In addition to the hard drive, audio sources include a single-disc CD player, AM/FM radio, the aforementioned Sirius satellite radio, and a dash-mounted auxiliary input. Our Nitro R/T was equipped with the available 368-watt Infinity premium sound system with eight speakers plus a subwoofer as part of the connect package. The system tended to favor boomy bass at high volumes that rattles the cheap plastic interior panels, but fortunately it did a good job of placing the soundstage in front of the driver.
Other nice interior touches include an available 115-volt two-prong outlet in the rear of the center for plugging in laptops or portable DVD players, which is good because the Nitro doesn't offer a rear seat entertainment option. The R/T package two-tone orange-and-gray cloth seats are bolstered wide for American rear ends but were quite comfortable for extended rides and, as a bonus, are stain resistant!
In a vehicle as chunky as the Nitro, we'd like to see a reverse camera option, but there isn't one. In its place is Dodge's rear proximity sensor, which beeps if there is an object behind you while in reverse. It works, but it's not as elegant as actually being able to see in the blind spot.
Under the hood
Our Nitro R/T is powered by Dodge's 4.0-liter V-6, which generates 260 horsepower, 265 pound-feet of torque, and is the most powerful engine available to the Nitro. This engine is paired with a single-option five-speed automatic transmission with Autostick manual shift program. Power is put to all four wheels through a lockable four-wheel drive system.
While the Nitro has an appropriate amount of power for the amount of weight it carries, we're not sure why it takes 4 liters of displacement to generate less horsepower and torque than the 3.5-liter six-cylinder Toyota Camry. Additionally, the lack of responsiveness often puts that power just outside of the driver's reach, as we saw in the On the road section above.
The Nitro is also available with a 210-horsepower 3.7-liter V-6 paired with a four-speed automatic transmission at lower trim levels.
The Nitro R/T features a "performance-tuned" suspension, which would be great in a perfect world of super smooth highways. In our real world of potholes and expansion joints, the suspension transmits a good deal of harshness into the Nitro's cabin.
So, she won't win dance competitions and most likely won't win any races, but the Nitro also won't be winning any hyper-miling contests, either. With an abysmal 16 city and 21 highway mpg, the Nitro R/T is miles behind the competition where efficiency is concerned.
Step down to the two-wheel-drive version with 3.7-liter V-6 for 16 city and 22 highway mpg. Not much savings to be found there. We're sure the archaic four-speed automatic transmission has a lot to do with the poor fuel economy.
In sum
From a performance perspective, the Nitro seems to make pretenses toward sports car performance, but it simply can't bend the laws of physics. Additionally, there are compromises that we'd be willing to deal with in a sports car that we just can't let slide in an SUV. While we can deal with a harsh ride in a sports car, we expect a suppler ride from an SUV. We also expected the 4.0-liter V-6 to be more beefy with more low-end torque.
Despite subpar cabin materials, the Nitro was able to scratch out a decent cabin comfort score thanks to the availability of the great UConnect technology package.
The Nitro starts at $22,985 for the entry level SE 4X2 model with the 3.7-liter V-6. Add $5,495 to step up to the R/T trim level, which adds the bigger engine, the sport tuned suspension, and the Infinity premium audio. Add another $1,660 to add the lockable four-wheel drive system which, depending on your climate, you should probably skip. The UConnect hard-drive-based GPS and media center is a must have feature for $2,145, but it requires the addition of a $475 convenience group, which includes the rear proximity sensor, remote start, and Bluetooth hands-free.
Add $895 for a power sunroof and a $745 destination fee, and you reach our as tested price of $33,880. This represents a savings of $6,000 over similarly equipped competition from Japan--the 2009 Nissan Murano SL, for example--but the Nitro's road manners, straight line performance, and quality of materials are inferior to the Murano's by just about every measure.
Viewed in this light, choosing the cheaper Nitro doesn't feel so much like getting a great deal as it does like getting what you pay for.
What You'll Pay
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