Jeep Patriot Transmission Problems by Year (2007–2017)

Jeep Patriot transmission problems almost always come down to one part on the 2007–2017 model — the Jatco JF011E CVT — but the exact fault and the fix depend on the year you’re driving. If your Patriot is whining at highway speed, slipping on hills, throwing a transmission temperature warning, or simply refusing to pull, that’s the CVT talking. The 2014 facelift changed the picture: from that year Freedom Drive I front-drive Patriots switched to a Hyundai 6-speed automatic, while the CVT carried on in the 4WD and 2.0L cars ⁵¹⁰. On the SA Patriot fleet we see every week, budget R3 500 – R5 500 for a proper CVT fluid and filter service, R28 000 – R45 000 for a low-mileage used Patriot CVT fitted, and R55 000 – R85 000 for a fully reconditioned unit with warranty ¹². Most CVT failures trace back to three root causes: the “sealed for life” fluid myth, a heat-blocked cooler thermostat that bypasses the cooler entirely, and a step-belt that finally lets go after years of slipping you couldn’t quite feel ³⁴. Below we break the failures down year by year so you can see exactly what’s behind your bell-housing.

Key Takeaways

• 90%+ of SA-spec Patriots run the Jatco JF011E CVT — the same unit Nissan, Mitsubishi and Dodge used, and the one Chrysler eventually dropped from the Patriot in 2014 because of failure rates ⁵⁶.
• The “sealed for life” CVT fluid line is a marketing line, not engineering. Real-world life is 60 000–80 000 km between drain-and-fills on a Patriot in SA conditions ³.
• Whining noise on acceleration around 100 000 km is the first warning — it’s the pulley bearing and step-belt telling you the fluid is past it ⁷².
• Common JF011E DTCs are P0700, P0730, P0740, P0746, P0840, P0841, P084A — most trace back to fluid pressure, the step motor, or a sticking pump flow control valve ²⁷.
• Total Patriot CVT replacement is common between 120 000 – 180 000 km when the unit was never serviced. Serviced units routinely make 250 000 km ³.
• 2014–2017 Patriots got the Hyundai 6F24 6-speed automatic instead — fewer catastrophic failures, but its own software-related shift quirks ⁵⁸.

Which Gearbox Is in Your Patriot?

The Patriot MK74 ran from 2007 to 2017 and used three transmissions across that life. What’s behind your bell-housing depends on year, drivetrain, and engine ⁵:

• 2.4L petrol with Freedom Drive II 4WD or front-drive auto (2007–2013) — Jatco JF011E CVT. This is the gearbox in the overwhelming majority of SA Patriots. Same unit fitted to the Compass MK, the Dodge Caliber, plus several Nissan and Mitsubishi models ⁵⁶.
• 2.4L petrol manual (rare) — Magna T355 5-speed. The 5-speed manual was the alternative to the CVT but very few SA Patriots came specced this way ⁵.
• 2014–2017 facelift petrol auto — Hyundai 6F24 6-speed. Chrysler dropped the CVT from the 2014 model year for Freedom Drive I trims and switched to a Hyundai-supplied 6-speed planetary auto. Mechanically much tougher than the CVT, with its own software-related shift complaints ⁵⁸.

When buying a replacement CVT, match the calibration code — a JF011E off a Nissan Versa is the same hard parts but a different valve body separator plate and TCM file. Drop a Nissan unit into a Patriot and it’ll throw codes within a week. For the full vetting routine — fluid sample, donor mileage, paperwork — our used Jeep parts checklist covers what to ask before you pay a cent.

Jeep Patriot Transmission Problems by Year

The single biggest question SA buyers ask is “does my year have the CVT?” Here’s the full 2007–2017 split. The Jatco JF011E CVT ran the whole production life on 4WD and 2.0L front-drive cars; the Hyundai 6F24 6-speed only landed in 2014 and only on Freedom Drive I (front-drive) auto trims ⁵¹⁰¹¹.

