Dodge Reviews

It's even better for a family van, since every family is some sort of journey and every family trip becomes a journey.So Chrysler did the name game exactly right with its latest people mover, and there is a lot of other stuff to like about the American seven-seater.For a start, the styling is a cross between an SUV and a people mover, with a chunky nose that is typical of Dodge and a pumped-up body that looks a little like an over-inflated Holden Zafira. So it's not a giant spaceship and it doesn't promise off-road ability it can never deliver.Dodge describes the Journey as a two-box design and it is built up with a stretch of the mechanical package from its mid-sized Sebring sedan. That means it is also comfortable with a 2.7-litre V6 petrol engine or a 2-litre turbodiesel.There is good space and a lost of smart thinking from slide-fold-tilt seats that maximise the cabin space and make access easy to little touches on the comfort, fun and storage fronts.The pricing is reasonable, too, and from $36,990 it even undercuts the class leading Kia Carnival as well as benchmarks like the Toyota Avensis and Tarago. Chrysler Group prefers to have it considered against the Toyota Kluger, Holden Captiva and Ford Territory, which shows the range of contenders for today's big mixed families."This is a unique vehicle that will appeal to a crowd of consumers who want a reasonably priced, fuel efficient vehicle with seven seats today - not tomorrow," says Chrysler chief, Gerry Jenkins.He has solid sales hopes for the Journey, nothing outrageous, although its a vehicle which could easily become a cult hit in the same way as the PT Cruiser. It's not retro in the styling like the PT, but different enough to have cut-through on the school run and in touch with the needs of families in 2009.That is reflected in the list of optional equipment as much as the basic design of the Journey. The car comes with all sorts of storage nooks and cupholders and safety gear and the rest, but the options list runs to a master-blaster MyGIG sound system with huge built-in storage for $3250, a rear video screen - with headsets - for $1500 and rear parking camera at $400.Those are the sort of things that every Journey on a journey really needs.The diesel is a good idea, too, for long-distance travel with fuel economy in the 7 litres/100km range, although lots of people will prefer the 136 kiloWatts that comes with the V6.Either way, its a vehicle which provides a different set of solutions to the same family transport questions which are common in Australia - and around the world.DRIVING:On paper, and sitting in the driveway, the Journey looks like a smart choice.It ticks the boxes for space, value, safety and equipment and it looks tougher than any traditional people mover. So that should be the bottom line …But, before I get too carried away, it has some flaws.The quality is not up to Japanese scratch, even though it has improved from earlier Chrysler work, the tail is a bit pinched for people and luggage space, but - most important - it falls down on the driving front.When I first sat in the Journey I expected Forrest Gump to drop down beside me.It has nothing to do with the Dodge's home country, or a Tom Hanks obsession, but the size and shape of the seats. They feel more like a park bench.The best thing I can say about the seats is that they do not get any worse on a long trip. But they don't get any better.The Journey tester also came with the turbodiesel engine package and, despite excellent fuel economy, it never seemed completely happy. It's noisy at idle, takes a long time to run freely in the morning, and has an unhappy link between the engine and gearbox.It often takes too long for the engine to hit its sweet sport and the transmission, although a smart design which can be controlled manually, can struggle to find the right gear.But there is good stuff. And lots of it.The body has plenty of space and lots and lots of flexibility, there is huge storage, the optional MyGIG and rear video screen are excellent, and so is the rear-view camera. They should be on the shopping list for anyone considering a Journey.It's also great to watch the onboard trip computer logging fuel use at less than 10 litres/100km around town, with much better on the highway.But you still have to put the Journey up against its rivals, and then the choices get much tougher.It does not drive as well as a Ford Territory or a Toyota Kluger, although the value is great and so is the space. Although it's much trendier than a Kia Carnival, it's not as big and not as cheap. And compared with a Holden Captiva diesel it's not as good to drive.But, despite the questions created by its rivals, the Journey answers the needs of family motoring and has the advantage of a diesel. As well as a chunky look that does not shout people mover at the shops.PRICE: $52,140 (Dodge Journey R/T CRD as tested, MyGIG, video, rear camera)ENGINE: 2-litre turbodieselPOWER: 103kW/4000revsTORQUE: 310Nm/1750-2500revsTRANSMISSION: Six-speed automatic, front-wheel drive 

