The Journey could do with some more polish, as evidenced by its noisy diesel engine and somewhat tardy response of the double-clutch gearbox.
The cabin is roomy, hugely versatile and packed with the kind of storage that family buyers will come to love.
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There’s a strong whiff of 4WD in its chunky looks and flexible sevenseat cabin but scan the specifications and you won’t find four-wheel-drive. It is a front-wheel-drive.
Go for the $41,990 R/T and leather trim, leather-clad multi-function steering wheel, heated front seats, trip computer and big 19-inch alloys are added to the list.
R/T buyers also have the option to ditch the standard petrol V6 and sixspeed auto drivetrain for a turbodiesel and faster shifting, more efficient double-clutch six-speed gearbox. This costs $5000 more and is the version we’re testing here.
With six airbags (including curtain bags covering all three rows), stability/ traction control, anti-lock brakes with brake assist and tyre-pressure monitors, all of the major bases are covered. A pity, then, that Dodge charges $400 for parking sensors when - given the limited rear visibility - they should be standard.
Let’s work backwards. The Journey’s final-row seating is a handy repository for children. Adults, too, should find it acceptable, if a little tight on legroom. A sliding/reclining middlerow bench remedies that shortcoming but those occupants will need to compromise on legroom that is somewhat limited to begin with.
Still, if the Dodge isn’t a natural for transporting seven adults, there’s more than enough space and seating flexibility to keep bigger family buyers happy.
Similar to other flexible sevenseaters, the boot is small with all seats occupied but an underfloor bin adds welcome capacity. A 12-volt outlet, bag hooks, tie-downs and removable/ rechargeable torch are other nice touches but a space-saver spare tyre is a minus.
The 110 kW, 2.0-litre CRD turbodiesel four-cylinder can’t match the 136 kW petrol V6 for power but has more torque (310 Nm versus 256 Nm).
It’s also a lot more economical, using 7.0 L/100 km in the official combined test compared to the petrol’s 10.3 L.
But the CRD isn’t a natural sprinter - not with a 1700 kg-plus bulk to overcome anyway - and it’s not particularly refined, either, with an intrusive diesel thrum at idle and under load.
The Journey responds lazily and rolls noticeably when hurried through the bends. The steering, too, while consistent and linear, could do with more weighting and feel.
The ride is admirably supple. Most surface niggles are shrugged off effortlessly, while bigger bumps are sensed more than felt. Wind and tyre noise are also well suppressed.
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