2014 Dodge Durango Reviews and Ratings

For 2014, Dodge Durango gets new styling at both ends, an 8-speed automatic transmission, new infotainment systems and revised nomenclature. Every Durango has three-row seating, with second-row captain's chairs available in all but the base model.

Durango works best for those with varied needs: plenty of seats, good cargo capacity and hauling flexibility, and top-tier towing capacity. The standard setup is rear-wheel drive, yielding even weight distribution, a compliant bump-soaking ride, quiet cruising and good response to driver commands.

Engine choices include a refined V6 with a lighter appetite for gas, or a strong Hemi V8. Durango V6 can be ordered with all-wheel drive; the V8 offers on-demand four-wheel drive with low-range gearing.

The standard 3.6-liter V6 brings 290 horsepower paired to a new 8-speed automatic; from takeoff it gets more torque to the wheels than last year's V8/6-sp auto combo. On the plus side, the V6 gets an EPA-estimated 25 mpg Highway and has a big fuel tank, so those 450-mile scenic routes won't leave you worrying about the next gas station. Those not concerned with mileage will opt for the Hemi, not because of its 70 added horsepower but for the extra 130 pound-feet of torque, V8 soundtrack and higher tow rating.

Durango can tow a minimum 3500 pounds fully loaded and up to 7400 with the V8 (more than most crossover competition, less than traditional V8 SUVs). With low range available in four-wheel drive V8s, it can handle ascents or descents, think slimy boat ramps or rocky canyons--you shouldn't even consider attempting in most crossovers.

All Durango models seat six or seven adults comfortably in a cabin that puts space to good use. Materials and fit-and-finish are soothing yet remain wholly appropriate for the SUV mission. Durango can be configured to carry big boxes, a sofa, or four people plus a 10-foot step ladder or stack of lumber inside.

The Durango SXT is the base model, but it's far from basic, with three-zone temperature control, a full complement of power features and a decent stereo with standard satellite radio. The loaded Durango Citadel has everything you need and a lot more, including remote starter and ventilated seats. The sporty Durango R/T is bold, quick and genuinely fun to drive, despite its substantial size. Options are reasonably priced, and run the gamut from blind-spot warning to 500-watt Alpine audio to two grades of navigation.

The Durango has been rated a Top Safety Pick by the Insurance Institute for Highway Safety. All models come with a full complement of airbags, rollover sensing and electronic stability control with trailer sway control. Optional safety features include rear cross-path detection, a rearview camera, rear park sensors and active cruise control with forward-collision warning.

Durango competes in a crowded category against the GMC Acadia, Chevrolet Traverse, Buick Enclave, Ford Explorer, Toyota Highlander and 4Runner, Hyundai Santa Fe, Kia Sorento, Mazda CX-9, Nissan Pathfinder and Honda Pilot. Top-drawer Durango models could also compete with the Acura MDX and Volvo XC90, and it makes a compelling alternative to a Chevrolet Tahoe or GMC Yukon, Ford Expedition, or Toyota Sequoia.

The Durango is a great vehicle for drivers who can legitimately take advantage of its strengths. But needs are important in the decision. Those who do no towing, never go off-highway or don't need the V8 might consider the Dodge Grand Caravan, which has more people room and as much cargo space behind the second row as the Durango does behind the front seats. However, the Grand Caravan is not as nimble, not as fun to drive and not as work-oriented.

Durango SXT ($29,795) is powered by a 290-hp 3.6-liter V6. It comes with cloth upholstery, three-zone temperature control, tilt/telescoping steering column, cruise control, a complement of power features, six-speaker audio with single CD, SiriusXM satellite radio and Uconnect hands-free phone operation, a fold-flat front passenger seat, 50/50-split folding third-row seats, 60/40-split fold/tumble second-row seats, and 18-inch alloy wheels with all-season tires. A heated steering wheel and backup camera are included with the popular equipment option and the customer preferred pack adds the interior upgrades of a Rallye.

Durango Rallye ($32,990) brings R/T looks to the SXT with 20-inch dark aluminum wheels, dual exhaust (good for 5 hp), all-black cabin, power driver seat, heated front seats, leather-wrapped steering wheel, SiriusXM, black headlamp bezels and body-color trim all around.

Durango Limited ($33,695) replaces Crew in the lineup and adds to SXT leather upholstery and steering wheel, power passenger seat, LED daytime running lights, unique wheels, heated second-row seats, roof rails, 115-VAC outlet, 8.4-inch Uconnect access via mobile with 911 assist, HomeLink, rear park sensors and camera, and alarm. Two package options include a power liftgate, navigation; one also includes a sunroof and 20-inch wheels. Other packages include Bu-Ray dual-screen rear entertainment, safety/security/convenience, more chrome and upgraded Uconnect systems.