Because basically it's got everything that opens and shuts – and lots of it.There are storage bins in just about every bit of spare floor, most of them with removable and washable liners to accommodate holding dirty gear or anything you might want to add ice to. The glove box is split into two with a chill zone to keep a couple of cans (or even a large bottle of wine) cold. And every seat except the driver’s shuts down for more storage space, with the front passenger seat featuring a handy hard tray set into its back.The secondary doors open to a 90-degree angle for easier access to get people and cargo in and out of the back.And if you go for the optional $3250 MyGIG in-dash audio/nav/comms system – which now comes with a 30GB hard drive – you can also have a $1500 second-row DVD player that opens down from the roof.Reclining second and third rows, theatre seating that lets the kiddies all see out, stain-resistant upholstery and foldaway wing mirrors for easier parking.Then there’s the lure of goodies like heated seats and leather trim for the top-spec variant.All that, wrapped in SUV styling with a Dodge crosshair grille on the front? It’s a soccer mum’s dream.And its maker hopes about 100 of them will turn up each month to take one off the showroom floor.Dodge is calling it a crossover between a passenger car, SUV and people mover.But will it cannibalise sales from Chrysler stablemate, the Grand Voyager people mover?Chrysler Australia managing director Gerry Jenkins doesn’t think so.“Grand Voyager is king of all People Movers. It's for those interested in the best with all the bells/whistles and comfort,” Jenkins says.“Journey is targeted to active lifestylers looking for capacity, flexibility and utility in a stylish and affordable package.“Not as much room or comfort as a Voyager but not the same price either.“On the emotional side, great looks and an exciting different brand. On the rational side, tremendous creature comforts, utility, safety, etc. It looks modern, is modern and will appeal to the mass market.”Drivetrains Dodge’s Journey R/T arrives with the choice of a turbo diesel mated to a new dual-clutch automatic transmission for $46,990 or a V6 petrol engine mated to the six-speed auto previously seen in the Avenger for $41,990, with the SXT only available with the petrol engine at $36,990.The 2.0 litre turbo diesel develops 103kW and 310Nm and uses 7.0 litres per 100km.The 2.7 litre V6 petrol engine produces 136kW and 256Nm. Not surprisingly, the petrol uses around three more litres every 100km than the diesel.Exterior Quad halogen headlights, body coloured fascias and the crosshair grille set off the muscular styling that is Dodge’s trademark – although it’s been softened for the Journey.A sloping windscreen starts a flowing line to the rear spoiler, highlighting the stainless steel roof rails and three large side windows. Short front and rear overhangs, sculptured wheel arches and low gloss B and C pillars help give the car a sporty appearance.Safety A comprehensive airbag package begins a long list of safety features for the Dodge Journey, including ABS, ESP, Electronic Roll Mitigation, trailer sway control, tyre pressure monitoring, traction control and brake assist.Driving The first thing you notice about the Journey’s interior is the quality of the surfaces, which are a huge improvement on some of the previous models. The plastics are soft – even padded in some places on the dash – and the fit appears tighter all round.And once you work out the sequence of handles, it’s a snap to lift, drop, fold and stow the seats in their various ways.Cargo space of 397 litres balloons out to close to 1500 when you have all the seats folded flat, and there is excellent room for second row passengers, although the third row is too close to the floor to be comfortable for long legs.Both engines are willing enough, but the V6 fights against the Journey’s 1750kg bulk when you attack hills, and it’s likely to feel the extra weight if you’re packed to the scuppers.The turbodiesel delivers a better response, although it can tend to be a tad noisy at idle.There’s a bit of body roll if you corner quickly, but generally the road manners are quite good at normal speeds for this kind of vehicle, and it soaks up patchy bitumen surfaces easily until you step on the accelerator, which can make it lumber around.The steering was marvellously light at low speeds, however didn’t seem to add enough weight at the higher end of the dial.But all this was going on over some interesting rural roads at the highway speed limit much of the time. And most Journeys will be city ones, which is where features like lighter steering will be an advantage.For buyers looking for an urban family warrior with a good price point, it’s worth taking the Journey. 

