2007 Jeep Patriot

If you walked into a Jeep dealership in 2004, there were just three models to choose from: Grand Cherokee, Liberty and Wrangler. Today that number has more than doubled with the addition of the Commander, the four-door Wrangler, the Compass and the latest entry, the Patriot.

Quantity does not mean quality, as our test of the Jeep Compass bore out (Lost, AW Nov. 27, 2006). For the most part, we like the Patriot—Jeep’s entry-level five-door compact SUV—better than the more carlike Compass, which is also built off the Dodge Caliber platform. But the two share some major componentry, and therein lie most of our complaints.

The Patriot comes equipped with either a 2.0-liter four-cylinder making 158 hp and 141 lb-ft of torque or a 2.4-liter four that develops 172 hp and 165 lb-ft. A five-speed manual is standard on the 2.4-liter engine, while a continuously variable transmission is standard on the 2.0-liter and optional on the 2.4. Patriots can be ordered in 2wd (driving the front wheels) or 4wd. There are two levels of 4wd: Freedom Drive I, a full-time, active 4wd system where the front wheels do most of the work until they lose traction; and Freedom Drive II, the Trail Rated version. This system includes hill-descent control and a low gear ratio helpful for off-roading.

Each system operates through an electronically controlled coupling attached to the rear axle. Torque is transmitted to the rear wheels via a two-stage clutch. The electronics calculate vehicle speed, turning radius and wheel slippage and transfer power based on the readings.

Trail Rated Patriots come fitted with 3.1-mm-thick engine and fuel-tank skid plates, a heavy-duty alternator, a higher-capacity cooling system and 17-inch tires allowing for 9 inches of ground clearance. They also come with the CVT and its stump-pulling 19:1 ratio as the only choice. Even though we went through and over some rugged backcountry in the Tonto National Forest northeast of Scottsdale, Arizona, we’re not sure how many Patriot owners will buy the compact ute for its off-road prowess. No question, it has the street cred to go way beyond gathering groceries, unless your favorite market is somewhere along the Rubicon Trail.

But driving CVT-equipped Patriots on-road, where most of the vehicles will spend the majority of time, proved tedious. Once we got up to highway speed, the ride was fine, with very little wind noise creeping into the cabin. Minor road imperfections didn’t upset the ride. We couldn’t escape the feeling, though, that every time we hit the throttle, the clutch was slipping—but, of course, there is no clutch. Peak torque comes at 4400 rpm, and at that point, the four-banger began to scream in order to pull the 3100-pound trucklet. Jeep engineers tout the CVT’s fuel efficiency—a class-leading 26 mpg city and 30 mpg highway.

We so disliked the CVT that we’d take a manual-equipped model despite not being able to get the Trail Rated package.

All Patriots come standard with ABS and brake assist, electronic stability control, electronic roll mitigation and a bevy of airbags.

ROGER HART

Our favorite feature of the Patriot may well be the design. Staying true to the elements that make a Jeep a Jeep, it’s a handsome ute. The design is boxy and simple, and the face, with the seven-slot grille and round headlamps, is unmistakable.

A two-tone color scheme is found inside on all models, and, as in the Compass, some hard plastics dominate the dash. We did like the fold-flat 60/40 rear seats and the fold-flat front passenger seat, making room for an eight-foot ladder or a load of lumber, not to mention skis. The interior felt rather roomy for such a small—103.7-inch wheelbase—vehicle. We also liked a flip pocket located in the sliding armrest that will hold either a cell phone or an MP3 player.

The Patriot starts at $14,985 for a base 2wd model and heads north. A 4x4 Trail Rated Limited model sells for $21,735. Even in an entry-level ute, venturing off-road is expensive.