In these three days, for the first time in my life, I felt so much attention on myself. But the matter, of course, is not about me. Nitro attracted the glances of women and children, and a couple of respectable men had to be almost forcibly driven away from it. All because this car looks like a truly brutal machine. And it doesn't matter that in reality, only the appearance and partly the engine can be called cool here. I even roughly understand who it was created for. At some point, adult civilized men want to feel like cowboys, but most are afraid to even put on a hat — not to mention horseback riding. But buying a Dodge Nitro for $42,000 is quite a feasible feat for a modern person.
GET IN, DEAR
So, we spend 42 thousand dollars, and get a hundred percent effect. The main thing is to learn how to get into it correctly. If you've managed that, consider half the job done. I tried putting my foot on the running board — then my head ended up noticeably above the roof. I tried to climb in directly from the asphalt — I hit the threshold. With the usual method of "right shoulder forward," my knees hit the steering wheel, and the top of my head hit the ceiling. I recall that don Juan advised Castaneda to get into a car on all fours, but even that trick didn't help me.
When getting out, you again face the painful choice: to put your foot on the running board or not? I think I've found the solution. After all, the thresholds are an option...
But here I am inside and realize with relief: what usually irritates me in American trim materials doesn't bother me here in Nitro at all. The whole essence of this Dodge is outside, so I have no requirements for the interior. There's no militant ugliness like in the Hummer H2, and I can't bring myself to ask more from a "cowboy." The only thing that upset me was the seating position: the front seats are set too high, and tall people hit their heads on the roof. Can't the seats be lowered? No, because the massive tunnel welded for body rigidity gets in the way.
WHO ARE YOU?
The Nitro has permanent drive to the rear wheels, and the front is engaged rigidly, without a differential. The scheme is familiar for a universal SUV — except that here, unlike most classmates, there's no low range. Previously, this was only found in the SsangYong Action. So how should we consider the Nitro, since it has no separate frame — it's welded to the body? In my opinion, it's still an SUV, not a crossover. If only because there's a solid rear axle and the construction is quite robust. It can even tow! And it's far from crossovers in terms of handling anyway...
Off-road is not contraindicated for this SUV. Just remove the front bumper, and the rear one hangs high enough anyway. And instead of crawling in a tight pull, it's better to storm the climb with momentum — then you'll get pleasure. Our test on sand dunes showed: the main thing is to pick up speed in advance, and at the very top, the traction control system will help. But don't expect miracles; after all, the Nitro is heavy. So let's move on — to the highway, to our almost asphalt.
STRAIGHT TO TUNING
Drive straight and don't rush. Keep no more than 100–120 km/h, better 80. Otherwise, they simply won't have time to look you over. Around the Dodge Nitro, the atmosphere heats up quickly. Onlookers pull up from all sides and completely stop watching the road. Once I was driving surrounded by an old Volga (it got in front), a Hyundai Accent (on the left), and a GAZelle (on the other side). They all crawled no faster than 70 km/h, and none of the drivers looked at the wheels.
To break ahead and carefully slip between the curious (also braking in front of the most impudent one as a farewell, as is customary in hospitable Moscow), you'll have to install new shock absorbers, tuning springs, and a sport stabilizer. The rolls will disappear or become predictable. The yawing during braking will disappear, although the braking itself won't become more pleasant — first the pedal is too light, then too heavy, and no use. It's also worth working on the steering: add return force and get rid of the dead zone on the wheel.
YOU WON'T SWEAT
If a person buys a Dodge Nitro, it means image matters to them, not thirst — even the thirst for speed. So let's leave the talk about handling and move on to equipment. I would gladly listen to the juicy roar of the six-cylinder engine every day, the sound of which is not hidden under a layer of sound insulation. So I choose the 3.7L V6 engine. And the four-cylinder 2.8L diesel can stay on the shelf for now. Since the Nitro has no low range, and the front bumper is too low, it won't go into the mud anyway, so the diesel isn't needed. Although it probably has its advantages...
The automatic is the only option, and not because we're fans of the torque converter, but simply because there's no "manual" here. Roof rails and the sliding false floor in the trunk don't need to be chosen — they're already in the base. By the way, with the rear seats folded flush with the floor, a bicycle with 28-inch wheels easily fits in the trunk.
The leather interior is a debatable question. But the alternative is a rough synthetic mesh material that's unpleasant to the touch, yet practical. It doesn't collect dirt and, most importantly, you don't sweat in it. Music? There's something under the Infinity brand, and that's enough: you're not going to listen to classics here, are you?