Model Year	Drivetrain / Spec	Gearbox	Known Failure Profile
2007–2010	2.0/2.4 auto (FWD + Freedom Drive II 4WD)	Jatco JF011E CVT	Early belt-slip and pump flow-valve wear; overheat if the cooler thermostat sticks. Worst when never serviced 3.
2011–2013	2.0/2.4 auto (FWD + Freedom Drive II 4WD)	Jatco JF011E CVT	The most-complained-about band — a US class action named the 2010–2013 CVT cars for slipping and failure 6. Fluid-neglect failures cluster at 100 000–150 000 km.
2014	Freedom Drive I (front-drive auto)	Hyundai 6F24 6-speed	New this year — far tougher hardware; early cars can shift harshly until the latest TCM flash is loaded 8.
2014–2017	Freedom Drive II 4WD + 2.0L front-drive	Jatco JF011E CVT	CVT carried on alongside the 6-speed. Same fluid-and-heat failure profile as the earlier cars 510.
2015–2017	Freedom Drive I (front-drive auto)	Hyundai 6F24 6-speed	Reliable if serviced; occasional software shift-quality complaints cured by a reflash 811.
2007–2017	2.0/2.4 manual (rare in SA)	Magna T355 5-speed	Simple and durable; clutch and slave-cylinder wear the usual jobs, not the gearbox itself 5.

So which Patriot years have the worst transmission? The 2011–2013 CVT cars top the complaint charts, closely followed by the 2008–2010 CVT models — all for the same reason: the JF011E was sold as “sealed for life” and owners never changed the fluid ³⁶. Do 2017 Jeep Patriots have transmission problems? It depends on drivetrain: a 2017 Freedom Drive I front-drive car runs the tougher Hyundai 6-speed and is a safer bet, while a 2017 4WD (or 2.0L FWD) still has the CVT and the same failure risk as the older cars if its fluid history is unknown ⁵¹⁰. Whatever the year, a Patriot with a stack of CVT fluid receipts is worth paying more for than a cheaper one with none.

Jeep CVT Transmission Problems — Why the JF011E Fails

Search “jeep cvt transmission problems” and nearly every result points back to one gearbox: the Jatco JF011E. It isn’t a Jeep design at all — Jatco (Nissan’s transmission arm) built it, and the same unit went into the Nissan Rogue and Sentra, the Mitsubishi Outlander and Lancer, the Dodge Caliber, the Jeep Compass MK and the Jeep Patriot ²⁵. That shared parentage is why the failure pattern is identical across all of them.

A CVT has no gears. A steel push-belt runs between two cone-shaped pulleys that squeeze wider or narrower to change ratio, and everything depends on two things: enormous, precise hydraulic pressure clamping that belt, and clean fluid carrying that pressure. The JF011E loses both as it ages — the aluminium pump flow-control valve wears and pressure drops, degraded fluid overheats and glazes the belt, and once the belt slips it scores the pulley faces beyond saving ²⁷. Chrysler thought highly enough of the risk that it dropped the CVT from Freedom Drive I Patriots for 2014 in favour of a conventional Hyundai automatic ¹⁰. The Jeep Compass shares this exact CVT — if that’s your vehicle, our Compass transmission problems guide covers its three gearboxes in detail. The upshot for any Jeep CVT: it isn’t a bad gearbox, it’s an unforgiving one. Change the fluid on time and it lasts; skip it and it fails on a predictable timeline.

Common Problems and Their Root Causes

1. CVT step-belt slip. The JF011E doesn’t have gears — it has a steel push-belt running between two variable-diameter pulleys. Hydraulic pressure squeezes the pulleys to clamp the belt; if pressure drops or the belt and pulley faces glaze, the belt slips. You feel a “rubber band” sensation under load — engine revs climb but the car doesn’t accelerate the same ²⁷. Once the belt has slipped enough to score the pulley faces, you’re past a fluid service — the pulleys need replacement.

2. Pump flow control valve wear. This is the famous JF011E weak point. The aluminium flow valve in the oil pump wears out of spec, pressure drops, and every other failure mode cascades from there — clamping pressure, lock-up clutch pressure, the lot. Sonnax and Sunbelt list an oversized replacement valve that should be fitted on every JF011E rebuild — without it, the recon will fail again within 30 000 km ²⁷.

3. Cooler thermostat sticking closed. The Patriot’s CVT cooling circuit runs through a thermostat that should open above a set temperature to route fluid through the external cooler. When it sticks closed — usually from old fluid varnish — the cooler is bypassed entirely, fluid hits 130°C+ in stop-start traffic, and you get a transmission temperature warning light on the dash ⁴. Owners who fix this with a new thermostat and a fluid flush often save the gearbox; owners who keep driving cook the belt and pulleys.