Going undercover is, after all, about blending in, becoming part of the crowd and attracting as little attention as possible.Looking at Nitro you get the feeling that designers had something different in mind. The brash American five-seat wagon attracts plenty of comment with its oversized wheels, pumped-out guards and big, blunt 'cow-catcher' front end. There's no missing Dodge's trademark, chrome crosshair grille either.Nitro comes with a 3.7-litre petrol V6 or a 2.8-litre turbo diesel.Our test vehicle was the top of the line SXT diesel priced from $43,490. The diesel adds $3500 to the price, but this also buys a five-speed auto with sequential mode instead of the standard four-speed.Nitro sits on the same platform that will underpin the forthcoming Jeep Cherokee, with a part-time four-wheel drive system that is not suitable for dry bitumen roads.Unless you hit the switch it remains rear-wheel drive. This negates the benefits of all-wheel drive and, with no low range gearing its off-road ability is also restricted.The in-line four-cylinder turbo diesel produces 130kW of power at 3800rpm and 460Nm of torque at 2000rpm. Impressive figures but, as the SXT tips the scales at just under two tonnes, it's not the fastest cab off the rank, with 0-100km/h taking 10.5 seconds.Both petrol and diesel models are rated to tow the same braked 2270kg. But the diesel remains the better bet with 146Nm more torque, delivering dividends in driveability and fuel economy.With a 70-litre tank, fuel consumption is rated at 9.4 litres/100km, but our test vehicle proved thirstier than this at 11.4 litres/100km or about 600km to the tank.Nitro is described as a medium-sized sports utility vehicle and goes head to head with Ford's Territory and the Holden Captiva.In reality, it's a rather snug fit inside. Taller drivers will find getting in and out of the cab awkward unless they remember to duck. Rear leg room is good, but at the expense of load capacity and it can be a squeeze for three adults across the back seat. The luggage area itself features a trick slide-out floor for easier loading.Although Nitro is targeted mainly at road users, drivers expecting car-like ride and handling will be disappointed.The ride is harsh with plenty of old-fashioned, 4x4 rock and roll and the solid rear axle can become skittish if it encounters a bump mid-corner.The SXT model comes with 20-inch alloys shod with 245/50 profile tyres that look terrific but do little to cushion the bumps. A full-size spare is fitted but drivers will miss not having a driver's footrest.Although very well equipped with six airbags and electronic stability control, Nitro's interior doesn't quite match its killer looks, with plenty of hard plastic to be found.At the end of the day it's a fun, desirable car to be seen in, but one that is badly in need of some refinement.

