Revamped Dodge Durango looks and drives better than before, but Dimitri Pesin asks if that’s enough to separate it from the SUV horde

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transfer case is offered for the messy stuff, but in reality, the Chrysler Group has Jeep for that.

Speaking of which, the new Durango uses a stretched version of the Grand Cherokee’s solid underpinnings, much of which is derived from the Mercedes ML. The Durango’s extra length translates into acres of interior space. So three full-sized adults fit comfortably in the 60/40 split-folding second row, and – more crucially – two, of similar size, will fit in the third. Behind that last bench is 489 litres of space, and when it isn’t in use, the figure swells to 1350 litres. Flexibility is a strong point too, with 28 easy-to-configure seating arrangements. On the whole,

ith the SUV market growing like never before, determining where each

new model fits into the grand scheme of things can get a touch wearisome. So let’s see if we can pigeonhole Dodge’s new Durango.

Of similar size to the Chevy Tahoe, it’s a high-riding seven-seater primarily aimed at on-road use and tailor-made for lugging and towing.

The list of approximate equals includes the Kia Mohave, Honda Pilot, Mazda CX-9 and GMC Acadia – but can also include the Ford Flex. An all-wheel-drive model with a two-speed

the interior is solidly built and feels upscale, combining soft-touch switchgear, chrome highlights, clear dials and Nappa leather (as on our top trim test car). There are better SUV cabins out there, but for the money, it’s acceptable. Counter that with the Durango’s American alternatives that try cheap and cheerful and end up being cheap and nasty.

In terms of looks, it’s a mixed bag. There’s a faint whiff of Charger about the front end – purposeful, muscular. But as for the rear, there’s a sense the stylists were in a hurry; you wouldn’t think Dodge if the badge was missing.

The bodywork cloaks a chassis that’s underpinned by a 10 per cent stiffer chassis than that of the Grand

Cherokee it’s derived from. Dodge boasts that it’s more rigid than Merc’s GL, too, and the weight distribution of this rear-driven 5.7-litre V8 is almost spot-on.

Coupled with the businesslike driving position, it feels at ease on the road. Yes, there’s lean and pitch, and you can’t expect Porsche Cayenne-like handling with such a lengthy wheelbase. But the smooth, compliant and isolating ride is complemented by a composed chassis and stable handling. And as oxymoronic as it sounds, driven with verve, it feels its weight while hiding its size.

So, nothing to shout home about, yet nothing to complain about, either. A downside is that, as with Chrysler’s

QUICK FACTSPrice $48,500On sale 2nd quarter

Dodge city slickerFIRST DRIVES

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Dodge city slicker

Push-button start joins the party

other new Fiat-funded products (see last month’s issue), the electro-hydraulic steering is devoid of feel.

As for the Hemi V8, it pulls you along at an acceptable rate, even though it’s hampered by the lazy, long-geared five-speed auto. It’s been said in Autocar ME before and it’s worth repeating: the promised eight-speed ZF automatic needs to arrive sooner rather than later.

On the equipment list are a few useful safety features, including blind-spot assist, side curtain airbags, adaptive cruise control, rear cross path detection and forward collision warning. For comfort, you’ll get cooling seats, parking assist and

the option of a 28GB hard drive and nine-speaker Alpine stereo.

All of this makes the Durango a car with some reasonably compelling USPs. Better than the old Durango? Absolutely. Yet that’s not saying much at all. The truck-like body-on-frame architecture, shoddy build quality and boxy, stubby looks of the oldie didn’t take much to improve on.

So back to pigeon-holing. The Durango fits into the bigger SUV picture by being the all-rounder. It covers all the bases, without excelling, though perhaps it does have a bit more rugged street cred than its rivals. If you’re after a big, lofty, well priced family wagon that drives fairly well, the Durango is worth considering. L

New Durango distinctly easier on the eye than its hulking predecessor

Interior quality not quite up to Japanese standards, but it still represents a huge step forward

Sculpted sports seats belie the Durango’s job description Centre console is neat and efficiently laid out

FACTFILE

DODGE DURANGO CITADEL

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EnginePowerTorqueTransmissionKerb weightLengthWidthHeightWheelbase0-100km/hTop speedOn salePrice

5.7-litre V8360bhp at 5150rpm520Nm at 4250rpmFive-speed automatic2448kg5075mm2127mm1801mm3042mm7.4sec (est)215km/h (est)2nd quarterFrom $48,500

Dodge Durango Citadel | First Drive

ABOVE: Familiar Dodge crosshair grille fronts the

sleeker new Durango