4. TCM faults / harsh engagement. Degraded fluid wears the step motor that controls the pulley ratio, throwing P0746 (pressure control solenoid stuck off) and the P0840 / P0841 / P084A family — fluid pressure sensor faults ². Symptoms are “Service Transmission” on the dash, harsh engagement into Drive from cold, and intermittent limp mode that sometimes clears overnight.

5. Whining / bearing noise. The most common early warning. A rotational whine in Drive or Reverse that gets worse with road speed is the secondary pulley bearing letting go — a known JF011E issue documented by Sonnax ⁹. By the time you can hear it, the bearing has been making metal for thousands of km. Drop the pan — if the magnet is coated in steel paste, the gearbox is on borrowed time.

6. Burning smell from the engine bay. Late-stage failure. Burnt friction material from the lock-up clutch and the step-belt, plus overheated CVT fluid, smell like burning rubber mixed with hot oil. Stop driving — every km from this point onwards adds money to the rebuild.

CVT Failure Modes — Step-Belt, Pulley, Pump

The CVT is the whole story on the Patriot, so it’s worth understanding what actually breaks inside the JF011E. There are four hard parts that fail, in roughly this order:

Stage 1 — Pump flow control valve wear (60 000–120 000 km). The first thing to go on a neglected unit. Symptoms: subtle whine on acceleration, slightly delayed response, occasional shudder pulling away. At this stage a fluid flush plus an oversized Sonnax flow valve and a cooler service can save the box for another 100 000 km ²⁷.

Stage 2 — Step motor / pressure control solenoid wear (100 000–150 000 km). Old fluid wears the step motor that sets pulley ratio. Symptoms: harsh engagement, P0746 codes, surging at constant throttle. Replace the step motor and solenoid pack at the same time as a fluid service — about R8 000–R14 000 in parts and labour.

Stage 3 — Pulley bearing failure (130 000–180 000 km). The secondary pulley bearing pits, then flakes metal into the fluid. The whine becomes obvious. At this point you cannot save the unit with valve work — the metal is in the hydraulic circuit and will trash any new solenoids inside weeks ⁹.

Stage 4 — Step-belt failure / pulley face damage (anywhere from 120 000 km on a never-serviced unit, to 250 000+ km on a maintained one). Once the belt slips enough to glaze and score the pulley faces, the pulley sheaves themselves are scrap. This is a full rebuild — new belt, new pulleys, new bearings, new pump, fresh torque converter.

The honest reality on the JF011E is that Stage 3 and Stage 4 jobs are not really repairs — they’re rebuilds, and a rebuild on a Patriot is rarely cheaper than a low-mileage used unit if you can find one with verified history.

Symptoms Checklist

• “Rubber band” feel under acceleration — engine revs climb without matching road speed.
• Whining noise in Drive or Reverse, getting worse with road speed.
• Transmission temperature warning light in stop-start traffic — usually a stuck cooler thermostat ⁴.
• “Service Transmission” message on the dash with intermittent limp mode.
• Harsh engagement into Drive or Reverse from cold.
• DTCs P0700, P0730, P0740, P0746, P0840, P0841, P084A stored ².
• Burnt smell from the engine bay after a hot drive.
• Pink, brown or grey fluid with a burnt smell on the dipstick — should be translucent green-yellow on a healthy JF011E.
• Loss of acceleration on hills — top of the Van Reenen, top of Sir Lowry’s, anywhere with a sustained climb ¹.

Repair Options and SA Costs

Workshop-realistic figures for Gauteng and KZN in early 2026. Your quote will depend on local labour rate, whether the cooler thermostat needs replacing, and whether you want a used unit, a recon, or a brand-new OEM CVT.

