2011 DODGE DURANGO CITADEL AWD

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o see if the 2011 Durango erases any misgivings the almost entirely unrelated last generation model might have had, we took one for an extended spin. Let’s have a look.

What is it?
Presumably named after the mining town-turned-tourism hub in southwestern Colorado, the Durango is a rear or all-wheel-drive unibody SUV with three rows of seats and a choice of V6 or V8 power. No mere crossover, the Durango puts the majority of its power to the rear wheels, unlike its rivals. The line between crossovers and SUVs is slim at best, but this one definitely strikes us as the latter.

The previous two generations of Durangos were body-on-frame SUVs with solid rear axles, but the new model steps into the modern era with a stiff unibody and a fully independent suspension.

In many ways an extended wheelbase version of the all-new Jeep Grand Cherokee, the Durango shares some of its architecture with the Mercedes-Benz M-Class. That link to the past is about the only good thing Chrysler got out of the DaimlerChrysler “merger” (aside from the large rear-wheel-drive platform in the Chrysler 300 and Dodge Charger).

We’re hedonists at heart, especially when we’re not paying the bills, so we requested a fully loaded example. At just shy of $50,000, our Durango Citadel AWD wasn’t cheap, but it wasn’t lacking much, either. In fact, it undercuts our recent GMC Acadia Denali tester, which didn’t offer any tangible upgrades.

What’s it up against?
Durangos primarily square off against domestic rivals, the Ford Explorer and General Motors’ Lambda platform trio, the Chevrolet Traverse, GMC Acadia and Buick Rendezvous. Mazda is alone among Japanese brands by offering an extra large three-row crossover with its CX-9. Unlike its crossover competitors, the Durango offers traditional SUV grunt and towing capacity thanks to the optional HEMI V8.

As a result, buyers with trailers might also cross-shop the Chevrolet Tahoe, GMC Yukon, Ford Expedition and Toyota Sequoia.

Throw in the Honda Pilot and Toyota Highlander as smaller crossover rivals and you’re looking at a full day of car shopping.

Any breakthroughs?
There isn’t much in the Durango that we haven’t already seen in the more svelte two-row Jeep Grand Cherokee, but that doesn’t mean we aren’t still impressed.

For starters, no Durango looks and feels like a base model, unlike some of its rivals. Stay away from the options list on a Ford Explorer or Chevrolet Traverse and you’ll be saddled with steel wheels and hubcaps, for crying out loud! That’s a huge step forward for Dodge, where unpainted bumpers were the norm just a few years ago.

From there, the Durango gets more sophisticated but doesn’t really break any new ground. It isn’t lacking many features, especially in to-the-hilt Citadel configuration, but it doesn’t offer a real rival to Ford’s MyFordTouch infotainment. Then again, that might be a good thing.

How does it look?
Loaded with swagger, the Durango is exactly what you might expect from the automaker that also offers the Charger and Challenger. Then again, the Dodge lineup also includes the milquetoast Avenger, so don’t go calling Leftlane Dodge fanboys.

Dodge’s crosshair grille makes a very chrome-laden appearance up front, where it is flanked by a pair of lightly swept-back chrome headlamps (HIDs on the Citadel). The side profile shares nothing with the Grand Cherokee, although it doesn’t take much of a squint to reveal some of the departed Dodge Magnum around the raked C-pillar. Keep going and the Grand Cherokee channels itself in the rear, where a chrome strip links the tail lights. No part is a direct swap to the Grand Cherokee, but it’s obvious the two were designed by the same automaker.

We dig the look overall and so did parking lot patrons. Way bolder than its Ford and GM rivals, the Durango positively oozes style. Sexist judgments aren’t our thing here, but there’s no denying that the Durango is the man’s family hauler, especially with the chrome 20-inch wheels on the Citadel.

For those interested in toning down the bling, the Durango R/T offers just as much gravitas but with a monochrome appearance.

And on the inside?
Like the exterior, the interior feels ever-so Grand Cherokee-like. Again, that’s no reason to complain.

A symmetrical dash gives way to a T-shape center stack, which isn’t actually connected to the center console. That adds more storage space for small items, but feels a little more utilitarian than we normally expect. In some ways, It feels like the bottom portion of the dashboard was configured for a vehicle with bench seats and a column shifter – but the Durango is a bucket-only affair.

Switchgear is a mixed bag; Chrysler’s Uconnect system with its touch-screen display is still competent but starting to feel a little old. The dual-zone climate controls are effective but feel like a placeholder for a classier looking unit. At least the Citadel package includes a heated steering wheel, one of our favorite luxury features.