Durango R/T ($38,995) are the sportiest Durangos, powered by the Hemi V8 with a lowered suspension, bigger brakes, HID headlamps, 506-watt audio system, 20-inch wheels, body-color trim and suede-like, red-stitched upholstery. Nappa leather, ventilated front seats, power tilt/telescoping wheel and driver memory system are part of a package; others include rear entertainment, adaptive cruise with collision warning, and Uconnect upgrades.

Durango Citadel ($40,995) is the top of the line. They come standard with the V6, but also with nearly all available luxury features, including Nappa perforated leather seating, heated and ventilated front seats, heated steering wheel, sunroof, the best audio/navigation/Uconnect system, power tilt/telescoping wheel, driver memory system, auto-dimming HID headlamps, power liftgate, R/T brakes, chrome grille, polished 20-inch wheels and rain-sensing wipers. Options include blind spot warning with rear cross-path detection, adaptive cruise control with forward collision warning, rear entertainment and more chrome.

Options available for every Durango include a towing package, second-row captain's chairs, second-row console, and skid plates (except R/T).

Safety features include dual front, front side-impact, driver knee, and three-row side curtain airbags, anti-lock brakes (ABS), electronic stability control (ESC) with trailer-sway control and a tire-pressure monitor. Optional safety features include blind spot warning, rear cross-path detection, adaptive cruise control with forward collision warning, rear camera and rear park sensors.

By exterior dimensions, the Durango falls near the middle of the three-row sport-utilities and crossovers in its competitive set. At 201 inches long, on a 119.8-inch wheelbase, Durango is shorter than a Chevrolet Traverse, longer than Ford Explorer or Honda Pilot and about the same as a Mazda CX-9. But Durango has a longer wheelbase than any of them.

Because of its rear-wheel drive and optional V8 the Durango has higher tow ratings too: 6200 pounds with the V6 and up to 7400 with the V8. That betters the closest crossover by 1000 pounds minimum.

It wouldn't be a Dodge without a big cross-hair grille, and the Durango doesn't disappoint. Its grille is broad and tall enough to deliver presence, especially given its forward slant in a class where most front ends slope rearward for aerodynamic reasons. On upper trims with LED position lamps and HID headlamps it bears strong resemblance to the Ram full-size pickups.

The hood flows out to the fenders, rather than sloping off like that on the previous-generation Durango, and combined with a deep air dam in front, it creates a more wagon-like proportion in side view (remember the Dodge Magnum). The long rear side doors look even longer because they have no fixed quarter window at the rear. In total, Durango creates a fairly subtle shape, with chrome down low on most models and even more sprinkled about on fancy ones. Its windows are neither Hummer-like slits nor particularly tall.

The rear end slopes gently, neither as upright as the ultra-practical Pilot nor as fastback-slanted as Traverse or Explorer. The rear lighting is simple, effective and elegant, now a ôracetrackö in LED as many Dodge products. In substance, the Durango approximates a longer, three-row version of the Grand Cherokee, which itself was derived from the Mercedes-Benz ML and GL classes (Mercedes owned Chrysler when these vehicles began development). You might consider Durango the least expensive way to get some Mercedes engineering in a seven-seat package.

The cargo hatch in back is powered on top models, but the glass doesn't open separately for small bags or packages. The manual hatch release is big enough to use with gloves. A rear wiper and small spoiler are standard on all.

Several exterior features are intended to improve durability. The rear bumper has a top cover to avoid paint damage should you rest a heavy package or stand there to reach the roof. The low-profile roof rails have swivel-out crossbars built in so wind noise is reduced when there's no cargo up there. There is a small attachment loop at each rail end.

Unlike the previous Durango, the current generation uses five-lug wheels, which means a wider choice for those wishing to customize. This one is available with wheels up to 20 inches from the factory, though the standard 18s are probably best for multi-purpose use. The 18-inch wheels deliver the best ride and probably the best all-season traction, and we wouldn't guess that the typical Durango buyer will be overly impressed with the slightly improved steering response that comes with the lower-profile tires on the 20-inch wheels. Choosing the 20-inch wheels is usually a styling decision.

The spare tires, temporary or full size, are stowed underneath the rear, in front of the rear bumper. It can be a nuisance crawling under there in mud or snow, but this storage system doesn't require unloading or dirtying the cargo area to change a tire.

A second-row bucket seat arrangement, with or without center console, is available. These decrease ultimate seating capacity by one passenger, but they create a neutral zone between the two kids sitting in the second row.

Trim varies by model, no surprise, and the fit and finish is generally good. Above your waistline materials are soft-touch or heavily textured, while those closer to the floor are harder plastics that are scratch-resistant and easy to clean. R/T models come with black, pseudo-suede upholstery broken up by red stitching. The SXT and Rallye come with cloth that negates temperature extremes, with a lighter headliner to brighten the cabin on SXT. Limited and Citadel comes standard with leather. The rotary shifter has taken away some chrome trim but there are still touches that generate a lot of sunlight glinting.

