Minivans carry a lot of things. They also tend to carry a lot of baggage, both literally and figuratively. Dreaded for their mommyness, they are not as popular as they once were.
This is the perfect reason why vehicles like the Dodge Durango R/T exist.
The Durango is nearly as versatile as the minivan, but it also contains a certain something nearly any parent can warm up to. When properly configured, this minivan alternative is perfectly capable of hauling the family, a trailer and, perhaps most importantly, some serious butt, too.
In that regard, this Durango hits the trifecta.
What is it?
The Dodge Durango, in contrast to most crossover-type vehicles, boasts a spec sheet decidedly more like an SUV of yore. Don’t get us wrong: That’s not a bad thing.
Initially conceived back when Germany’s Daimler controlled Chrysler, the Durango is an arms length relative of both the Jeep Grand Cherokee and the Mercedes-Benz M-Class, a pair of winners if there ever were any. Truth be told, the Durango is more akin to a long-wheelbase Grand Cherokee, which means it shares the Jeep’s 3.6-liter V6 and, as seen here, 5.7-liter HEMI V8.
That eight-cylinder really helps set the Durango apart from its competition. Boasting 360 horsepower and 390 lb-ft. of torque, it can tug up to 7,400 lbs. worth of trailer. But it’s not necessarily a guzzler. The big V8 can now disable half of its cylinders while cruising and, for 2014, it boasts an Eco mode that maximizes mileage through the use of Interactive Deceleration Fuel Shut-off that cuts fuel delivery when coasting to a stop.
Also checking in for the first time is a ZF-sourced eight-speed automatic transmission with steering wheel-mounted paddle shifters, which is now standard and good for a 9 percent improvement in fuel efficiency on its own. The big gains come in highway cruising, where the Durango is now rated at 23 mpg (eh, let’s not talk about the low 14 mpg in the city; if you want mpgs, opt for the V6, which nets 18/25 mpg).
The Durango is a unibody constructed vehicle that rides on a fully independent suspension. Opt for the R/T like our tester and you’ll net a sport-tuned kit underneath, but all V8-equipped models use the same hydraulic rack and pinion steering setup. V6 models use a new electro-hydraulic system. Both rear and all-wheel-drive configurations are available regardless of engine.
Other options exist as well, in the trim level groupings. Buyers can opt for the base SXT, Limited and top of the line Citadel models in addition to the sport-oriented R/T model.
From a technology standpoint, ours was also equipped with the brand’s well-received and newly upgraded Uconnect system’s 8.4-inch touchscreen. Offering complete telemetry and connectivity with emergency roadside assistance, it managed to up the ante with text-to-speech messaging, Internet radio streaming, SiriusXM satellite radio, navigation and Bluetooth.
What’s it up against?
The Durango faces off against other mid-sized SUVs and crossovers including the Ford Flex, Ford Explorer, Chevrolet Traverse, Toyota Highlander, Mazda CX-9, and, if three rows of seats aren’t important, even its Jeep Grand Cherokee cousin.
How does it look?
Refreshed outside, the Durango is the butched up, toughened-up station wagon of this era. Separating it from its more pedestrian relatives, the R/T features a hunkered-down look and body-colored accents that continue the aggressiveness that you would assume comes with a HEMI-powered vehicle. LED running lights accompany HID low-beam headlamps for added visibility.
The lighting tricks continue around to the rear with a neon-like light bar that stretches from side to side across the rear hatch. The curvy hourglass shape, echoed through the gentle fender flares, front and rear, add emotional appeal to the overall look.
Up against its frumpy, sometimes dorky competitors, the Durango is clearly the segment’s most interesting-looking vehicle.
And on the inside?
Our Durango coddled its passengers with a pair of well-bolstered seats in the front and optional split captain’s style seating in the second row (a three place bench is standard), complete with a pass-through to the third row. In this fashion, this six-seater almost appears as a minivan inside. But let’s call it the anti-minivan instead. If you truly need higher capacity seating, the standard second row bench seat will fill the bill, upping total capacity to seven passengers.
The middle seats give way to easy access for seats located in the “way back,” with the single touch of a lever. The third row seats flip forward with the pull of a strap so you can go from people places to a full-length cargo hauler in a matter of seconds. Behind the third row is 17.2 cubic feet of cargo space. Fold that third row down and it grows to 47.7 cubic feet. With both rows folded forward, you are good for 84.5 cubic feet.
The UConnect premium audio system in our tester offered great tuneage and the painless ability to sync with a smartphone in three steps. Moreover, the system’s menus are simple and clear to read, while response to screen inputs proved essentially lag-free. Folks, it doesn’t get much easier.
Our R/T was equipped with the optional DVD system with two wireless headphones to keep the rugrats occupied on jaunts that may last more than five minutes.
Comfortably laid-out and swathed in class-appropriate materials, the Durango’s interior is a pleasant place. Moreover, we found the driving position, with its tall seat and expansive view out the windshield, to be more confidence-inspiring than the long-dash, high door sill approach taken by most competitors.
But does it go?
Yup, it’s got a HEMI – and the acceleration that goes with it. It also has great pipes, judging from the rumble coming from underhood. With the squeeze of the skinny pedal, a brutish degree of off-the-line oomph manages to make you forget this SUV is carrying 5,130 lbs. of weight. So good, we observed this engine motoring to 60 mph from a stop in about 6.5 seconds. If anything, it might be a little too fast for some!
We were glad our HEMI was equipped with Chrysler’s so-called Fuel Saver Technology, which shut down half the cylinders in the 5.7-liter V8 in an attempt at fuel savings. Let’s say it’s not too bashful in taking a drink, but still, we were able to achieve the 14/23 mpg that the EPA says we should.
The smart-shifting eight-speed gearbox was nearly always in the right cog. When called upon, it delivered smooth, almost imperceptible downshifts. Though a little eager to upshift into a higher gear when left in Eco mode, the gearbox is otherwise free of vices.
The portly Durango “rides big,” but we found the handling remarkably nimble considering the vehicle’s size and bulk. And the fact it is still steered with a hydraulically controlled rack and pinion kit, which offered a a crisp and direct feel with good feedback.
Not a corner cutter by any stretch of the imagination given its high riding position, the Durango R/T nonetheless felt confident and rather entertaining on curvy roads. Its forte, however, is on the open road, where minimal road and wind noise combined with its refined ride quality to soak up the miles with aplomb.
Leftlane’s bottom line
One of the best all around family haulers available, the refreshed and revised Dodge Durango needs to make no excuses.
Combining the industry’s best infotainment system with the nine-speed gearbox and the HEMI’s Fuel Saver Technology, the Durango R/T is a mostly guilt-free pleasure perfect for any growing household. Frankly, your family car shopping might as well begin and end here.
2014 Dodge Durango R/T base price, $38,995. As tested, $46,065.
Technology Group, $1,995; Fold and Tumble Captain’s Chairs, $895; Nappa Leather Group, $995; Rear DVD Player, $1,995; Uconnect, $400; 20-inch alloy wheels, $495; Destination, $995.
Photos by Mark Elias.
Leave a Reply