Fix	Typical Cost (SA)	Who It’s For	Warranty
Fluid + filter service (Nissan NS-2 / CVTF+4)	R3 500 – R5 500	Preventative or early whine, no DTCs	6 months
Cooler thermostat replacement + flush	R4 500 – R7 500	Trans temp warning, fluid still healthy	6 months
Step motor / solenoid pack replacement	R8 000 – R14 000	P0746, harsh engagement, surging	6–12 months
Sonnax oversized pump flow valve + fluid	R6 500 – R10 000	Stage 1 wear, early belt slip	6–12 months
Valve body refresh (used JF011E body)	R12 000 – R20 000	Multiple solenoid faults, clean fluid	6 months
Used JF011E (unit only)	R18 000 – R32 000	Budget, low-mileage donor, paperwork checked	3–6 months
Used JF011E fitted	R28 000 – R45 000	Most common SA Patriot CVT job	3–6 months
Reconditioned JF011E fitted	R55 000 – R85 000	Full rebuild — belt, pulleys, pump, valves	12 months
Brand-new OEM JF011E unit	R110 000+	Warranty / fleet only — rarely worth it	24 months
Hyundai 6F24 (2014+ Patriot) used fitted	R32 000 – R55 000	Facelift Patriot 6-speed swap	6 months

A used CVT with verified sub-130 000 km mileage is the workhorse SA option on a Patriot — most owners don’t justify the recon premium on a 12-year-old vehicle. A fluid service and cooler thermostat fix early can keep a healthy JF011E alive for another 100 000 km if you’re proactive.

Diagnosis Before You Spend Big

No real Patriot owner skips this stage. Order of operations on a JF011E before anyone touches a gearbox:

1. Pull the dipstick warm and look at the fluid. Healthy CVTF+4 (or NS-2) is translucent green or yellow. Brown or grey with a burnt smell means the friction material on the lock-up clutch is in suspension — you’re past a fluid service.
2. Listen at idle in Park, then in Drive with the brake on. A new whine that wasn’t there before is the secondary pulley bearing — confirmed bad news ⁹.
3. Scan for codes. A R150 OBD scan saves R5 000 in guesswork. P0746 with a clean fluid sample is a step motor job. P0700 + P0840 with brown fluid is a rebuild question, not a service question ².
4. Check the cooler thermostat. Run the engine to operating temp, feel the cooler line at the front of the car. If it’s cold while the gearbox is hot, the thermostat is stuck closed and you’ve found your overheating root cause ⁴.
5. Pan drop and magnet check. If the magnet is coated in steel paste, the bearings are flaking — no fluid service will save it. Plan a swap.
6. Test drive on a hill. Stage 1 belt slip only shows under sustained load. A flat-road test will lie to you. Take it up a real climb in 4th-equivalent (CVT will hold a ratio under throttle) and feel for slip.

Skipping straight to “fit a used box” because it threw a P0700 has cost SA Patriot owners more money than any other single decision. Plenty of JF011E “failures” are step motors, thermostats, or solenoid packs — fixable for a fraction of a swap. But once the fluid has gone brown and the magnet is coated, the conversation flips entirely.

Used vs Reconditioned vs New Patriot CVT

The Patriot stopped production in 2017. Used JF011Es in SA are getting harder to source clean — most yard donors now have 200 000+ km on them and the same wear you’re trying to escape. Three-month rule of thumb on a Patriot CVT today:

• Used unit (R28–45k fitted) — works if mileage is sub-130 000 km, paperwork is real, and a fluid sample comes out clean. The JF011E was used by Nissan and Mitsubishi too, so non-Patriot donors exist — but the calibration code matters. Wrong code = codes in a week.
• Reconditioned unit (R55–85k fitted) — best long-term value if you plan to keep the Patriot another 5+ years. New step-belt, new pulleys, new bearings, oversized Sonnax pump valve, new step motor, fresh torque converter. 12-month warranty. We push owners here when fluid came out burnt and the magnet had paste on it.

- **Brand-new OEM CVT (R110k+)** — almost never worth it on a Patriot. Save the difference for the rest of the car or budget a 6F24 swap from a wrecked 2014+ model.

Always cross-check the donor’s calibration matches the Patriot 2.4L spec — Nissan, Mitsubishi and Dodge JF011Es share hard parts but use different valve body plates and TCM files. The Patriot model page has the year-by-year engine and gearbox matrix if you’re not sure what you’re working with. Step motors, valve bodies, cooler thermostats, and CVTF+4 fluid are listed under transmission parts.

Service and Maintenance to Avoid Problems

The Patriot owner’s manual lists CVT fluid as “lifetime fill” — same Chrysler marketing line that killed thousands of WK2 ZF gearboxes worldwide. On a JF011E in SA conditions (Highveld altitude, summer heat, stop-start traffic) the real interval is drain-and-fill every 60 000–80 000 km with proper CVTF+4 (Mopar) or the equivalent Nissan NS-2 spec ³. Universal ATF will kill the lock-up clutch within 5 000 km — wrong friction modifier — and DEX/MERC fluids destroy the step-belt clamping behaviour.

