When it first debuted in the late 1990s, the Dodge Durango was one of the most no-nonsense, overtly macho, stripped-of-any-luxury-pretense sport-utes around, the SUV based on Chrysler’s Dakota pickup, from which it received most of its bulked-up styling cues.
Its second iteration, the 2004 model, picked up on the bigger-is-better theme that was the raison d’être of the then-hugely popular sport-ute market. And, when the recession — and a consequent spike in the price of gas — hit a half-decade later, it was this bloated form that was killed off when the market tanked.
Chrysler jumped back into the segment last year with the third go-round, a Durango neither as testosterone-fuelled as the first nor as big as the second but as a three-row, seven-seat vehicle spacious enough to carry a large brood and somewhat more attuned to the current realities. It dumped its previous body-on-frame structure for a unibody format that’s shared with corporate sibling Jeep (Grand Cherokee) as well as past owner Mercedes (M-Class). The end result is that the Durango is a more upscale crossover than its predecessors, albeit one that, when Hemi V8-powered, still has the ability to take a trek into the deep woods.
However, the tester, in topline Citadel trim (there’s also the SXT, Crew Plus and R/T) was powered by the 3.6-litre DOHC Pentastar V6, which means the Durango doesn’t get the two-speed transfer case and low range to go exploring the boonies. Neither does it get the new-for-2012 six-speed manumatic that is part and parcel of the Hemi, which means a portion of the Pentastar’s all-round goodness is subdued by the slick-shifting but otherwise ordinary five-speed autobox. This is discouraging because the 290-horsepower Pentastar has the technology and ability to be one of Chrysler’s truly standout powerplants. It is a super-smooth engine, whisper-quiet at cruising speeds and not much louder under moderate acceleration.
THE SPECS
Type of vehicle AWD full-sized SUV
Engine 3.6L DOHC V6
Power 290 hp @ 6,400 rpm; 260 lb-ft of torque @ 4,800 rpm
Transmission Five-speed automatic
Brakes Four-wheel disc with ABS
Tires P265/50R20
Price: base/as tested $50,195/$52,545
Destination charge $1,400
Transport Canada fuel economy L/100 km 13.0 city, 8.8 hwy.
What it sounds like with seven aboard and towing 2,818 kilograms of whatever (its maximum rating) I don’t know. Then again, one of the road crew who was busy repairing my street (and with an obvious crush on the Chrysler brand), said, “That Durango is so gorgeous I wouldn’t be towing anything with it.”
Now, I wouldn’t go so far as saying gorgeous, but there is a strong, solid look to the Durango, highlighted by the signature crosshair grille, muscular wheel arches and curves that flow back in through the doors. The 20-inch chrome alloy wheels are a classy touch as well. However, the Citadel also tips the scales at a hefty 2,312 kg, which — along with just five forward cogs — does put a damper on outright zip (it takes the better part of 10 seconds to reach 100 kilometres an hour) and strain the engineering efforts that went into maximizing the V6’s fuel efficiency (I averaged 16.1 litres per 100 kilometres during my week with the beast).
Then, again, road-hugging weight in combination with four-wheel independent suspension, near-50/50 weight distribution and surprisingly responsive steering and handling imbue the Durango with driving dynamics most uncharacteristic of a large sport-ute.
Indeed, one would probably have to look to Europe (Mercedes GL, Audi Q7, et al.) to find a comparable blend of handling and comfort. Certainly, the Durango has surpassed the likes of its competition (Chevy Tahoe, Ford Expedition, Honda Pilot, Nissan Pathfinder and a couple more) in this regard. Credit a short/long arm front suspension and multi-link rear suspension with isolated front and rear cradles for the improved on-road handling and comfort. Credit stiffer shock and spring rates and large sway bars for tight handling and limited body roll when making hard turns.
As nice a surprise as the handling is, it’s nothing compared with the interior, which is at a level not seen in previous Durangos. Granted, considering the Citadel’s $50,000 sticker price, a degree of comfort and amenities should be expected. Still, it’s gratifying to see the new Chrysler sweating the details, something the old Chrysler didn’t.
A liberal use of soft-touch material adds to the refinement, as do tighter panel gaps. Nappa leather is standard on the Citadel, perforated on the seats, which are comfortable as well as heated and ventilated. The automaker claims more than 30 storage areas, 28 seating configurations and a rear cargo area of nearly 85 cubic feet for the Durango. I didn’t need that much space, but with just the third-row seats folded, there was plenty of room for a full set of newly purchased winter tires and rims.
The advantages to the Citadel include the standard blind spot monitoring system with Cross Path Detection (though the latter is overly sensitive) and the adaptive cruise control with Forward Collision Warning. Add those to such modern conveniences as a power sunroof, power rear liftgate and media centre with navigation and there is little wanting in the topline Durango. There are a few quibbles, however. Those of shorter stature (such as my wife) will find climbing into the big Dodge a full upper-body workout. And I found the navigation system’s graphics too fussy and the information system not as user-friendly as it could be.
Those are relatively minor beefs, though. All in all, I was completely surprised at how good the Durango is. It might not be able to get down and dirty like the original model, but, for those needing a full-sized, seven-seat SUV for recreational hauling, the Durango will serve both purposes well. The fact it will also deliver a superior driving experience and a solid measure of comfort and luxury just reinforces the fact that Chrysler is right back in the game.
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