Outward visibility is good to average. The windshield pillar is slimmed mid-way to aid front quarter vision but is still substantial, and the door pillars will be behind most drivers. The third-row headrests don't block the view because there is a dash (or touchscreen) switch that drops them at the touch of a button, though heads in back definitely narrow the scope of the image in the rearview mirror. The optional rearview camera comes in handy when Durango is fully loaded with passengers. The front wipe/wash coverage is very good, the rear is good, and the headlights provide satisfactory illumination. HID headlights are available on some models.

The front buckets are on the soft side: very comfortable and not confining for short hauls, reasonably supportive to handle more miles at a time. The SXT comes with manually adjustable seats, the Rallye with a power driver's seat; most models have eight-way power adjustment for the driver (with four-way power lumbar) and a six-way power cushion for the front passenger. Most have a manual front-passenger seatback, so it can fold forward and flat, though the Citadel has power adjustment and no fold-flat feature.

The tilt/telescoping steering column fits a range of drivers. It's power-operated on the Citadel, and links wheel position with driver's seat, side mirrors and audio settings in the memory buttons. The driver's footwell is wide, so there is plenty of room for your left leg to relax.

In the dog-bone instrument panel engine revs left and fuel level and coolant-temperature right frame a central screen that shows an analog rendition of a speedometer plus a host of other data, including the transmission gear selected and the gear engaged. Much of the display is configurable, operated via left thumb-switches on the steering wheel. All controls, the door handles, door pockets and the cupholders are illuminated. The gauges are back-lit in off-white.

Most controls are straightforward, and we're fond of the simplicity in the switch layout. The rotary shifter offers P-R-N-D, and individual forward gear selection is done with paddles on the steering wheel; some will find the wheel crowded, with redundant radio controls on the back with the paddles, and up to 17 buttons facing the driver. Temperature controls are split into three zones, and can be matched with the touch of one button. The rear controls are independent if the driver approves by pressing a button. The lone stalk on the left side of the steering column has high beams, turn signals and front and rear wash/wipe, so it gets a little busy. The impetus for stalk controls is keeping both hands on the wheel, but not all can be done without taking your hand off the wheel to twist this one.

The base audio system is adequate for family duty. The premium 500-watt, 9-speaker sound system has plenty of rumble. All are controlled through a touchscreen: 5-inch on lesser trims and 8.4-inch on others. The Uconnect systems are intuitive, easy to learn, and offer many more features when paired with your smartphone, including text-to-voice. Navigation works well, our only nits some screen issues with polarized lenses.

Interior measurements are very competitive. You might gain an inch here or lose one there, but when your six-foot-plus correspondent can find a comfortable driving position, ride comfortably behind that in the second row, and then easily clamber into the third row and sit without knees, toes or head scuffing anything, we can't argue that Durango is shy on space.

The second-row seat is split with its narrow section on the passenger side. It keeps two kids belted in the middle row while letting two more get in back. The center position has a soft cushion but the backrest isn't as soft as the outer positions because of the armrest within. The rear side windows don't go all the way down, but the last few inches of glass that remain are flush and even with the top of the door panel all the way across.

Both sides of the second row recline slightly. There are aim-able reading lights and vents overhead, with more vents and a standard-plug, 115-VAC outlet on the back of the center console. You don't need an inverter to plug a game or computer into the Durango. There are recessed coat hooks in the roof, assist handles on the back side of the door pillar, bottle stowage in the doors, four grocery bag/purse clips flanking the front seatback nets, overhead controls for rear air, and good foot-room under the front seats.

Third-row access is very good. A one-pull strap folds and tilts up the second row seat, and the walk-through floor space is expansive as such spaces go. There is more room back here than the legroom dimension implies, and it offers the same adjustable reading lights and overhead vents as the second row.

Cargo volume is 17 cubic feet behind the third row (comparable to trunk space in a capacious mid-size sedan), 48 cubic feet behind the second row (comparable to a compact SUV or crossover with the rear seats folded), and 84 behind the front seats. Those numbers are substantially less than what's available in GM's longer trio of crossovers (Chevrolet Traverse, GMC Acadia, Buick Enclave), but competitive with other mid-size models. There's a little bit more cargo volume in Durango than in a Ford Explorer, and little bit less than what's available in a Honda Pilot. Your correspondent doesn't ride third-row in any of them.

A simple lever (or switch) drops either of Durango's third-row seats flat. With the right seat section folded flat in each row, there is more than ten feet of length. Durango can carry 10-foot items as narrow as a two-by-four or as wide as folding ladder inside. The cargo deck is 32 inches off the ground. There's one small, deep bin under the load floor on the left side, adjacent to where the spare hangs underneath, and a broader, shallower one under the main floor.