A proper CVT service is a pan drop, magnet clean, filter replacement, and refill to the level checked at 30–50°C through the level plug. Top-up through the dipstick tube is not enough. Over- or under-filling by 300 ml on the JF011E causes harsh engagement and aerated fluid.

If you tow, drive in heavy traffic, or run the Highveld in summer, fit an external CVT cooler if your Patriot doesn’t already have one. The factory cooler is borderline adequate; an aftermarket unit drops fluid temps by 15–25°C and routinely doubles the life of the box.

FAQs

Can I reset the Patriot CVT to clear a “Service Transmission” warning? Disconnecting the battery for 20 minutes will sometimes clear a transient event, but it won’t clear stored DTCs or relearn the step motor calibration. If the warning returns inside a drive cycle, there’s a real fault — usually the step motor, a stuck cooler thermostat, or a sticky pump flow valve.

Is a reconditioned JF011E reliable on a Patriot? Yes, when done properly. A good SA recon replaces the step-belt, both pulleys (or resurfaces them), all bearings, the step motor, the solenoid pack, the torque converter, and fits the oversized Sonnax pump flow valve as standard. Without that valve fitted, the recon will fail inside 30 000 km — always ask which parts are new before you pay the deposit ².

Why does my Patriot whine more on hills than on the flat? The CVT holds a higher gear ratio under load — pulley positions don’t move much, so the same worn bearings see more sustained load. Hill climbs amplify Stage 3 wear earliest. If yours whines on Sir Lowry’s but not on the N1, you’ve caught it early.

Should I swap the JF011E for the 6F24 6-speed? Theoretically possible — facelift Patriots used the same K-frame and similar mounts — but in practice it’s a TCM swap, wiring loom modification, propshaft variation, and dyno calibration job. R40 000+ in conversion costs on top of the gearbox. Almost always cheaper to fit another JF011E (used or recon) and keep it serviced.

How long does a Patriot CVT actually last with proper service? Well-serviced JF011Es routinely hit 250 000 km. Neglected ones fail at 120 000 km. The “sealed for life” myth has killed more Patriot CVTs in SA than any other single factor. The R4 000 service every 70 000 km is the cheapest insurance you’ll ever buy on this car.

Does the 2014+ Hyundai 6F24 have its own problems? Yes — but they’re software, not catastrophic. TSB 21-042-15 addressed shift quality and drivability on 2014 and early 2015 Patriots ⁸. A TCM reflash usually cures harsh shifting on these. The 6F24 hard parts are tough — we rarely see one fail mechanically.

Are Jeep Patriots known for CVT transmission problems? Yes, the JF011E CVT in the 2007–2013 Patriot is one of the most-complained-about gearboxes on the SA used market. Owners describe a slow-burn pattern: a whine creeping in around 100 000 km, an overheat warning in summer traffic, then a reluctance to pull on hills. Chrysler dropped the CVT for the 2014 facelift, which tells you enough on its own. Maintained units routinely make 250 000 km — neglected ones don’t see 130 000. The car isn’t a write-off, it just demands a fluid service the workshop manual pretends isn’t needed.

What are the first signs your Patriot CVT is going bad? Three signals come before any dash light. First, a faint whine in Drive that wasn’t there last month — listen with the radio off pulling away from a robot. Second, hesitation under acceleration where the revs climb a beat before the car responds — that “rubber band” feel. Third, fluid colour on the dipstick swinging from translucent yellow-green to brown with a burnt smell. Catch the car at any of these stages and a fluid service plus cooler thermostat check usually saves the box. Wait for the limp-mode warning and you’re shopping for a CVT.

Should I rebuild or replace my Patriot CVT? On a 12-year-old Patriot in SA, replacement is almost always the call. A proper JF011E rebuild lands at R55 000 – R85 000, while a low-mileage used unit fitted is R28 000 – R45 000 — and most owners don’t keep the car long enough to justify the rebuild premium. The exception is a Patriot under 150 000 km that’s been clean all its life and you plan to run another five years. Then a recon with the Sonnax pump valve and a 12-month warranty becomes the cheaper long game. Anything else, source a verified used box.

