Ambiguity marked my week behind of the wheel of a 2017 Dodge Durango.
On one hand, with its nicely crafted and spacious interior, muscular Hemi V-8 engine and crisp handling, it had the comfort, character and cache of its first cousin, the Jeep Grand Cherokee; on the other, our tester was a fully loaded Citadel Anodized Platinum edition that left open a big question.
"$55, 960 for a Dodge?"
Here's the long answer. No.
But there's a kicker: the base Durango SXT, which starts at $29,950 and includes a long list of standard features, including automatic climate control, a USB port, Bluetooth phone connectivity, push-button start, proximity key entry, and a Uconnect infotainment system with a 5-inch touch screen and voice commands, is one of the best value propositions on the market.
That's the Durango that earned a spot on Consumer Guide's Best Buys list and Strategic Vision's compilation of Most Loved Vehicles in America.
Make no mistake, the Durango has to be good to hang around in one of the most competitive of niches, mid-size SUVs. The Nissan Murano, Toyota Highlander and Honda Pilot are generally agreed to be the head of the class, but not far behind are estimable opponents like the Grand Cherokee, Kia Sorento Ford Edge, Hyundai Santa Fe, Chevy Traverse, GMC Acadia.
I have found myself saying nice things to say about each of those at some point during the past year or so. My take is that the Murano, all-new for 2017, is the most refined of the bunch, but the Highlander and Pilot nip at its heels.
Roomiest
If you plan to tow anything or if cargo capacity or third-seat seating comfort are important, then the Grand Cherokee and Durango are the clear choices. The third row, a $695 option in Durango, is large enough to accommodate adults, rare for the class.
Indeed, the Durango may be the roomiest. It has 17.2 cubic feet behind the third seat, 46.8 behind the second row and 83.9 with both back rows folded. The Pilot's volume line is 16.5, 46.8 and 83.9. The Highlander comes in at 13.8, 42.3, and 83.7 ft3.
The Durango is also one of the most capable off-road. All that gear and know-how comes from Jeep. Need I say more?
Most Powerful
The Durango's standard power plant is a Pentastar, 3.6-liter V6 that puts out 293 horsepower. I've driven a Grand Cherokee with this engine and it had plenty of power for both around-town and highway driving. It gets an EPA-estimated 19 mpg city, 26 highway. An optional V8 Hemi will give you 67 more horsepower and packs a load of punch. On the other hand, it will cost you a pretty penny and drive down fuel economy to 14 city, 22 highway. An eight-speed automatic is standard.
The Honda Pilot, with its base 280-hp V-6, gets 1 more mile per gallon, both city and highway, than the Durango V6. The Highlander comes with a base, 185-hp four cylinder that is wholly inadequate for the job. Toyota's available 270-hp, 3.5L V-6 is up to the task. It gets around 20 city and 27 highway
The big difference is towing capacity. The Dodge Durango with its base engine can tow as much as 6,200 pounds. With its available V8, the Durango can tow up to 7,400 pounds. With standard front-wheel drive, the Honda Pilot can tow 3,500 pounds and 5,000 pounds with available all-wheel drive. The base Toyota Highlander can tow only 1,500 pounds, while models with a V6 engine can haul up to 5,000.
In a drag race, however, the Pilot and Highlander are quicker than the V6 Durango, thanks mainly to an 800-lb weight advantage. The Japanese entrants are probably a little quicker through a skid pad, but the Durango-with its rear-wheel drive-remains more satisfying to drive.
Prices climb quickly
The Durango comes in five trim levels, with a dizzying array of premium packages.
The second level Durango SXT Plus ($32,195) adds some tech and safety options and a third row.
The Durango GT adds Capri leather seating, heated front- and second-row seats, a heated, leather-wrapped steering wheel, power front seats, remote start and memory settings.
The Citadel ($41,395) upgrades to Nappa leather, ventilated front seats, a premium sound system, a sunroof and navigation.
The Hemi engine is standard only on the R/T model, which starts $12,000 more than the base SXT. On our tester, the V8 was a $3,995 option that included a two-speed transfer case and heavy duty alternator and engine cooling.
Remember, safety second
Where Dodge really drops the ball is charging $2,295 for a technology group that includes adaptive cruise control, blind spot and cross path warning and lane departure warning. The Highlander, by way of contrast, comes standard with a long list of advanced driver assistance features, some of which, such as pedestrian detection, are not available in the Durango. The pilot offers a multi-angle rearview camera that displays a 360-degree, bird's eye view of the surroundings.
To buy the Dodge safety package, you have to purchase one of the higher trim levels, driving the price even higher. These features are not simply nice-to-have, cool playthings. They are proven to drastically reduce accidents and injuries. Most manufacturers are voluntarily moving to make them standard. Dodge should be ashamed for charging so much for a safety suite that is both incomplete and technology primitive.
The Highlander and Pilot both outperform the Durango in safety testing. The National Highway Traffic Safety Administration gives the Durango a four-out-of-five overall rating, with four stars in frontal crash and rollover tests. The all-wheel-drive model only receives three out of five stars in rollover. The Insurance Institute for Highway Safety has only tested the Durango in rear crash protection, for which it earns a top score of Good.
Both Highlander and Pilot earned scores of good in all five IIHS tests and a five-star overall rating from NHTSA.
Bottom Line: The Dodge Durango remains the choice for active families that need versatility and performance, but there are good reasons why it is not at the head of its class.