Going undercover is, after all, about blending in, becoming part of the crowd and attracting as little attention as possible.Looking at Nitro you get the feeling that designers had something different in mind.The brash American five-seat wagon attracts plenty of comment with its oversized wheels, pumped-out guards and big, blunt “cow-catcher” front end.There's no missing Dodge's trademark, chrome crosshair grille either.Nitro comes with a 3.7-litre petrol V6 or a 2.8-litre turbo diesel.Our test vehicle was the top of the line SXT diesel priced from $43,490.The diesel adds $3500 to the price, but this also buys a five-speed auto with sequential mode instead of the standard four-speed.Nitro sits on the same platform that will underpin the forthcoming Jeep Cherokee, with a part-time four-wheel drive system that is not suitable for dry bitumen roads.Unless you hit the switch it remains rear-wheel drive.This negates the benefits of all-wheel drive and, with no low range gearing its off-road ability is also restricted.The in-line four-cylinder turbo diesel produces 130kW of power at 3800rpm and 460Nm of torque at 2000rpm.Impressive figures but, as the SXT tips the scales at just under two tonnes, it's not the fastest cab off the rank, with 0-100km/h taking 10.5 seconds.Both petrol and diesel models are rated to tow the same braked 2270kg.But the diesel remains the better bet with 146Nm more torque, delivering dividends in driveability and fuel economy.With a 70-litre tank, fuel consumption is rated at 9.4 litres/100km, but our test vehicle proved thirstier than this at 11.4 litres/100km or about 600km to the tank.Nitro is described as a medium-sized sports utility vehicle and goes head to head with Ford's Territory and the Holden Captiva.In reality, it's a rather snug fit inside.Taller drivers will find getting in and out of the cab awkward unless they remember to duck.Rear leg room is good, but at the expense of load capacity and it can be a squeeze for three adults across the back seat.The luggage area itself features a trick slide-out floor for easier loading.Although Nitro is targeted mainly at road users, drivers expecting car-like ride and handling will be disappointed.The ride is harsh with plenty of old-fashioned, 4x4 rock and roll and the solid rear axle can become skittish if it encounters a bump mid-corner.The SXT model comes with 20-inch alloys shod with 245/50 profile tyres that look terrific but do little to cushion the bumps.A full-size spare is fitted but drivers will miss not having a driver's footrest.Although very well equipped with six airbags and electronic stability control, Nitro's interior doesn't quite match its killer looks, with plenty of hard plastic to be found.At the end of the day it's a fun, desirable car to be seen in, but one that is badly in need of some refinement.

Surely a remote release for the fuel well is a far easier option and far less bloodthirstyWith its corrugated clamshell bonnet, lambchop-shaped headlights and various other quirks, the Chrysler Sebring is certainly not your average medium-sized car.In this segment of car clones, it stands out as something a little bit different.However, if that is what you want, its cousin the Dodge Avenger looks more macho, drives better and is less quirky.I drove the Sebring Touring model with its standard 17-inch wheels for a week and found that the wheels were about the best thing on the vehicle.Despite its divisive exterior styling, at least I found it looked like it belonged to its wheels, not hovering above them like most of its under-shod competitors.The bigger wheels with a generous 60 per cent profile also helped provide a smooth and speed-bump-absorbing ride; around the potholed streets of Brisvegas.But there wasn't much else I liked.I just found too many niggling problems with this vehicle. For a start, the Yank car has not survived the conversion from left- to right-hand drive very well.Of course, the indicators are on the left, which is not a huge problem, but the parking brake is also on the left of the centre console, the bonnet release is in the left foot well, the gear indicator is unsighted on the left of the lever and the key is on the left of the steering wheel, which I never got used to even after a week of driving.There were other niggling problems, one of which left me with a gash in my left index finger.It is fairly common in the Chrysler and Jeep range to have a locking petrol cap that requires a key.Not only are they an inconvenience, but they are difficult to use. The key goes in and turns left (or is it right?) and then can't be extracted until you lock it again. You therefore have to squeeze your hand into the fuel well with the key still in the cap and try to rotate the cap to the right (or is that left?).In this juggling act I somehow managed to rip a gash in my finger on the sharp metal in the