Which Patriot years should I avoid in SA? The 2008, 2009 and 2011–2013 CVT cars cop the most complaints because that’s when fluid-change neglect catches up with the JF011E. The 2014–2017 Freedom Drive I front-drive cars with the Hyundai 6F24 6-speed are a much safer bet on the used market — same body, same engine, far tougher gearbox. If you’re shopping a pre-facelift CVT Patriot, ask for fluid-change history. No paperwork means assume the box is on borrowed time and price the car accordingly. A clean 2015+ front-drive 6-speed under 150 000 km is the smart buy.

Do 2017 Jeep Patriots have transmission problems? It comes down to drivetrain, not just the year. A 2017 Freedom Drive I front-drive Patriot runs the Hyundai 6F24 6-speed automatic, which is far tougher than the CVT and mostly gives software-related shift niggles cured by a TCM reflash ⁸. But a 2017 4WD (Freedom Drive II) or 2.0L front-drive car still has the Jatco JF011E CVT, and that carries the same slip-shudder-overheat failure risk as the older Patriots if its fluid history is a blank ⁵¹⁰. Check the trans tag before you buy — a 2017 isn’t automatically safe.

Which Jeep Patriot years have the worst transmission? The 2011–2013 CVT cars draw the most complaints, with 2008–2010 close behind — all Jatco JF011E CVTs killed early by the “sealed for life” fluid myth ³⁶. The safest transmission across the whole range is the 2014–2017 Hyundai 6F24 6-speed in the Freedom Drive I front-drive cars.

Is the Jeep Patriot CVT reliable? It’s reliable only if it’s serviced. The JF011E CVT is the same Jatco unit used across Nissan, Mitsubishi and Dodge, and it’s unforgiving of neglect rather than fundamentally weak ². Drained and refilled with the correct CVTF+4 fluid every 60 000–80 000 km, it routinely reaches 250 000 km; left on the factory “lifetime” fill it commonly fails between 120 000 and 150 000 km ³. Treat it as a scheduled-service gearbox and it’s fine.

How much is a Patriot gearbox in South Africa? Budget R3 500 – R5 500 for a CVT fluid and filter service, R28 000 – R45 000 for a low-mileage used JF011E CVT fitted, and R55 000 – R85 000 for a fully reconditioned unit with a 12-month warranty. A 2014+ Hyundai 6F24 6-speed used and fitted runs R32 000 – R55 000. Individual fixes like a step motor (R8 000 – R14 000) or a cooler thermostat (R4 500 – R7 500) are far cheaper if that’s all it needs — always scan first.

FAQ Schema

Not sure where your Patriot sits? Send us your VIN, mileage, DTC stack and a photo of the fluid on the dipstick — we’ll tell you honestly whether it’s an R3 500 service, an R8 000 step motor, or a CVT swap. Start with a quote enquiry on the homepage or hit the WhatsApp button.

Sources

1. Off-Roading Pro — 7 Common Jeep Patriot Transmission Problems
2. Sunbelt Valve Body Builders — Understanding the JF011E CVT: Common Issues and Reman Solutions
3. CarComplaints — 2011 Jeep Patriot Power Train Problems
4. My Jeep Compass Forum — Problem Solved: My CVT Overheated and I Fixed It (cooler thermostat)
5. Wikipedia — Jeep Patriot (transmission options)
6. ClassAction.org — FCA US Facing Class Action Over Alleged CVT Defect in 2010–2013 Jeep Patriot/Compass and 2010–2012 Dodge Caliber (Zuehlsdorf v. FCA US)
7. Transmission Digest — Fixing JF011E Primary Pulley Pressure Sensor Issues
8. Jeep Patriot Forums — TSB 21-042-15 REV. A: Transmission Shift and Drivability Enhancements (6F24)
9. Sonnax — Chasing Bearing Noise in Jatco CVT Units (JF011E secondary pulley)
10. Wikipedia — Jeep Patriot: "2014 was the first model year that Freedom Drive 1 Patriots came with a Hyundai 6-speed automatic transmission instead of the CVT"
11. Wikipedia — List of Hyundai transmissions: A6F24/6F24 (A6MF1) contracted by Chrysler for 2014–2016 Jeep Compass and Patriot