2009 Dodge Journey

JIL MCINTOSH FOR THE TORONTO STAR

The Journey has enough room to haul five passengers comfortably, although there's a definite no-frills feel to its ride.

Jil McIntosh

SPECIAL TO THE STAR

Chrysler wheeled out its first minivan at a press conference in 1983. It changed the face of the market and helped save a company that had fallen far enough to ask for government loans.

Fast forward to the present and the question is: Will history repeat – can a Dodge that is basically a mini-minivan perform the same magic?

An all-new model for 2009, the Journey comes in several configurations. My tester was a four-cylinder; there's also a V6, which can additionally be ordered with all-wheel-drive in place of the default front-wheel. Both engines can be optioned with three rows of seats, for a total of seven passenger spots.

It's a long way from sophisticated, but its ace is its price: a base of $19,245 for the 2.4 L four-cylinder, which includes a four-speed automatic transmission, a/c, six airbags, anti-lock brakes, electronic stability control, power locks and windows, heated mirrors and six-CD stereo.

The V6 models start at $23,445, while it's an extra $1,275 to add the third row (and rear a/c) to any model.

My tester, a five-seater SE Plus, added a few more creature comforts for its $20,830 MSRP: cruise control, roof rack, overhead console with conversation mirror (and a sunglasses holder that opened too far, and dumped out my specs), keyless entry and cargo cover.

Like the now-defunct Chrysler Pacifica, it's more wagon than van, with hinged doors instead of sliding ones, and seats that don't come out, although they do fold down to form a flat cargo floor.

Usually I'm keen on lower-end models, but this time around I'd opt for the V6. The four-cylinder is gutless and really has to wind up to get out of its own way.

Its 173 horsepower is more than most of its closest competitors, except for the stronger Kia Rondo and Toyota Venza, but I expect the blame falls to its hefty 1,724-kg curb weight, as much as 248 kg over its rivals.

The driving experience is what you'd expect from a scaled-down minivan. There's absolutely no steering feel. It goes where you point it and stays straight on the highway with no need for constant correction.

I found the softly sprung ride wallowy, but my passengers said they preferred it when going over bumps. The cabin is surprisingly quiet, given the vehicle's price.

The four-cylinder comes only with 16-inch wheels, which can be optioned to similarly sized aluminum rims over the standard steelies with hubcaps. That'll help keep the price down when shopping for winter-specific rubber; V6 models use 17- or 19-inch wheels.

Save for the redesigned Ram pickup, Chrysler's still trying to pin down a quality interior. I like the straightforwardness of Journey's simple, easy-to-grasp dials and big buttons, but there's still some "missed it by that much" panel fit. A handsome speedometer with pale green light ring looks out of place against the rest of the stodgy dash.

As with most in this price range, the seats are fine for short jaunts, and get hard on longer trips. The driving position suits a range of operator heights, and because it's meant to accommodate three rows, the second row slides back and forth to provide extra legroom. It also reclines.

I've been in the third row of a Journey so equipped, and it's typical of the breed: fine for children, good enough for adults on a brief trip. These three-row versions aren't minivans, but rather, should be thought of as five-seaters that can also handle extra passengers in a pinch, without the need to haul around the extra sheet metal the rest of the time.

What Journey can haul is stuff, with a decent appetite for cargo. Up front, there are cubbies in the centre stack and console, big map pockets and double glovebox.

The top one is the "Chill Zone," with an a/c vent routed into it to keep the edge on already-cold drinks. A flip-up front passenger cushion hides a storage bin on V6 models only, but I'm told the thinner foam makes for a less-comfortable seat. In-floor covered storage bins ahead of the second row have removable liners, easy for cleaning or for filling with ice and drinks.

Standard on all models is a "child presenter seat," where the second row's middle section can be pulled forward, making it easier to reach from the front. Two integrated child booster seats can be added as part of a package that includes Yes Essentials stain-resistant upholstery. (Other packages for the SE models include a rear-seat DVD player, MyGig hard-drive multimedia system and backup camera.)

The cargo area consists of a recessed well where the third row of seats would normally fit, concealed by a removable, hinged cover. Similar to that used on the now-retired Dodge Magnum station wagon, the cover can be used as a flat cargo floor, as a lid to hide items stored in the well, or folded to divide off smaller storage bins.

With the second row upright, the cargo area is 108-cm long; with them folded, it's flat all the way and 185 cm. Cargo volume by litres is smaller than most competitors, but Journey is also the least expensive among four-cylinders, from $750 less than the base Kia Rondo, to $9,025 less than Toyota Venza.

It's the price tag that makes this otherwise average vehicle appealing, especially with its standard features; a/c must be added to the $19,995 Rondo, as well as the base Mazda5, which is $20,195 with a stick-shift. Move up to a minivan, and you'll spend $4,700 more for Dodge Caravan, the lowest base MSRP on the market.

Price is a powerful incentive, and practical vehicles at low cost are dominating. Dodge has that figured out: I don't care for the Caliber, but I see a tonne of them on the road.

Maybe the relatively inexpensive Journey will be the people-hauler that turns it all around.

Freelance auto writer Jil McIntosh can be reached at jil@ca.inter.net

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