Overview. Dodge has launched its late entry into the small-SUV class with the Nitro, which draws heavily from the Jeep Liberty platform. Longer than the Jeep, the Nitro will face off against established six-cylinder competitors, such as the Ford Escape, Nissan Xterra, and Suzuki Grand Vitara, with a bold appearance and available on-road performance package.

The Nitro comes in three trim lines: SXT, SLT, and the sportier R/T. Each trim is available with either two- or four-wheel drive. Antilock brakes, electronic stability control, and side-curtain air bags are all standard. The base SXT with a six-speed manual transmission starts at about $21,000 with popular equipment. Each Nitro is available with a part-time 4WD system that adds about $1,500. The R/T has a different powertrain--a 260-hp, 4.0-liter V6 mated to a five-speed automatic--a full-time four-wheel drive system, and large 20-inch wheels. A loaded R/T brushes past $30,000. We bought a typically equipped mid-trim SLT 4WD, with a $28,875 sticker price.

Initial impressions. The Nitro has eye-catching looks, with a huge Dodge brand-signature crosshair grille and a tough-looking, boxy shape. (The wide front-fender flares might remind some people of the old Dodge Power Wagon or recent concept vehicle of the same name.) Beneath the squarish sheet metal, the Nitro has Jeep-sourced components that include a 210-hp, 3.7-liter V6 and live rear axle. That setup never impressed us with its performance or ride in the Liberty, and it doesn't work better here. It only takes a few miles of driving to uncover flaws, with the most obvious being the relentlessly noisy engine and a stiff, bumpy ride. On the highway the ride becomes floaty. Engine power is adequate, but a driver must prod it to keep up the pace. Vague steering and notable body lean leaves the handling less than agile.

Most SUVs in this class have a permanent all-wheel-drive system but lack the low-range gearing used in tough off-road situations. But the Nitro SXT and SLT have only a part-time system, activated by a switch next to the gear selector. Such a part-time 4x4 setup is not well-suited to dry pavement. Yet there is no low-range gearing, something other part-time systems usually have. In practice, the SLT doesn't benefit from a full-time system optimized for slippery road conditions, nor possesses the capability to traverse tough off-road terrain.

The interior has a spartan appearance and an abundance of cheap-feeling, hard plastics. Most controls are easy to see and use except for the awkward on-board computer. The power windows, locks, and mirrors controls (courtesy of corporate-partner Mercedes-Benz) work well, a welcomed improvement over the Liberty's console-mounted switches. The front seats are reasonably comfortable, but the foot wells are very narrow and there's no good place for the driver's left foot. The split rear seats are low to the floor, and the cushions are too short fore and aft, compromising thigh support.

Unlike the Liberty, the Nitro has a rear hatch that opens up, rather than sideways. The cargo bay has a sliding floor that you can pull outward up to 18 inches to help load and unload heavy items. That so-called "lock and load" cargo floor has a 400-pound capacity, and it is conducive to an impromptu tailgate party. With the optional tow package, towing capacity is 5,000 pounds--a lot for this class. Stability control and side curtain air bags are standard.

The Nitro lacks the refinement of most car-based SUVs and isn't equipped for serious off-roading. Ultimately, its main appeal is the unusual styling. We'll see where the Nitro stands among the models in this expanding SUV category when we have a full report in the May 2007 issue of Consumer Reports and on ConsumerReports.org in April.

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