fuel well. Surely a remote release for the fuel well is a far easier option and far less bloodthirsty.But quirky things such as this could possibly be ignored if the car had good driving dynamics. It doesn't.While it rides well, it steers and handles vaguely. The 2.4-litre engine is noisy and rather under-powered, especially when faced with a hill or weighed down with a couple of passengers.In fact, my wife commented that it sounded more like a crude diesel engine than a modern petrol engine.What makes it worse is it is married to a slow-changing four-speed automatic gearbox. A six-speed manual is also available and might be a better option.No matter what you think of the exterior styling, you may find the interior a little better.It is fairly standard Chrysler fare with a fair amount of hard plastic, but some nice styling touches such as the chronometer-style clock in the centre of the dashboard, the pale green illumination of controls and the three-pod instruments.The two-tone cabin is a reasonably pleasant place to be with good legroom fore and aft and an airy feeling.But there isn't a lot of room in the cargo area with its high floor and low ceiling, plus there is only a temporary space saver spare under the floor.The steering wheel is adjustable for height, but not reach, like most American cars. However, The driver's seats is electronically adjustable to almost any position; so I was able to find a reasonably comfortable driving position. Surely reach adjustment would be an easier and cheaper way to get a good, safe driving position.The standard leather seats are very hard with a convex shape to the back support, which felt like the adjustable lumbar was pushed way forward. It wasn't.What we did like was auto up and down front windows, cup holders that heat or cool and the high quality Harmon Kardon sound system with an input jack for MP3 players and a MyGig hard drive system that allows you to store 20Gb of music on board, without having to use your iPod.That's a fair amount of tasty bits of kit for mid-sized motoring on a budget.For your $33,990 you also get a lot of safety gear including ABS, stability control, traction control, brake assist, six airbags and tyre pressure monitor.If you can get past the niggles, the languorous driving behaviour and the styling, then you will be rewarded with a car that is safe, packed with features and offers competitive value.

In a world obsessed with political correctness and body image, Dodge swims against the tide and without a hint of apology. The latest “love me or loathe me, I don't care” offering from Dodge is the Avenger, a mid-sized family sedan with enough attitude and aggressive demeanour to have less self-assured competitors letting out a whimper.“There isn't a car in its segment that looks this tough,” Chrysler Group Australia managing director Gerry Jenkins says. “Finally a car the consumer won't feel embarrassed driving.”With the signature oversized crosshair grille, square headlights styled on the giant Ram truck range and powerful rear quarters borrowed from the performance Charger, the Avenger carries off its street-tough look in a convincing manner.Even when it comes to pricing, the Avenger is not about to make an apology. The base 2.0-litre five-speed manual SX will start at $28,290 with electronic stability control and two years free comprehensive insurance.A four-speed auto SX is $30,990. The SXT with the 125kW 2.4L DOHC engine is $34,990 while a 137kW V6 version will top out the range when it arrives early next year. In a segment that not too many years ago was as sparsely populated as a ghost town, the base Avenger is now surrounded by a host of worthy options.Holden's Epica and Hyundai's Sonata are both available from $25,990, while the Toyota Camry can be had for $28,000 in basic trim. Not too far away, the outgoing Mazda6 is $29,990 (and certain to become even more affordable), Subaru's Liberty is $32,490, while a Honda Accord carries a sticker price of $30,490.However, as with many who talk tough, the Avenger is more soft-core under the surface than would be good for its street image. There were no 2.0-litre cars available to drive at the Avenger's launch in New Zealand, and that is unlikely to have been an accidental oversight.The 2.4-litre engine, as already seen in Caliber and Chrysler's own Sebring sedan, is a reasonable unit with dual variable-valve timing, but its 125kW and 220Nm is tempered by being shackled to an ageing four-speed automatic.Any performance aspirations Avenger has really will have to wait until the arrival of the 2.7-litre model early next year. Not only will that engine bring a reasonable 137kW of power and 256Nm of torque, but will also feature Chrysler's new-generation six-speed automatic gearbox.Built off the same basic platform as the Sebring with a MacPherson strut front-end and multi-link rear, the