The 2011 Dodge Durango's new look begins with a forward-leaning, deeply recessed new interpretation of the Dodge-signature crosshair grille, browed headlamps, a sculpted hood and standard four-inch fog lamps. Its side profile has a powerful coke-bottle shape (like the new Charger's), accented by aggressive fender arches. The greenhouse blends seamlessly into the body, and a body-color rear roof spoiler contributes to a low 0.35 drag coefficient;an aero improvement of more than 14 percent compared with the previous Durango that improves both fuel efficiency and interior noise. The rear fascia is sculpted around twin-3.5-in. exhausts on V8 models, a single three-in. outlet on V6s.
Dodge design chief Mark Trostle says its striking new body was shaped by the same "passionate" designers who did the muscular 2011 Charger. "It's all about proportions," he asserts, and its purposeful but pleasing proportions begin with a 10-inch-longer body on a five-in. longer wheelbase vs. the Grand Cherokee's.
This new Durango's expansive cabin offers premium soft-touch materials front-to-rear regardless of trim level. Interior design chief Klaus Busse calls it "friendly all the way back to the third row, with nice, soft edges throughout." An interactive Electronic Vehicle Information Center (EVIC) provides a variety of useful information, and the new instrument panel offers a choice of monotone or two-tone trim with dark upper and lighter lower colors.
Twenty-eight different seating arrangements are offered in the 2011 Durango, and cargo room extends to a maximum 85 cubic feet with both second- and third-row seats folded flat. The front seats offer four-way lumbar adjustments and can be warmed or cooled with heating and ventilating options. A fold-flat front passenger seat can be combined with the 60/40 split-folding (and reclining) second-row and 50/50 third row to accommodate long items.
Sound reduction laminated glass is standard, and a double sound-insulated wall separates the engine compartment from the interior. The adult-size third row is easy to access, and when it's unoccupied, its headrests drop away with the push of a button to open up rear visibility.
The 2011 Durango's new unibody structure is significantly stiffer than the previous body-on-frame thanks to a "strategic selection" of high-strength and ultra-high-strength steels. Its short/long arm front and isolated multi-link rear suspensions mount to isolated cradles, while fairly aggressive shock and spring rates and large sway bars limit body roll in hard cornering. Working with a surprisingly precise new electro-hydraulic "performance" steering system, this combination provides an excellent balance of on-road handling and ride comfort.
Base engine is Chrysler's new 3.6-liter DOHC, 24-valve, variable valve timing (VVT) all-aluminum Pentastar V6. It delivers a substantial 290 ponies and 260 lb.-ft. of torque, along with best-in-class V6 tow capability (up to 6,200 pounds) and 14 percent better fuel economy;16 mpg EPA city and 23 highway with rear-wheel-drive, 16/22 with available all-wheel drive vs. the old V6 it replaces.
Optional is Chrysler's legendary 5.7-liter HEMI V8 with VVT and "fuel-saver" (cylinder deactivation) mode. It cranks out 360 horses and 390 lb.-ft. of torque and delivers best-in-class tow capability (7,400 lbs.) and fuel efficiency at 14/20 EPA mpg with RWD, 13/20 with AWD. Both are coupled to standard 5-speed (not 6-speed) automatic transmissions, and HEMI-powered AWD Durangos have a low-range transfer case for light off-road use and towing challenges such as pulling a boat out of the water on a steep angle or backing up with a trailer attached.
The Hemi-powered Durango R/T sits lower on 20-in. performance wheels and tires and a sport-tuned suspension. The Citadel boasts perforated Nappa leather, blind spot monitoring, HID headlamps, 20-in. chrome wheels and a unique chrome grille. Other available features include adaptive cruise control, rear park assist and state-of-the-art navigation, communication and entertainment options such as SIRIUS Satellite Radio and Backseat TV, and Uconnect Web.
autoMedia.com test-drove a Hemi-powered 2011 Dodge Durango R/T on a variety of California roads, including narrow, twisty two-lanes and found it surprisingly quick, quiet, comfortable and almost sport-sedan fun despite its three-row SUV size and substantial 5,100-lb. curb weight. No question it is fully competitive with such able competitors as Chevy's Traverse, GMC's Acadia and Ford's excellent all-new (also unibody, but car-based FWD/AWD) Explorer.
