A few people might be surprised that the Dodge Durango is still around.
As one of Chrysler’s few remaining names from the 1990s (Caravan and Avenger are the others, and it’s anyone’s guess how long those’ll be around) the Durango may have suffered from a few half-dozen marketing redirects since then.
Currently, there’s a concerted effort for Chrysler these days to compartmentalize marketing so you’ll never have to guess at what’s coming from whom, and what badge it’ll be wearing. Trucks? That’s Ram. SUVs? That’s Jeep. Small cars? Fiat. Fast cars? SRT. Cars cars? Dodge. The days of driving some sort of Chrysler-branded mongrel appear to be ending. So long, my dreams of a Ram Grand Viper.
Under those criteria then, it would appear that a seven-passenger SUV would fall directly under Jeep’s purview, and if the Jeep Grand Wagoneer were still a thing, it probably would.
But the Dodge Durango is part of the old, new Chrysler. It was one of the first models to emerge from Chrysler’s 2008 bankruptcy and assimilation into parent company Fiat, one of the first to receive Chrysler’s 3.6-liter Pentastar wonder-engine, but still somehow languishes from commercial inattention paid to others such as the Dart and Challenger.
But there is one group who is well aware of Durango’s existence: parents. Like deal-sniffing sharks, parents are keenly aware of any perceived bargain. I’m guessing a three-row SUV that starts at $29,495 is like blood in the water to those folks.
Despite its stature as one of the few holdovers from pre-Fiat days, the Durango is surprisingly current in its architecture. The crossover is based on the same skeleton as a Jeep Grand Cherokee, slightly bigger, with a standard V6 engine (290 horsepower) or optional V8 (360 horsepower). Although the construction is typical for a unibody crossover, the Durango is available in either rear- or all-wheel drive, which is not typical. Not so current, though, is the five-speed automatic transmission or the high entry, which requires passengers to hoist themselves up and into the Durango.
Like most of the current Chrysler fleet, attention to the interior of the Durango was probably tattooed to the foreheads of many engineers in Detroit. There are plenty of soft surfaces around the inside and particular interest was paid to the driver’s cluster and pleasant chrome accents around the vents and controls. The luminescent gauges are surprisingly simple and elegant for a car that doesn’t pretend to be luxury. While the gauges and instrument cluster are simple and easy to use, the system’s Bluetooth connectivity and in-dash navigation are frustratingly complex. Thankfully, those don’t detract from the driving experience; visibility is generally good thanks to the high seating position.
The second row is surprisingly comfortable for adults and despite the initial step-in the third row is relatively easy to get into thanks to seats that slide and collapse for entry. The third row folds relatively easily to accommodate more storage space in the rear.
Driving the Durango isn’t difficult or strenuous like piloting a World War II bomber either. Thanks to the Grand Cherokee underpinnings, the Durango is responsive around corners and supple when the road breaks in places. It’s also comfortable on dirt roads and washboard gravel, which we discovered on some of the back roads around the metro area.
Equipped with the standard V6, the Durango easily returns mileage in the low 20s in combined driving. Government estimates peg the Durango at 16/23 mpg in city/highway driving, which is comparable to the other domestic offerings in its category, like the Ford Explorer and Chevrolet Traverse/GMC Acadia. The 25-gallon fuel tank is also largest in its class, which means you can theoretically travel around 500 miles between fill-ups provided your bladder doesn’t burst first.
Our test model, an R/T equipped with leather, navigation and second-row arm rest topped out at $45,165 — a full Dodge Dart above entry price — but still came in under comparably equipped competition.
Despite its relative obscurity and understated exterior, the Durango proved it was worth rescuing from Chrysler’s extensive reorganization.
No matter its name, the Durango presents value. And I’m guessing that’s worth notice no matter who you are.
Aaron Cole is a syndicated auto columnist. He’s driven hundreds of cars, but briefly. He knows he’s wrong, he’d just rather hear it from you. Reach him at acole@aurorasentinel.com.