Avenger is better than capable as a family sedan. General stability of the car is good with a ride quality that never approaches plush but isolates the passengers well enough from the vagaries of moderately maintained highways. The power-assisted rack-and-pinion steering is well weighted and suffers neither from vagueness nor kickback under load.It is not particularly direct but is consistent and linear, giving confidence on challenging roads.The 2.4-litre engine, the only one available for test at the launch in New Zealand's South Island takes some urging to get the Avenger's 1500kg moving. On flat roads, the 2.4 is happy to swing along but hills take a toll on the performance. Mountains are punitive.The Avenger's interior packaging is good, with ample space in the front and genuine room for two adults and a child or a smaller adult across the rear. Plastics are hard and there are plenty of them but the colour tones are light and uplifting while control knobs are large, clearly marked (except for the radio controls on the rear of the multi-function steering wheel) and easy to use.The absence of a foot rest for the driver is a glaring omission and the claim that the steering is both rake and reach is ludicrous, given the tiny telescopic range of the adjustment.Luggage capacity is impressive, spoiled only slightly by the boot opening, which is not as large as might be expected. Rear seats fold flat, as does the passenger seat, to give huge potential carrying capacity with long-load capability.And there are clever convenience touches that lift the car above the average. A chilled storage compartment in the top of the dash can store four 500ml cans or bottles while the centre cup holders can cool or heat containers in a range from 2C to 60C. Impressive in both grades of car is the range of active and passive safety gear with stability control, traction control, ABS with brake assist and six airbags including curtain.The SX models come with 17 inch steel wheels, a single CD sound system with four speakers, airconditioning, cruise control, remote door lock, five three-point belts, non-stain cloth seats, security alarm and power windows.In the SXT (available only with the 2.4-litre engine) you can add 18 inch alloys, the chilled and heated cup holders, heated front seats, eight-way electronic adjustment for the driver's seat, multi-function steering wheel, six-disc CD with six Boston Acoustic speakers, trip computer and nice leather trim.

What's wrong with the compliment: “Nice car, mate”? I know too well that the youth of today would be acutely unaware of such delights as the music of Dire Straits, ice-cold Snips and the Dodge brand of motor car, the latter resurfacing in Australia last year after an absence of more than 30 years.I know that beanies have evolved to be more than apparel to keep your head warm, that it is “cool” to have your jeans five sizes too big, and bling is for boys as much as it is for girls.But am I expected to be so up with the times, so down with it, to appreciate the comment thrown to me from some young homeboys while I cruised Adelaide in a new Dodge Nitro?“PHAT . . . that car is fully phat, mate . . . sick.”It was followed by a mix of phrases from the wanna-be, pale-looking rappers, which included various combinations of the words; “fully-sick,” “smoke it up,” and “filth.”While there was little chance of actually “smokin up” the 2.8-litre, common-rail-diesel, five-speed auto medium SUV, I did think the term “PHAT” suited the robust truck. Its flat-faced, crosshair grille-endowed nose says you mean business, and the square body sitting on 20-inch alloy wheels gives drivers and occupants a sense of presence.But the rappers clearly were only appreciative of the look and knew little about the Nitro's performance and the points the Chrysler Group believes will help drive the Dodge brand forward with gusto.Aesthetics of the Nitro appreciated by the cool set, I was somewhat surprised when a man of the cloth, a very car-clued Barossa minister, later stopped me in the street to discuss its performance values.He was particularly keen on the towing capacity and tow ball weight limit of the diesel Nitro. A quick check of the specifications confirmed it to be 2270kg, (braked towing capacity) and adequate for his caravan towing needs.The soft-roader will make a big impression on the city streets, there is no mistaking it for anything other than a Dodge.It feels good on the road and is surprisingly more nimble than its imposing body suggests. Particularly impressive is its performance on dirt roads, although the eagerness of the ESP to kick in is a little annoying.A sliding Load and Go boot top is practical, as is the hard plastic underfloor rear cargo bin.The Nitro is nothing outstanding on the road, but it is a genuine, solid vehicle with its greatest asset being its distinctive looks. 