Dodge design chief Mark Trostle says its striking new body was shaped by the same "passionate" designers who did the muscular 2011 Charger. "It's all about proportions," he asserts, and its purposeful but pleasing proportions begin with a 10-inch-longer body on a five-in. longer wheelbase vs. the Grand Cherokee's.
This new Durango's expansive cabin offers premium soft-touch materials front-to-rear regardless of trim level. Interior design chief Klaus Busse calls it "friendly all the way back to the third row, with nice, soft edges throughout." An interactive Electronic Vehicle Information Center (EVIC) provides a variety of useful information, and the new instrument panel offers a choice of monotone or two-tone trim with dark upper and lighter lower colors.
Twenty-eight different seating arrangements are offered in the 2011 Durango, and cargo room extends to a maximum 85 cubic feet with both second- and third-row seats folded flat. The front seats offer four-way lumbar adjustments and can be warmed or cooled with heating and ventilating options. A fold-flat front passenger seat can be combined with the 60/40 split-folding (and reclining) second-row and 50/50 third row to accommodate long items.
Sound reduction laminated glass is standard, and a double sound-insulated wall separates the engine compartment from the interior. The adult-size third row is easy to access, and when it's unoccupied, its headrests drop away with the push of a button to open up rear visibility.
The 2011 Durango's new unibody structure is significantly stiffer than the previous body-on-frame thanks to a "strategic selection" of high-strength and ultra-high-strength steels. Its short/long arm front and isolated multi-link rear suspensions mount to isolated cradles, while fairly aggressive shock and spring rates and large sway bars limit body roll in hard cornering. Working with a surprisingly precise new electro-hydraulic "performance" steering system, this combination provides an excellent balance of on-road handling and ride comfort.
Base engine is Chrysler's new 3.6-liter DOHC, 24-valve, variable valve timing (VVT) all-aluminum Pentastar V6. It delivers a substantial 290 ponies and 260 lb.-ft. of torque, along with best-in-class V6 tow capability (up to 6,200 pounds) and 14 percent better fuel economy;16 mpg EPA city and 23 highway with rear-wheel-drive, 16/22 with available all-wheel drive vs. the old V6 it replaces.
Optional is Chrysler's legendary 5.7-liter HEMI V8 with VVT and "fuel-saver" (cylinder deactivation) mode. It cranks out 360 horses and 390 lb.-ft. of torque and delivers best-in-class tow capability (7,400 lbs.) and fuel efficiency at 14/20 EPA mpg with RWD, 13/20 with AWD. Both are coupled to standard 5-speed (not 6-speed) automatic transmissions, and HEMI-powered AWD Durangos have a low-range transfer case for light off-road use and towing challenges such as pulling a boat out of the water on a steep angle or backing up with a trailer attached.
The Hemi-powered Durango R/T sits lower on 20-in. performance wheels and tires and a sport-tuned suspension. The Citadel boasts perforated Nappa leather, blind spot monitoring, HID headlamps, 20-in. chrome wheels and a unique chrome grille. Other available features include adaptive cruise control, rear park assist and state-of-the-art navigation, communication and entertainment options such as SIRIUS Satellite Radio and Backseat TV, and Uconnect Web.
autoMedia.com test-drove a Hemi-powered 2011 Dodge Durango R/T on a variety of California roads, including narrow, twisty two-lanes and found it surprisingly quick, quiet, comfortable and almost sport-sedan fun despite its three-row SUV size and substantial 5,100-lb. curb weight. No question it is fully competitive with such able competitors as Chevy's Traverse, GMC's Acadia and Ford's excellent all-new (also unibody, but car-based FWD/AWD) Explorer.
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