysler Australia advises that while the upgraded model has been specified for the local market with a full-size spare tyre, some of early-build models we tested had slipped through the net with spacesavers. 

'Multi-stage' front airbags are fitted for the protection of both driver and front-seat passenger, and side curtain airbags cushion the heads of outboard passengers in both front and rear seats.

As it was on release in 2007, the Patriot's body construction incorporates high-strength steel (up to 40 per cent by weight) for lighter weight without detriment to crash safety. Jeep engineers developed a two-piece B-pillar with the lower section formed from mild steel to channel side-impact energy away from the occupants. A cross-beam under the rear seat transfers up to 60 per cent of the load in a side impact from one side of the cabin to the other.

The Patriot has not been tested by either ANCAP or Euro NCAP.

If offroading is high on the agenda, the Suzuki Grand Vitara must be on the shopping list -- especially since its recent upgrade -- and if on-road refinement counts, there's the Renault Koleos to ponder as well.

This market segment is a busy one and if the Jeep appeals for being different as much as for its actual offroad ability, then the non-conformist might also look at competitors that are less capable offroad, but possibly appeal in other ways. The Korean-built Koleos is one such car. Volkswagen's Tiguan is another and the recently revised Mazda CX-7 may be worth a peek too.

ON THE ROAD

The problem with the Patriot's engine now being so refined is you become much more aware of the way the engine delivers its power -- particularly when coupled to the Continuously Variable Transmission (CVT).

Quite peaky in character, the engine is willing enough higher in the rev range, but seems to lack midrange urge. This can be noticeable at lower speeds also, when you manually lock into 4WD for example. There's an obvious sensation of added drag when the Electronically Controlled Coupling cuts in, requiring significantly more throttle to maintain momentum.

The four-cylinder powerplant develops virtually identical power to its principal competitors, but the torque falls behind cars such as the Nissan X-TRAIL, Subaru Forester and Toyota RAV4. Where the Jeep's engine produces the goods is in its fuel efficiency, which rates 9.1L/100km with the CVT and 8.4L/100km for the manual, so there's a silver lining to the performance cloud.

Performance can also be a problem of perception. The Patriot seems to be slower in a straight line because the CVT masks the car's acceleration somewhat. While the CVT itself is quite an effective unit, it doesn't really address the common CVT syndrome in which the car feels like it's standing still as the scenery rushes past. Other companies, (Nissan for one), have found ways around this, by moderating engine revs to convey aurally a sense of rising speed and thus overcome the 'inertia-less' sensation in cars driving through stepless transmissions.

During the drive program, the Carsales Network sampled the Patriot Limited with its CVT and the Patriot Sport as a manual variant. Our preference is for the manual version, frankly. The shift quality is very good by the standards of not just other SUVs, but other cars generally. It's light, quite precise and easy to use. Jeep has designed the Patriot's clutch and engine operating characteristics to match the gearshift. Only the most 'unco' driver could make a meal of changing gear in this car.

That aside, if you need a self-shifting Patriot, the CVT is a fine option. Used manually, with the driver selecting the six 'steps', the CVT provides rapid shifting without it being too aggressive. It's a robust box too, according to Jeep; constructed from metal pulleys and a chain drive.

The Patriot lacks a dual-range transfer, but its offroad competence is up there among the very best of the entrants in the VFACTS compact SUV segment. As part of the drive program, we took the Patriot Sport through moderately sloppy mud and negotiated some grades that would have stymied rivals with more of a road-going focus.

Other than an occasional thump from under the car, between the axles, the Patriot managed to climb and descend the grades of a former railway line embankment near Molesworth in the Victorian countryside. At no stage did we exceed the car's approach and departure angles, although there were a few occasions when a wheel was clear of the deck.

Over deceptively slippery (unsealed but graded) roads, the Patriot boasted impressive grip and control.

On sealed roads, the Patriot was comfortable and felt dynamically safe at 100km/h. The ride is initially compliant, over smaller bumps, but is firmer over larger irregularities. This lends it a strong degree of body control while cornering. Steering is consistent in its turn-in and the feedback, while not exceptional, does foster confidence in the driver to punt the Patriot into a bend. We rate it better than most of its competitors in this segment.

And for many prospective buyers, the Patriot will surpass its competitors in all manner of other ways too.

It's a significantly better vehicle than we recall from our first exposure to it back in 2007. Quieter and more refined, it also remains capable offroad, competitively safe and comfortable. Jeep has wrought wonders from very little.

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