Dodge Nitro 2007 Review

The third marque in the Chrysler Group triumvirate, to date Dodge Down Under has been one model -- Caliber. Without the halo of the RAM truck legend, the small-car-plus hatch has frankly struggled with establishing the brand's identity -- in the way Chrysler's PT Cruiser did back when its was in a similar position.

Enter the Nitro. A medium SUV, the aggressively-styled five-seater has the physical presence to provide a halo of sorts for the 'Grab Life by the Horns' marque. And though the Avenger medium car is just around the corner (it launches in Aug/Sept), it is the model upon which Dodge is attaching much importance. It's no RAM, but it is the model which will move Dodge from a small collection of models to true brand status.

Unashamedly targeted at the youth market, Dodge is dangling a big carrot in front of would-be Nitro buyers. Not only is the vehicle well-equipped with safety, convenience and comfort features and is well priced, it also gifts to its buyers two years free comprehensive insurance. For young families in the mortgage belts around our capitals, that fact alone could be enough to turn them on to the new kid in town.

The base Nitro is the SX which starts at $36,990 for the 151kW/314Nm petrol version. The price includes ABS brakes, ESP with traction control, electronic roll mitigation, etc, front airbags and side curtain airbags.

The SX rolls on 16-inch alloys and features contrasting wheelarch flares and front and rear bumpers. Inside the standard specification includes a power package (windows, locks and mirrors) aircon, rear park assist and an MP3 compatible six-disc sound system. Cruise control is standard as are foglamps and a tyre pressure monitoring (TPM) system.

The muscular 130kW/460Nm turbodiesel option adds $3500 with other options including premium paint ($300) and a deep tint window package ($390). Dodge dealers will also offer a substantial selection of genuine accessories including roof top storage systems, side steps and dress-up items.

The SXT gets numerous cosmetic upgrades that set it apart from the base model. Indeed it's this model that will get the attention, and we'd suggest, most sales.

Including 20-inch alloys and body coloured bumpers and flares as well as the maker's YES Essentials fabrics or optional leather, it's priced at $39,990 for the V6 with the turbodiesel starting at $43,490.

Standard SXT fare also includes heavily tinted side windows (which with a blacked out C-pillar gives the vehicle almost a two-door 'power wagon' look), and upgrade to the TPM to include a graphic representation as part of the SXT-specific Electronic Vehicle Information Centre (EVIC) and power driver's seat.

The SXT's leather upgrade comes as part of a package that includes seat heating, sunroof and an upgraded security system and is priced at a competitive $2500.

Nitro SXT will also offer the group's innovative hard-drive based MyGIG navigation and entertainment system. A $3500 option (approx), the system will be offered in Nitros delivered later in 2007.

MECHANICAL
The Nitro is new from the ground up but that doesn't mean its architecture is unique. In a reversal of form, a Dodge model is spearheading the arrival of its Jeep equivalent. Thus the Nitro gives us a partial taste of what's coming in the new generation Cherokee -- due in 2008 (more here).

The pair share the basic unitary structure under the skin as well as their independent coil-sprung front suspension and five-link live rear axle. Steering is rack and pinion.

It's hardly cutting edge stuff, but in the past Chrysler Group has proven that it can make these relatively simple structures work well. Alas, despite the fact Nitro gets a unique suspension tune for non-US markets, complete with stiff springs and sway bars, retuned dampers and steering rack, it's not one of their better outcomes (more later).

Despite the apparent 0.1-litre displacement discrepancy, the 3.7-litre V6 in the Nitro is the same Chrysler Group engine as the 3.8-litre fitted to the most recent update of the iconic Wrangler. In Nitro form it gets 5kW more (151 at 5200rpm) but is 1Nm short 314Nm at 4000). If your seat-of-the-pants dyno is good enough to pick up the difference then call the Editor -- he'll give you a job on the spot.

Dodge claims a combined fuel economy rating of 12.1lt/100km and a 0-100km/h time of 10.3sec. During our 300km (approx) drive loop, the petrol versions all returned 14-16lt/100km -- probably as bad as you can expect if you're not towing. For the record, the Nitro's rated to drag around 2270kg.

The Mercedes-based 2.8-litre four-cylinder common-rail turbodiesel is also shared with the Wrangler but gets a healthy upgrade in torque thanks to a new five-speed automatic transmission. Power is still a healthy 130kW at 3800rpm but torque swells to 460Nm at just 2000rpm.

Fuel economy figures ranged from 8.0-11.0lt/100km on the launch, with the official combined figure noted at 9.4lt/100km.

As noted, both of the Nitro's engine options are mated to automatic gearboxes -- four-speed for the V6 and five for the turbodiesel. The Nitro also offers a  part-time shift-on-the-fly 4x4 system. This is not the full-time system that will be offered on the Cherokee but rather a simpler, single-speed tranfers case that locks drive 50:50.

Dodge says it is designed to give the Nitro some degree of all-road, all-weather ability rather than ultimate on or offroad performance. It can only be used on loose or slippery surfaces.

The Nitro features Brake Lock Differentials (BLDs) front and rear which rely on the ESP/ABS to apportion drive across the axles when wheel slip is detected. While the traction control can be deactivated, ESP remains active at all times. It's not the most unobtrusive system either, coming in hard and early -- at least it should give QBE, Dodge's free comprehensive insurance underwriter, some comfort.

The Nitro range gets four-wheel disc brakes -- 302mm vented at the front and 316mm solid rear rotors.