The Dodge Nitro might not be as imposing as the bigger SUVs or four-wheel-drives that muscle their way through traffic but it still has a presence and imposing air.For the image-conscious it definitely qualifies as a macho machine but importantly for those looking for economy it won't be so crippling at the bowser.Nitro designer Tim Anness said the M80 project began life in January 2001 as a drawing of a pick-up for a concept vehicle.“We then also looked at an SUV and it was popular,” he said.“Research came back that the front end looked too much like a Jeep with its rounded headlights, so we changed to the square ones.”The Nitro features the iconic Dodge crosshair grille with the Dodge rams head in the centre.The chrome grille has been stretched from corner to corner, including squared-off lights, with fat fenders extending further and a clamshell hood or bonnet on top. The effect is all macho.Nitro is not timid with technology, either — it is very intuitive.The Dodge Nitro is well-versed in digital entertainment and communication technologies, including MP3, CD, DVD, USB, VES (for Video Entertainment System), and a new one, MyGIG Multimedia Infotainment System.MyGIG includes a 20-gigabyte hard drive where music and photos can be stored.Chrysler Group's Australian managing director Gerry Jenkins said: “The Dodge Nitro has a wide range of potential customers ranging from mid-sized SUV buyers through to Falcon and Commodore owners looking for something different.“The Nitro is certainly fresh with macho good looks, it has 'get outta my way styling' and a kick-ass turbo diesel option that would be particularly attractive to buyers with a price tag that would surprise and delight.”Among the vehicle's standard equipment are electronic stability program, electronic roll mitigation, all-speed traction control, brake assist, advanced anti-lock brakes and side-curtain airbags.The Dodge Nitro will be available standard with a 3.7-litre V6 mated to a four-speed automatic, while the 2.8-litre common rail turbo diesel engine will come standard with a five-speed automatic.

Some will regard this collection of big rectangles as just about as good as it gets. Others will recall a child's crayon drawing of a car."Dardge" -- as the Americans pronounce it -- make no bones that this ostensible SUV is essentially a life-support system for phat 20-inch rims and various bling packages.It's a brash boulevard bully with little more off-road application than a soft-roader, one in which show is more a priority than go.Weighing in from 1780kg to just under 1900kg, kit and tranny depending, Australian-spec Nitros get either a 3.7 petrol V6 or a 2.8 turbo diesel four, which serves these days in everything from Jeep's Compass to Mercedes-Benz's ML.The two oilers we sampled in Spain last week came with either a six-speed manual or an auto five. The latter box is the choice over an uncertain stick shift whose throw -- especially to fifth and sixth gear -- was not so much long as Olympian.But then the diesel's loud and gravelly note would reckon poorly with the doof-doof sounds pouring from an up-spec SXT model with, say, a pimped out white-body, darkened-windows and chrome crosshair grille.The Nitro's cabin is the best of the three new-gen Dodge models we've seen, faint praise though that may seem. Simple and functional, there is none of the grey plastics that mar the Caliber and Avenger, rather there's decent dark leather and bits of brushed aluminium.The MyGIG Multimedia Infotainment System includes one of the best sat-nav systems we've met -- smart enough to identify and announce road names and route numbers.The sound system can store 100 hours of music, which, with its resonant clarity and volume, would suit it for any outdoor rave. The driver's seat is electronically adjustable, yet the steering wheel moves only up and down giving an uncomfortable position.While the Nitro's driverly considerations seem largely beside the point, it is not an unrewarding experience to push on inviting roads. The Nitro is powered through the rear-wheels, with mildly back-axle biased all-wheel-drive selectable via a switch.Ride on the phat tyres is unruffled, although European roads are not ours. The Nitro emulates some aspects of Jeep's products, including excessive wind noise at speed. It will attract a different buyer to the Wrangler or Cherokee.Given its outer appeal, the Dodge at about $38,000 could cause some discomfort to GM's Hummer, which arrives here a month later and a price point north of $50K. A case of the Lion or the Ram.