Even the base Durango SXT comes with hooks and a power point just inside the tailgate, with a pair of tie-down loops in the floor. The cargo cover can be mounted behind the second or third-row seats. The gate has two loading or tailgating lights at the back/lower edge, and the close button for the power option is on the left side, low enough for a kindergartener to reach.

Both the standard V6 engine and optional Hemi V8 deliver plenty of power, with EPA ratings often better than the competition . Durango responds to steering and braking inputs in a fashion that will please those who enjoy driving or go completely unnoticed by those who don't.

All Durangos get an 8-speed automatic transmission for 2014. That gives the V6 initial acceleration like last year's V8 and EPA ratings of 18/25 in two-wheel drive, matching Honda's Pilot and bettering Traverse and Explorer. The V8 rating is 14/23 mpg (or 14/22 mpg with 4WD) and it goes really well. The only crossovers or SUVs this big with comparable tow ratings and better EPA numbers are diesels.

Nearly all the vehicles in the Durango's class are front-or all-wheel drive, built up from a front-drive platform that started as a car or minivan. The rear-wheel-drive Durango is not. If you think you need front-wheel drive for traction, think again. Most front-drive vehicles carry more weight over the front wheels, where it helps traction. The Durango carries as much weight on the back wheels as the front, and just winter tires and the standard traction control will take it farther than most owners plan to go. Durango's excellent balance and rear-wheel drive also mean the four tires do more equal work. Front tires aren't overwhelmed pulling lots of weight while doing the steering, and rear tires do more than hold the tailgate off the ground. This is one reason the Durango steers crisply and needs less U-turn space than its rivals.

We hustled the Durango along some mountain roads at a fast clip, and found a lot of grip in reserve if you miscalculate your road speed. That's easy to do, given the subdued cabin and lack of wind noise, compliments of laminated front windows, dual firewalls, good aerodynamics, and a solid structure. We also noted that ride quality and handling dynamics didn't really change with five adults and two kids on board.

Around town the Durango soaks up big and small bumps alike with nary a quiver. The nose drops under heavy braking, and there is a little body lean in the corners, but it's steady and predictable with no hint of drama.

Durangos with the V6 offer all-wheel drive with power routed to all four wheels at a steady rate all the time. The V8 models have a more sophisticated system, with low-range gearing for steeper inclines/descents and a Neutral position for flat-towing. In normal range, the V8 system delivers variable all-wheel drive, instantly changing the amount of power sent to the front or rear wheels depending on the amount of traction available under the respective tires.

We'd rate the current Durango's off-highway prowess about equal to its predecessor. The new generation's suspension is better and more flexible, and ground clearance is about the same. A skid-plate package is available, but the new one has things like aluminum suspension arms that may not take abuse or grounding quite as readily as the old model's truck-style steel bits. You don't want to hammer it over rugged terrain, but Durango has enough off-highway capability for most needs. Durango will go much farther afield than most owners would consider, and tires will likely be the limiting factor for slogging through mud.

The 290-horsepower, 3.6-liter V6 engine is smooth and generally quiet, getting mildly raucous only above 5000 rpm. Although its peak torque delivery comes at a high 4800 rpm, it has enough grunt to climb a 7-percent grade at 80 mph fully loaded in fifth gear. The V6 Durango will merge easily at speed provided you mash the gas pedal early, and it will downshift as needed, one gear for mild increases, as many as four gears for max propulsion.

The 5.7-liter V8 Dodge calls the Hemi has 360 hp, but it's the 50 percent increase in torque and lower revving nature that make it feel more powerful than the V6. The Hemi features cylinder de-activation technology that shuts down some of its eight cylinders in certain steady-state driving situations. The V8 still lops a few miles per gallon off the top, but if you have a big trailer or just enjoy stirring acceleration, you'll appreciate it.

Durango's rear-wheel-drive architecture means better towing. All models are rated to handle a 5,000-pound trailer. With the tow package, the V6 rates 6,200 pounds and the V8 7,400 pounds max (7200 on 4WD). A fully loaded vehicle generally means 1,000-1,500 pounds off those maximums, but in all cases the Durango has the best tow ratings in its class. Unless you consider the far-more expensive, distantly related Mercedes-Benz GL in the Durango's class.

Even if we never planned on towing anything we would seriously consider adding the tow package. It brings a larger radiator, an alternator that delivers more juice, better-cooled brakes, load-leveling rear shocks and a full-size spare. And the hitch comes in handy for bike or stowage racks, or a place to show your allegiances with one of those shiny hitch plates.

G.R. Whale reported from Southern California. J.P. Vettraino reported from Detroit.