However, with two of those disappearing products being the made-in-Canada Pacifica and Dodge Magnum, Chrysler needed a non-minivan people-mover that wasn’t separated at the body and frame…

So, the new-for-2009 Journey is Dodge’s answer to that increasingly popular — and profitable — entry-level crossover segment. Aimed straight at the Toyota RAV4, Hyundai Santa Fe, Kia Rondo, Mazda5 and others, on paper the Journey is a typical five- or seven-seat, unibody chassis CUV with four- or six-cylinder power in either front- or all-wheel drive. Easy, right?

Well, yes. But what Journey really does is give Dodge a real shot at respectability, going head-on into a section of the market virtually dominated by the Japanese and Korean manufacturers.

The basis for the Journey is the tried-and-true Avenger platform, although the wheelbase has been stretched 124 mm to accommodate that optional third row, while it sits 53 mm higher. However, overall length only grows 43 mm, meaning a reasonably compact size. All models get independent suspension and four-wheel disc brakes.

There will be four versions of Journey when it hits the ground in late February, all generously equipped: SE Canada Value Package, SE Plus, SXT and R/T.

Power comes straight from Avenger as well, meaning either a DOHC 2.4-litre VVT four-cylinder World Engine producing 173 hp @ 6,000 rpm and 166 lb-ft @ 4,400 rpm (SE Canada Value Package, SE Plus) or the SOHC 3.5-litre V6 with 235 hp @ 6,400 rpm and 232 lb-ft @ 4,000 rpm (SXT, R/T). The only transmissions available are automatics: a four-speed on the four-cylinder and a six-speed on the ‘six’. Front-wheel drive is standard, although an intelligent electronic all-wheel drive system that can split power up to 40:60 front to rear is optional on SXT and R/T.

Fuel economy is competitive as well, with the entire range featuring a 7 per cent improvement versus a comparable 2007 SWB Caravan.

Regardless, Dodge can claim the ‘clever’ moniker for its recent interior designs, and the Journey follows the same path. Storage bins abound in the second-row floor wells, under the passenger seat, and, of course, the dual glove boxes with the Chill Zone beverage storage. Rear cargo room is generous as well, with a tri-fold floor covering hidden bins to stash valuables away from prying eyes.

Sensitive to criticism garnered from the quality, materials and fit of its recent interiors in the Patriot/Compass/Caliber triplets and the Sebring/Avenger sedans, the Journey is an impressive step forward for Chrysler Corp. While there are still some plastics that you can bruise a knuckle on, the overall presentation is immensely improved. The dash angles towards the front of the vehicle, giving a better sense of space, while the large windows and relatively low beltline provide plenty of visibility. The gauges are crisp and clear, all the controls fall right to hand, and you’d be hard pressed to find many injection-molding seams as in previous Dodge offerings.

One other neat trick is the optional third-row seating, which unlike many of its competitors, is available across the line as a $1,175 option, bringing with it air conditioning with three-zone temperature control. Access to the rear is eased by the innovative 40/60-split Tilt ‘n Slide seats, which also allow the second-row seats to move independently up to 120 mm fore and aft to balance leg room in the second and third row. All seats, including the front passenger’s, can fold perfectly flat without needing to remove any headrests, providing a fantastic amount of room for gear and luggage.

Dodge is playing the safety card as well with standard ABS, Stability Control, traction control, brake assist, electronic roll mitigation, trailer sway control and six multi-stage airbags, along with available UConnect hands-free communication and second-row booster seat.

The exterior styling is arguably the most attractive (if conservative) application of the ‘new Dodge’ design language, featuring a chiseled look with pronounced wheel flares. The upper half is more car-like, with blacked-out B and C pillars, while the Journey’s stance is quite obviously CUV inspired. Neat touches to keep the weight down include an aluminum hood and a composite decklid with an integrated spoiler; V6 models also get dual exhaust.

During the North American launch in and around Las Vegas, the vehicles available for testing were exclusively V6 models, so we spent virtually all our time behind the wheels of front- and all-wheel drive R/Ts. The day’s drive from the north end of the Strip, out to Lake Mead and its environs, then back through ‘Old’ Vegas, proved to be a decent challenge for Dodge’s newest.

First impressions are rather good. Driving through the surface streets, the FWD Journey shows impressive damping, keeping the cabin nicely isolated from pavement imperfections, while once on the highway, Dodge’s work at reducing N/V/H paid off, with only a little wind noise around the A-pillars breaking through the triple-door seals.

The two-lane roads around Lake Mead were a fantastic setting to show off the R/T’s handling as well, twisting pieces of pure-black pavement darting over the mountain foothills. Body roll is well contained, taking a small set upon entering a corner and proving secure all the way through a turn. The main complaint comes from the steering. While the R/T gets its own ‘faster’ rack ratio, steering feel is virtually nonexistent. Perhaps the quest to foster complete isolation was taken a step too far?

Once you’ve built up some experience with it, though, the Journey is remarkably neutral in its handling. The brakes are solid, if not the most aggressive in their response.

Driving back into Vegas from the lunch break, the all-wheel drive R/T showed the same poise as the front-driver, disguising its extra 75 kg very well. If anything, it felt more composed than the two-wheel drive version, but in truth, there isn’t much to separate them.

Obviously, these observations were taken out in the grand vistas of Nevada, where the pavement was for the most part unrippled, without the major frost heaves and potholes that Canadians deal with on a daily basis. We’re looking forward to trying the Journey out on more local ground.

Acceleration in either model is adequate, although the sense of speed is really diminished. The R/T builds pace steadily, but not having driven the four-banger, we’re a little skeptical that it’ll have the goods for a seven-seater loaded with a family and their luggage.

However, Dodge is making it easier for that family of seven to get into a higher spec model with the Journey as it’ll be priced almost identically in Canada as it is in the U.S., model for model. The Journey SE CVP starts at only $19,995, regardless of whether you pay for it in loonies or Washingtons. The SE Plus package adds remote keyless entry, floor mats, a cargo cover, security alarm, overhead console with conversation mirror and more for only a grand. The V6-powered FWD SXT starts at $24,995 with 17-in wheels and tires, Touring suspension, YES Essentials fabric seats, the Flip ‘n Stow front passenger seat, auto-dimming mirrors, trip-computer and more, while the AWD version goes for $27,595.

The performance-oriented R/T comes in at either $27,995 for the front-wheel drive version or $29,995 for AWD. These also garner leather seats, dual-zone climate control, steering-wheel-mounted audio controls, and Sirius satellite radio.

Available options include the third-row seat, a 30GB MyGIG Audio system, a navigation system with back-up camera, a rear-mounted DVD player with 8-inch screen and a power moonroof.

Dodge has gone for the throat with the pricing, claiming the Journey will be the best-priced seven-seat all-wheel drive vehicle in Canada, and that at each of its price points, it’ll be better equipped than Rondo, Mazda5, Santa Fe and Rogue.

So does Dodge have a legitimate hit on its hands? Initial feedback suggests that most were pleasantly surprised by the Journey’s performance, and the price vs. value equation obviously can’t be beaten. What remains to be seen is whether Dodge can convince anti-Detroit consumers that they’re a real contender against the traditional small CUV makers.

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