Description

We're just going to get this out of the way right now: Time has not been kind to the Jeep Patriot. It debuted for the 2007 model year and has carried on without a full redesign ever since. A decade later, the 2017 Patriot's plasticky interior, rough ride quality and intrusive road noise are throwbacks to those troubled DaimerChrysler days. It's a similar theme under its hood where neither of the available four-cylinder engines is a standout for performance or fuel economy. If you order the Freedom Drive II package (which gives the Patriot some light off-road ability, one of its few major selling points), for example, you're looking at a rather unimpressive EPA combined rating of 21 mpg. Some competing models get closer to 30 mpg. Cost to DriveCost to drive estimates for the 2017 Jeep Patriot Latitude 4dr SUV 4WD (2.4L 4cyl 6A) and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of $3.67 per gallon for regular unleaded in Kentucky. Monthly estimates based on costs in Kentucky $206/mo Patriot Latitude Latitude 4dr SUV 4WD (2.4L 4cyl 6A) (Most Popular) - $25,840 MSRP vs $206/mo Avg. Compact SUV Simply put, the Patriot isn't for those shoppers who want a modern interior, class-leading fuel economy, a relaxed ride or the latest in-car tech. But it does have a few benefits. As mentioned above, the Patriot will handle off-road obstacles better than competitors when equipped with Freedom Drive II. It's also inexpensive, potentially undercutting other small crossover SUVs by thousands of dollars when purchased new. Tempering that, however, is that fact that the base Sport does without some features most people have come to take for granted, such as power accessories and air-conditioning, and will likely need to be added as options. We recommend many competitors if you're in the market for a small SUV. Jeep's own Renegade is a more stylish and modern alternative, and you can still go off the beaten path effectively in the Trailhawk version. If keeping your crossover on the road is more your scene, check out the 2017 Honda HR-V, which boasts a large cargo area and excellent fuel economy. We also like the 2017 Mazda CX-3 for its blend of sporty handling and impressive cabin materials. These vehicles might end up costing you a little more up front than the Patriot. But as the old saw goes, you get what you pay for. The front-wheel-drive Sport and Latitude trims come standard with antilock brakes that include front discs and rear drums. All Patriots with Freedom Drive I or Freedom Drive II get disc brakes front and rear. Traction and stability control are standard regardless, as are front side airbags and full-length side curtain airbags. In Edmunds brake testing, the Patriot came to a stop from 60 mph in 121 feet, an average distance for this class. In government crash testing, the Patriot received four stars (out of a possible five) for overall protection, with five stars for side protection and a rather alarming three-star rating for front impacts. More scoring comes from the Insurance Institute for Highway Safety, which gave the Patriot its highest rating of Good in the moderate-overlap front-impact, side-impact, roof strength and head restraint (whiplash protection) tests. But the IIHS downgraded the Patriot to the worst score of Poor in the small-overlap front-impact test. Edmunds' Expert Rating You might be attracted to the 2017 Jeep Patriot because of its low price. But there's not much else about the Patriot to make it worthy of your consideration, especially because an all-new model is likely just around the corner. Driving The 2017 Jeep Patriot is painfully slow with the 2.0-liter engine, and even the 2.4-liter models move like molasses when equipped with Freedom Drive II and the soul-sucking CVT. This would be somewhat forgivable if the Patriot were great on gas. It is not. Nor is either engine refined, with the smaller one particularly troubled by the dreaded NVH trio (noise, vibration and harshness). The six-speed automatic is the Patriot's saving grace, lifting the 2.4-liter engine's performance to class-competitive levels despite sometimes slow shifts. On paved surfaces, the Patriot allows an abundance of wind and tire noise into the cabin. The trend these days is toward quietness at speed, even among value-priced vehicles, but this Jeep is a throwback. Ride quality is similarly unimpressive, as the Patriot's suspension struggles with broken pavement, making for a jittery drive over urban streets. Handling is adequate under normal circumstances, aided by the Patriot's compact footprint, but you'll notice plenty of body roll if you enter a corner with any kind of speed. As for the off-road experience, the Freedom Drive II setup moves the Patriot significantly beyond Freedom Drive I's conventional all-wheel drive but as noted, it's also slow and thirsty. Interior The Patriot's interior has been tweaked over the years, but it's still one of the most basic you'll find, with cheap, hard plastics covering most surfaces and a tilt-only steering wheel that can compromise driver comfort. The Sport model is the worst offender because of its lack of standard power accessories and air-conditioning, but even the Limited's layout looks and feels more like that of an economy car than a competitive crossover. On the bright side, the front seats are pretty comfortable, providing satisfactory support for long stints in the saddle. Rear passengers won't be as pleased, however, because legroom is tight and the bottom cushion sits low, largely negating the benefits of the Latitude's reclining rear seatbacks. The Patriot's primary gauges make a good first impression with their large, easy-to-read font, and the straightforward, generally ergonomic controls are consistent with Jeep's no-nonsense heritage. The optional 6.5-inch touchscreen is outdated, though; the 8.4-inch system used in other Jeep models is vastly superior. As ever, the Patriot provides optional flip-down liftgate speakers that'll help get the party started. Cargo capacity is another potential weak spot. The 23 cubic feet of space behind the rear seatbacks isn't totally shameful, and folding down the rear seatbacks opens up 53.5 cubic feet of maximum stowage. That's about what you'll get from subcompact crossovers such as the Honda HR-V and Mazda CX-3 but much less than bigger models such as the CR-V and CX-5.