The front seats in all models are firm and supportive, just like the essentially identical set in the Grand Cherokee. Citadels come wrapped in leather from cows apparently fed with vinyl, but contrasting stitching helps things out.

The second row is roomy and offers a traditional power outlet for laptops and the like. Citadels feature rear seat butt warmers. Row three is for kids, but the split-folding seats are actually reasonably comfortable for adults. Unlike some rivals, the Durango’s rear seats are manually-folding, an inconvenience we don’t really find inconvenient. One lever and a pull strap move the seats into place in less time than most power units take.

Materials throughout are undoubtedly class leading – which makes them a colossal leap ahead of any previous Durango. Soft touch materials and unique trims abound, with nothing feeling cheap aside from maybe some of the trim around the gear lever. Dark finish faux wood completes the look much better than we would have expected it to.

But does it go?
Our Durango was optioned up with the $1,895 HEMI V8, which packs 360 horsepower and 390 lb-ft. of torque. The HEMI is a worthwhile upgrade over the 290-horsepower, 260 lb-ft. of torque base 3.6-liter V6 for those who tow.

The V8 doesn’t quite make the 5,100 lbs. Durango into a rocket, but it does provide for ample punch throughout the range. Tuned more for low-end torque than dragstrip races, it excels at highway passing and on-ramp merging. A mildly aggressive exhaust note reminds buyers that they have a V8 under the hood – but that’s the only thing aside from one extra chrome tip sticking out of the rear faux diffuser.

With an EPA rating of 13/20, the Durango is not a fuel miser despite the HEMI’s ability to deactivate half of its cylinders on the highway. V6s are a more palatable 16/22 with all-wheel-drive. We averaged around 14 mpg in the city and pegged the EPA’s 20 mpg in suburban and highway driving.

An extra gear or three would help; the Durango currently makes do with a solid-shifting five-speed automatic transmission. Aside from its affect on fuel consumption, the autobox is hard to fault.

The fully independent suspension comes, at least in part, from the Mercedes-Benz parts bin, meaning Chrysler can thank ze Germans for the Durango’s terrific ride control. Firm and settled, the Citadel was positively unflappable over any undulating pavement we could find. Add in decently communicative rack and pinion hydraulic power steering (not the electric setup found on rivals) and the Durango actually becomes mildly entertaining on curvy roads. Body lean is minimal, especially given the size of the vehicle, and grip from the optional all-wheel-drive was prodigious.

The Durango isn’t as tossable as the playful Mazda CX-9, but it counters with a reassuringly planted feel that adds confidence.

Speaking of that all-wheel-drive system, the Durango offers a two-sped transfer case but no 4×2 mode. In this case, low range is really more meant for tugging a heavy boat out of the lake on a slippery ramp, not rock crawling. Unlike the versatile Grand Cherokee, the Durango sits fairly low to the ground – we snagged its front lip spoiler on modest hills during our photo shoot. Still, low range isn’t something you’ll find on any other rival with road manners as adept as these.

Towing capacity blows away crossovers but doesn’t quite reach the big SUVs at 7,100 lbs. That’s about halfway between crossovers (the Explorer is rated at 5,000 lbs.) and body-on-frame SUVs (the Tahoe can tug 8,500 lbs.).

Highway cruising is perhaps the Durango’s biggest forte. It settles in confidently with cruise control (distance-sensing on the Citadel) engaged. Road noise is minimal and we detected only a little wind noise around the large side mirrors.

Why you would buy it:
You need room for the family but don’t want a wimpy crossover.

Why you wouldn’t:
A Chevy Tahoe tows more while using less gas.

Leftlane’s bottom line
Few three-row SUVs or crossovers are as enjoyable to drive as the Dodge Durango. Add in its undeniable style and its sophisticated interior and the Durango really makes a case for itself. Unless you really need the towing capacity, the V6 will likely serve you well while using less fuel.

We can’t easily pick a favorite in this increasingly competitive class: The Explorer is loaded (perhaps too much) with tech, the CX-9 is still a delight to drive and we still see a strong case for the Tahoe. But the Durango offers perhaps the best balance of all in a package that makes us swoon.

2011 Dodge Durango Citadel AWD base price, $43,795. As tested, $48,235.
Rear DVD Entertainment Center, $1,695; HEMI V8, $1,859; Destination, $850.

Words and photos by Andrew Ganz.