You'd want something fairly ferocious with a moniker like Avenger, wouldn't you? Something on massive rims that comes, preferably, in translucent black. Something in which your Marvel comic hero might rip about his rounds, making evildoers quake.Well, the Avenger is distinctive enough all right, if not quite the affront to design decency that some have unkindly suggested.And it does smite you squarely between the peepers.This is a wholly deliberate tactic, for Dodge's notion is to rough up the polite, quietly spoken denizens of the mid-size sedan segment.So beware Honda Accords, Mazda 6 and even Camry/Aurion. Shiver, Volkswagen Jetta — not least because Dodge has the temerity to use your TDI engine in its diesel variant.This bigger, even brasher brother of Dodge's Caliber is a sort of mini-muscle car, although the long front overhang on which the trademark crosshair grille is perched removes any doubt that this Ram is driven through the front, not the back, wheels.It drags a high-set bum that's spared comparison with the Accord Euro's abrupt butt only by a bulbous rear bumper, though comparison with any Japanese car seems misplaced.Even the glasshouse looks tough, the side windows meeting the C-pillar in an angular collision of glass, plastic and metal that looks singular (and conspires to rob rear vision).The Avenger's particularly unattractive optional spoiler is sure to be popular among those drawn to a car that's cast from a whole different mould to the mid-size mass. If unresolved is one word for its design, another is unadulterated.The Avenger will exercise its allure on those who can't rise to a Chrysler 300C but have a craving for a throbbing chunk of Americana. Or Amerikana, if you go for the model with the VW/Audi engine.Within, such trappings as leather trim on the top-spec diesel and V6 petrol versions (unsurprisingly, the only models available to us on Thursday in Seville) won't disguise the Avenger's sub-Kia cabin — a desert of hard, grey plastics topped by a roof lining that feels flimsily fitted.These contrast starkly with fruity fixtures such as temperature-adjustable cup holders and a multimedia entertainment system that, among its various tricks, can play movies to rear-seat passengers and store 100 hours of music.The best entry-level price in the segment is promised for the stripper two-litre, four-cylinder petrol model when the Avenger is launched locally in late July. It will be joined by a 2.4-litre petrol four and the 2.0 TDI.The 2.7 V6 follows near year's end, along with an automatic version of the till-then-six-speed manual diesel.Mid-size slayers though they're built up to be, Avengers start out north of 1500kg and rise to 1560kg in the diesel. Falcodore heavy, really.They're not hares off the line: the auto-only V6 reaches 100km/h in a claimed nine seconds — a good second and a half faster than the petrol or diesel fours.Not so long ago, big family sedans were of the Avenger's dimensions. Just 20mm short of five metres long and 1843mm wide, it's a genuine five-seater.The 438-litre boot's utility is boosted by 60/40 split folding rear seats and — unusually for a saloon — the front passenger seat folds flat. Why the space saver spare, then?By the time of the V6 Avenger's Australian debut, it will hopefully have acquired an automatic with the cogs to match its pots.Yet as inadequate as the four-speed version we drove on Thursday was, this Avenger was a spirited performer, climbing with vigour and responsiveness through the Andalusian mountains.Nose-heavy understeer is as tame as it is inevitable, but there is much to be extracted on the safe side of that.With decently weighted steering married to a flat, composed stance through bends, only the Avenger's displacement would keep it from staying with the class-leading Mazda 6.The Avenger, though, has superior NVH and ride — at least on first-world roads that have never been afflicted by the RTA. If this spec is designed for European rather than American tastes, Dodge has done as much work on the Avenger's chassis as on the sheet metal.A brief go at the diesel served to show mainly that the Yanks can barely be bothered doing stick.The shift was sloppy, the clutch doughy, and the elsewhere excellent engine couldn't move the Avenger with the same torqueative authority with which it shoves along the Jetta.If this sedan is class-leading in few respects — least of all in terms of cabin ambience or economy — it won't be mistaken for anything else on the road.In that respect — the reason for which Dodge developed the thing — the Avenger is in a class apart.And in black, it may even frighten a few felons.