2019 Dodge Durango V-6 AWD Review & Changes – That is not to discredit the Durango, which offers far more enjoyment than numerous of its competitors-especially when equipped with the rip-roaring Hemi V-8 engine, lowered ride elevation, and far more competitive seems of the R/T trim. Not all three-row crossover shoppers will need or want 360 horsepower, even though, and the largest percentage of Durangos sold is the far more practical V-6 version. To support distribute the Dodge sportiness across much more models, the 2017 Durango now provides a V-6-powered GT trim (exchanging the earlier Limited) with a monochromatic look that appears like that of the R/T for several thousands of money significantly less.
The performance direction fades a bit when you take a look at the Durango’s test amounts. To its credit history, this 2017 version was a bit more rapidly than a comparable V-6 AWD we analyzed three years ago, getting from zero to 60 mph in 7.4 seconds and working the quarter-mile in 15.7 seconds at 89 mph, .2 and .1 second better than just before. And however, a Mazda CX-9 was .2 second faster to 60 mph in our testing, and the Honda Pilot was a whopping 1.4 seconds ahead. Never go stoplight drag-racing other crossover-driving mothers and fathers unless you’ve splurged for the Durango V-8, which does zero to 60 mph in 6.2 seconds.
Skidpad hold of .76 g and a 70-to-zero-mph breaking length of 182 feet also lagged behind the Mazda and the Honda, which is no real surprise given that the 5111-pound Durango is almost 800 pounds more than both Japanese-brand SUV. Considered over and above the numbers, the Durango remains satisfying to drive. While most other three-row crossovers use front-wheel-drive websites derived from well-known mid-size sedans, the Durango’s chassis is a rear-driver that had been produced, in conjunction with the Jeep Grand Cherokee, along with the Mercedes-Benz GLE-class SUV going back to the end of the DaimlerChrysler days. That outcomes in a behemoth that is assured in its replies, from the nicely weighted steering to the way its suspension soaks up protrusions with nary a reverberation by way of the inflexible structure. The 3.6-liter Pentastar V-6 engine also enjoys its task stimulating the big Durango, doing so with sufficient impact and a pleasing engine note to boot-regardless of whether it can’t complement the growl of the Hemi.
The Durango’s heftiness is in part attributable to its size, as the Dodge has a longer wheelbase and a greater length than sometimes the Honda or the Mazda. Even with its larger footprint, the Dodge’s rear-drive structure isn’t really as space-efficient as the Pilot (which contains much more passenger volume), and the interior can feel a lot less airy and huge than the Honda’s. And our test Durango’s all-black cabin do practically nothing to assist it to feel any roomier. Nevertheless, the Dodge’s second- and thirdly-row seats are comfortable even for grownups, with the back row’s increased “theater” seating placement helping to avoid the knees-in-your-torso feeling prevalent among several three-row SUVs. The seats fold and tumble quickly, also, and our only real issue with the rear-seat installation is that the second-row bench doesn’t glide. Captain’s chairs that decrease seating capacity to six are available for $995 additional on many trims, and the third row is a $695 alternative on the base Durango SXT, which now has a two-row, five-seat interior as standard.
Our seven-seat test car was loaded with the $2395 Premium package (Beats audio system, navigation, power liftgate, and a sunroof) and the $1195 Safety and Security package (blind-spot forewarning, automatic high-beams, HID headlights, rainfall-sensing wipers, and a power-changeable steering column). Tack on a $1995 rear entertainment centre with two monitors attached to the backside of the front seats and our as-analyzed price rose to $47,370-no absurd amount for a big SUV yet not specifically a discount, both, considering that it lacks features these kinds of as adaptive cruise control and the previously mentioned captain’s chairs. The importance situation is not assisted by the Durango’s comparatively uninspired interior design. Its 8.4-inch Uconnect touchscreen characteristics well, but the cabin plastics and upholstery give off a decidedly nonpremium atmosphere. The new Mazda CX-9 in its top Personal trim level has increased the stakes in this class, with stunning hardwood and leather that humiliation several more expensive luxury crossovers. Dodge is not the only one playing wind-up, but this is where the Durango’s age group is most evident: its cabin materials were considered sophisticated for the portion whenever it arrived in the 2011 model year.
Nevertheless, it’s remarkable how class-very competitive the Durango stays. Features like an engine end/start system and new active-safety tech are already added over the years, and its EPA fuel-economy and performance amounts stay in the search. (The last Durango we tested with the V-6 and all-wheel drive averaged 19 mpg during its continue to be.) True to Dodge’s mission document, the Durango’s carrying on with appeal sits on its sporting appearance and solid driving dynamics that give it much more of a muscle-car-like mindset than other things in its class.