2008 Dodge Nitro SE 4X4

The New Chrysler, now owned by a capital management firm that is best-known for buying failing corporations, flogging off the valuable bits and junking the corpse, is at least so far following the only strategy that can possibly work for any carmaker: introduce new product.

The avalanche of new entries from Chrysler over the past year or so was of course the initiative of the Old DaimlerChrysler – they're still in the process of changing the signs on the buildings.

But at least the new owners are keeping it going.

So when I picked up the Dodge Nitro, I had to be briefed on what it is, what it is based on and where it fits into the overall Chryco scheme of things. It was launched for the '07 model year but I'm still catching up.

Turns out Nitro is based on a stretched Jeep Liberty platform. It is unibody not full-frame construction, but the rear-drive orientation (four-wheel drive is available) and live rear axle point to the truckish side of the SUV spectrum.

That said, the lack of a two-speed transfer case detracts from its cred as an off-road-capable SUV.

Part of Nitro's mandate is to be urban and hip, so it is clothed in funky, stylish and semi-extreme bodywork, all cubes, square edges, angles and planes. Seems to garner approving looks from most observers.

Some nice details too. I rather liked the hoop-style exterior door handles with the huge retro-ish thumb push buttons.

Inside it's plain, simple, not flashy but not quite stark either. There will be no sleepless nights at Audi wondering how Chrysler got this level of trim quality, but I didn't think it was as bad as some other reporters have indicated.

My range-topping R/T model had leather seats, but why anyone would pass on the available YES Essentials cloth seating escapes me. This is a new high-tech fabric that shrugs off just about any stain-causing substance known to humankind – yes, even mustard.

No wait. A closer look at the brochure tells me why you would pass on this feature: it isn't even available on the up-level R/T model! What goes through the minds of the product planners who make these decisions?

Nitro seats five. The extra length over Liberty helps in the back seat, although the lumps and bumps in the floor required to accommodate the four-wheel-drive machinery robs some front foot space.

You sit high, and visibility is good through the upright "greenhouse" – the glass all around you.

If there is no passenger, the right front seatback folds forward to create a little work table.

The rear seatback offers a recline feature, and split-folds for added cargo capacity. Got heavy stuff? A handy device known as Load 'N Go is basically a sliding cargo area floor, which extends out the back to make loading a bit less back-breaking.

There are a few remnants of the DaimlerBenz connection in Nitro – the one-touch turn signal for lane changing, for example.

And the one-touch ignition/starter function seems on the surface to be trivial, but I find it interesting how quickly you get used to it.

My tester had a bunch of optional stuff, including the MyGig infotainment system. You'd need more than the week I drove the Nitro to figure out all that this can do, but you can store your own downloaded music, group it all into various playlists, plug in your iPod, fly it to the moon.

It also has GPS navigation, plus you can get UConnect hands-free phone integration and Sirius satellite radio.

Nitro is powered by one of two V6 engines. All but R/T get the adequate 210 horse 3.7 L, with either a six-speed manual or four-speed autobox. Rear- or part-time four-wheel drive (rotate a dash knob to activate) are the driveline choices.

The R/T gains a 260-hp 4.0 L and five-speed automatic with manual override. The R/T is four-wheel drive only.

The engine is pretty noisy and growly on acceleration, but calms down in cruising. Not very fuel-efficient though, partly, I'm sure, due to the blunt and steep windshield that has to shove a lot of air out of the way. Makes for a lot of wind noise, too.

R/T also has a so-called "performance'' suspension and 20-inch low-profile tires, which combine for a ride that can only be called hard, especially on GTA roads.

It does feel decently nailed down in cornering, but you don't typically drive an SUV that hard, and a smoother ride would I'm sure be preferred by most intenders.

To Nitro's credit, four-wheel disc brakes with ABS, directional stability control, all-speed traction control, trailer sway control and rear park assist (the latter pair of tidbits new for '08) are all standard.

Unibody trucks are bound to become more popular because they can weigh less than full body-on-frame, although Nitro hardly takes advantage of this: the R/T stomps on the scales to the tune of a hefty 1,883 kg. No wonder the fuel efficiency isn't very good.

Still, Nitro will get better mileage than most bigger SUVs, and it offers fans of those behemoths a reasonable step down in deference to the new reality of higher fuel prices.

If the Nitro package – styling, size and performance – appeals, I would suggest that you seriously consider one of the lower-tier models.

The SLT for example, the one-down choice, offers most of the good stuff of the R/T, you can get the YES Essentials upholstery, the smaller engine performs well enough, the ride quality isn't quite as harsh, and you'll save yourself some serious bucks too.

Or, cross over (ho, ho) the showroom floor to look at the Dodge Journey CUV. Apart from tamer styling, it's a nicer vehicle in almost every respect.