Respected, but ready for change
Dodge DurAngo is A solid SUV, But needs A redesign to keep up with the Competition
“It’s a beast,” exclaimed my wife, when she saw the Dodge Durango for the first time. “It’s so big.”
Well, yes, I suppose it is, especially when compared with most of the suburban, commuterfriendly, soft-riding crossovers I had recently been driving. There is a high intimidation factor to the broad-shouldered, muscular and supposedly “mid-size” sport ute.
And, I must admit, I relished the opportunity to get behind the wheel of something solid, “with meat on its bones,” as my father would say. I have nothing against the compact crossovers that have taken over the streets, but there is a certain sameness to many of them after a while. It felt good to drive something brawny.
Fiat Chrysler Automobiles calling the third-generation Durango the ultimate “no compromise” SUV might be corporate hyperbole but it’s not completely off the mark, considering the five distinct models — SXT, GT, Citadel, R/T and SRT — available for the 2019 model year. Depending on your choice, there’s quite a range of standard features as well as performance and powertrain options. (Naturally, the most ridiculous model, the 475-horsepower, 6.4-litre V8-equipped SRT — the fastest, most powerful and most capable three-row SUV, according to FCA — is an absolute giggle.)
The tester is the milder-powered, yet still macho-looking GT, made all the more so for 2019 thanks to it receiving the SRT and R/T’s performance front fascia and LED fog lamps, and the SRTinspired performance hood with centre air inlet duct and two heat extractors. Throw on the optional performance hood ($995) and Blacktop Package ($1,995), which includes a lot of black (20-inch black aluminum wheels, black GT badges and black exterior mirrors) and the Dodge has a rather intimidating presence.
It’s not as though being powered by a mere 3.6-L V6 is any great hardship, not with 295 hp (with dual exhaust) and 260 pound-feet of torque to work with. The V6 makes power easily and has no issues getting the 2,261-kilogram GT to desired speeds. Plus, the V6 and eight-speed automatic transmission combo is robust enough to tow up to 6,200 pounds, which makes the Durango an ideal consideration as transportation for families with outdoor recreational activities.
Fuel economy of 15 L/100 km for my week with the tester wasn’t a huge surprise, considering the Durango’s size and weight and my driving pattern of about 40 per cent highway, the rest intown commuting.
Unlike the sharper-performing SRT, the GT has an easier-going driving quality to it. It quietly glides over roads, swallowing up bumps and thumps without passing any harshness to any aboard. You do feel the big rig ’s weight in the corners and under braking, and it’s not the sort of SUV with which you want to explore the upper ends of its performance potential on a twisting back road.
Speaking of comfort, the Durango comes standard as a three-row seven-seater. The tester, however, was upgraded with second-row fold/tumble captain’s chairs ($600), which is a nice touch if you don’t need to maximize seating. The front seats are particularly comfortable, and there’s plenty of headroom and legroom for taller passengers. Ditto the second row; I wasn’t cramped at all. Third row is still best left for the young, short and/or agile. And when the back-most row is folded flat, cargo volume increases to 1,340 L from 490 L.
A box-stock Durango GT will set you back $50,145, and while it would be a stretch to call the Dodge a luxury SUV, it is very well contented. The cabin has a lot of plastic in it, but at least it’s the soft, spongy kind. The seats are a combination of leather and suede. Tri-zone automatic climate control is standard, as are heated front- and second-row seats and heated steering wheel, though the steering wheel could use a milder secondary setting.
The Uconnect multimedia centre has excellent graphics and is dead simple to use, even for hidebound luddites. The rear-view camera makes parking much easier when manoeuvring the 5.1-metre Durango into a tight spot. Other features include push-button start, remote start, and a power liftgate.
The tester came with more than $9,000 worth of options, most of them bundled into packages, including Technology Group, Blacktop Package, Trailer Tow Group IV, Safety/ Security & Convenience Group and Uconnect navigation.
If safety is a big concern, the Technology Group ($950) is a must, as it includes lane-departure warning/ lane-keep assist, forward-collision warning/active braking, advanced brake assist, adaptive cruise control with stop and go, and rain-sensing windshield wipers.
Now seven years into its current generation, the Durango is an elder states man. As such, it’s worthy of respect, especially for its ruggedness and hauling capabilities. But it’s also due for a significant redesign, one that should arrive in a year or so. Driving.ca