All Dressed Up

Admittedly late to the midsize-SUV party, Dodge makes a grand entrance with the '07 Nitro.

And it is a most welcome addition, because if this gathering were Thanksgiving dinner, the tryptophan would be kicking in right about now.

Midsize SUVs have mingled with America's fleet for so long they no longer stand out from the crowd, except for recent arrivals such as the Hummer H3 and Toyota's FJ Cruiser.

But with styling that borders on the outrageous, Dodge's first midsize offering, based on the underpinnings of Chrysler Group's Jeep Liberty, breathes some life into the party. However, looks aren't everything.

While the Nitro is arguably one of the better-dressed partygoers and boasts superior functionality, from behind the wheel it is less than engaging — the automotive equivalent of a shallow conversationalist.

The Nitro has all the right opening lines. Its ramrod-straight posture is softened by a low-profile greenhouse that is surprisingly free of blind spots.

Two powerful interpretations of Dodge's trademark crosshairs grille — all chrome on base-trim SXT and mid-level SLT, and body-color on the R/T — continue the evolution of a design feature that rapidly is approaching icon status.

Deep creases over the wide fender flares and 20-in. chrome-clad wheels, optional on the SLT and standard on R/T, invite double-takes as the Nitro redefines the most desired design attribute in today's market: boldness.

The vehicle's interior also embraces this theme. Load 'n Go, Nitro's sliding cargo floor, is a back-saving feature, as are the R/T's aggressively styled seats, which rank among the most comfortable in this or any segment. Meanwhile, Nitro's beefy steering wheel and sturdy shifter fill your fists with the promise of performance. Too bad its powertrains don't deliver.

Under heavy throttle, the base-model 3.7L SOHC V-6 labors to move Nitro's mass, which ranges from 3,932 lbs. (1,784 kg) to 4,162 lbs. (1,888 kg), depending on the drivetrain. Both the SXT and SLT can be equipped with 4-wheel drive, while the former comes standard with a 5-speed manual transmission. A 4-speed automatic gearbox is optional on the SXT and standard on the SLT.

While the 210-hp volume mill has a maximum torque output of 235 lb.-ft. (319 Nm) at 4,000 rpm, the Nitro SLT displays disappointingly lazy acceleration.

An R/T version featuring a standard 4.0L SOHC V-6 has a livelier 260 hp. But it also protests a little too much when the rev needle sweeps to the right.

However, the larger engine's torque potential — a peak of 265 lb.-ft. (359 Nm) at 4,200 rpm — is pleasingly evident from the get-go, enhanced by the smooth-shifting 5-speed automatic that comes standard.

Despite the requisite flogging, the Nitro approximates its combined city/highway mileage ratings of 20 mpg (11.8 L/100 km) for the 3.7L and 19 mpg (12.4 L/100 km) for the 4.0L.

Pricing ranges from $19,225 for a Nitro SXT 4×2 to $24,145 for a Nitro SLT 4×4, plus $660 in destination charges.

Shouldering Nitro's load is a newly engineered suspension — a coil-spring independent front and 5-link coil-spring rear — tuned for “sport” and “performance” driving patterns. Chrysler truly must have been at a loss for descriptors; the sport setting is as spongy as any “comfort” suspension, and the performance tune is too stiff for its own good.

Kind of like that uptight party guest.