Twenty-inch alloy wheels? With them, you'll feel every joint on the asphalt. But without low-profile tires, the Nitro will lose the last remnants of handling. This car is far from ideal, but its owner... he'll still stay with his own. The Dodge Nitro is impossible to spoil. And scolding it is useless. Praising it, by the way, too.
GET IN, DEAR
So, we spend 42 thousand dollars, and get a hundred percent effect. The main thing is to learn how to get into it correctly. If you've managed that, consider half the job done. I tried putting my foot on the running board — then my head ended up noticeably above the roof. I tried to climb in directly from the asphalt — I hit the threshold. With the usual method of "right shoulder forward," my knees hit the steering wheel, and the top of my head hit the ceiling. I recall that don Juan advised Castaneda to get into a car on all fours, but even that trick didn't help me.
When getting out, you again face the painful choice: to put your foot on the running board or not? I think I've found the solution. After all, the thresholds are an option...
But here I am inside and realize with relief: what usually irritates me in American trim materials doesn't bother me here in Nitro at all. The whole essence of this Dodge is outside, so I have no requirements for the interior. There's no militant ugliness like in the Hummer H2, and I can't bring myself to ask more from a "cowboy." The only thing that upset me was the seating position: the front seats are set too high, and tall people hit their heads on the roof. Can't the seats be lowered? No, because the massive tunnel welded for body rigidity gets in the way.
TECHNICAL: DODGE NITRO
WHO ARE YOU?
The Nitro has permanent drive to the rear wheels, and the front is engaged rigidly, without a differential. The scheme is familiar for a universal SUV — except that here, unlike most classmates, there's no low range. Previously, this was only found in the SsangYong Action. So how should we consider the Nitro, since it has no separate frame — it's welded to the body? In my opinion, it's still an SUV, not a crossover. If only because there's a solid rear axle and the construction is quite robust. It can even tow! And it's far from crossovers in terms of handling anyway...
Off-road is not contraindicated for this SUV. Just remove the front bumper, and the rear one hangs high enough anyway. And instead of crawling in a tight pull, it's better to storm the climb with momentum — then you'll get pleasure. Our test on sand dunes showed: the main thing is to pick up speed in advance, and at the very top, the traction control system will help. But don't expect miracles; after all, the Nitro is heavy. So let's move on — to the highway, to our almost asphalt.
STRAIGHT TO TUNING
Drive straight and don't rush. Keep no more than 100–120 km/h, better 80. Otherwise, they simply won't have time to look you over. Around the Dodge Nitro, the atmosphere heats up quickly. Onlookers pull up from all sides and completely stop watching the road. Once I was driving surrounded by an old Volga (it got in front), a Hyundai Accent (on the left), and a GAZelle (on the other side). They all crawled no faster than 70 km/h, and none of the drivers looked at the wheels.
To break ahead and carefully slip between the curious (also braking in front of the most impudent one as a farewell, as is customary in hospitable Moscow), you'll have to install new shock absorbers, tuning springs, and a sport stabilizer. The rolls will disappear or become predictable. The yawing during braking will disappear, although the braking itself won't become more pleasant — first the pedal is too light, then too heavy, and no use. It's also worth working on the steering: add return force and get rid of the dead zone on the wheel.
YOU WON'T SWEAT
If a person buys a Dodge Nitro, it means image matters to them, not thirst — even the thirst for speed. So let's leave the talk about handling and move on to equipment. I would gladly listen to the juicy roar of the six-cylinder engine every day, the sound of which is not hidden under a layer of sound insulation. So I choose the 3.7L V6 engine. And the four-cylinder 2.8L diesel can stay on the shelf for now. Since the Nitro has no low range, and the front bumper is too low, it won't go into the mud anyway, so the diesel isn't needed. Although it probably has its advantages...
The automatic is the only option, and not because we're fans of the torque converter, but simply because there's no "manual" here. Roof rails and the sliding false floor in the trunk don't need to be chosen — they're already in the base. By the way, with the rear seats folded flush with the floor, a bicycle with 28-inch wheels easily fits in the trunk.
The leather interior is a debatable question. But the alternative is a rough synthetic mesh material that's unpleasant to the touch, yet practical. It doesn't collect dirt and, most importantly, you don't sweat in it. Music? There's something under the Infinity brand, and that's enough: you're not going to listen to classics here, are you?
Twenty-inch alloy wheels? With them, you'll feel every joint on the asphalt. But without low-profile tires, the Nitro will lose the last remnants of handling. This car is far from ideal, but its owner... he'll still stay with his own. The Dodge Nitro is impossible to spoil. And scolding it is useless. Praising it, by the way, too.
Dodge Nitro V6