PACKAGING
Dodge says Nitro offers "all the mid-size SUV must-haves: space, functionality and flexibility." A conventional two-box design, the five-door wagon gets a 65:35 split-fold rear seat and Chrysler Group's signature fold-flat, first-row passenger seat to allow extra long loads to be carried.

The front seats are generously sized but seemed to have differing shapes depending on whether they were leather or cloth covered. The latter proved more accommodating.

The dash is unique to the Nitro and features three hooded instrument binnacles and a central stack, all set forward -- so they seem almost flush with the base of the windscreen (there is no dash 'top' per se). The arrangement itself is not unattractive, but the number of components and the various grains and textures conspire to make it look untidy. With so many separate components it doesn't augur well for the longtime solidity of the installation either.

Most drivers will find the front footwell cramped. The accelerator pedal also seems awkwardly distanced from the driver. By the time you're comfortably placed for the pedal distance some drivers may find the reach and tilt adjustable wheel too close for comfort.

At the other end of the car, the two trim levels offer different load area treatments. The SX offers a clever reversible spill-proof molded tray while the SXT features a sliding 'LOAD 'N GO' cargo floor which is rated to 181kg.

In overall dimensions the Nitro sits close to Holden's Captiva. At 4584mm long its 53mm shorter than the Holden and rides on a 43mm shorter wheelbase (2763 v 2707mm). The Dodge is 7mm wider at 1856mm and despite its slat-windowed look 35mm taller at 1755mm. It's no lightweight either, scaling 1940kg.

If after spying those 20-inch alloys you need any further proof of the Nitro's onroad focus, look no further than its approach/departure stats. With an approach angle of just 17 degrees, you'll be replacing front bodywork regularly if you so much as look at any real offroad conditions.

The Nitro's departure angle of 34 degrees and ramp-over at 20 degrees are much better. By comparison, the Territory's vitals are 23/19.8/16 (approach/departure/ramp-over) with Captiva 24.4/22.2/17.8. The Nitro also boasts the best ground clearance, 210mm -- compared to 200 and 189mm for the Holden and Ford respectively.

SAFETY
Perhaps more than any other product recently released by Chrysler Group, the safety aspects of the Nitro were pushed hard. And why not, it's an impressive line up -- and proof positive that the American marques have benefited from their union (now dissolved) with Mercedes-Benz.

Save for the lack of side thorax airbags (it gets side curtain bags though) there's very little missing from the safety suites fitted to the Nitro. A comprehensive ESP and traction control system is standard which also incorporates roll mitigation. The ABS system features brake assist and emergency brake force distribution.

The base structure of the Nitro features modern high and ultra-high strength alloys and along with the above features and others yields the vehicle a five-star rating in the US's NTHSA testing.

It goes without saying that three-point belts are provided for all five passenger positions.

A full-size steel spare is fitted to both SX and SXT models.

COMPETITORS
Nitro will slot into the medium SUV category and as such will be pitched -- in the sales race at least -- against the likes of the Ford Territory, Holden Captiva and Toyota Kluger and Prado.

Dodge put the Nitro up against the likes of the Captiva (normal and Maxx), outgoing Toyota Kluger, Hyundai Santa Fe and Kia Sorento for the purposes of specification comparison. (Check out our pre-configured comparator here).

To limit its competitors to the above models would be simplistic and probably incorrect, however -- the Nitro's bold styling will attract buyers into the segment and its aggressive pricing and insurance offer may also pull people 'up' from compact SUVs as well as smaller hatches and wagons.

Don't underestimate the attraction to some buyer types of the free comprehensive insurance either (more here). This is a feature that will be offered on both Caliber and Avenger. Dodge plans to make it one of its brand USPs.

Dodge says our Nitro gets more precise steering and better steering feel. All this tester can say is good luck to the Yanks who get the standard set-up. Like an old-style live-axled Wrangler or LandCruiser, action at the front wheels only seems to approximate what's happening at your hands.

And in an effort to sharpen up the Nitro's handling the springs have been firmed up and, it seems, the dampers totally forgotten. On bumpy corners the ESP interacts early and often, such is the tenuous connection with the blacktop.

As noted above, the driving position is compromised by what seems like very deep set pedals. In the end I was able to adjust the position so it worked, but I also like the steering wheel uncommonly close to me -- blame motorsport.

The diesel is by far the pick of the powerplants. It's relatively quiet, though when its gruff rumble gets through to the cabin it's quite engaging. Even more attractive are its huge reserves of torque. Coupled with the Nitro's quick-witted five-speed adaptive auto, there's very little to fault.

The petrol engine feels more agricultural in this vehicle than in the Wrangler. It seems breathless after the turbodiesel and matching the oiler's acceleration and overtaking performance requires a whole lot more 'welly'.

And while the diesel gets a proper +/- tiptronic-style shift, the petrol four-speed has a gated shift that gives the choice of D, 2 or 1. No three, which tends to sugget this is more a three-speed gearbox with overdrive than a true four-speeder.

A relatively high seating position means visibility is okay, but the high-sides and narrow glazing won't suit all -- families especially should make sure the kids are happy in the back. In tight confines, despite the boxy dimensions of the car, it's hard to see just where the front end starts and finishes. Rear park assist is standard, but we'd like it up front too.

We drove the Nitro in the same week we sampled Land Rover's new Freelander -- a car that in some markets the Dodge will compete with. Though Down Under the price difference between the two is substantial, the real difference was the refinement of the Anglo product in comparison to the Yankee iron. While the Freelander always felt nimble and precise, the Nitro was a blunt object.

The relative civility of the likes of Jeep's Compass and Patriot prove Chrysler Group has the smarts to do things much, much better.

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