The Durango has been a staple in the large SUV market since a little after

With its new sheetmetal, the Durango looks better adjusted and smarter, too. (Photo: Justin Couture, Canadian Auto Press)

2004, having thoroughly grown up physically and in ability. No longer just the SUV version of the midsize Dakota pickup truck, the Durango bridges the gap between midsize SUVs, like the Ford Explorer, and authentic full-sizers like the Tahoe and Expedition. As an in-between vehicle, it’s been geared to deliver the best of most worlds - full-size capability in a package that’s 7/8ths the size.

In 2007, this current-generation Durango received its first major refresh. The arrival of the update was fairly quiet, falling at around the same time that Chrysler launched its version of the SUV, dubbed Aspen. Gone were the intriguing fenders, inspired by 2001’s Powerbox concept, the squished headlamps and the slightly odd bulging grille. I happen to think that the revised Durango looks a whole lot better, if not a bit more conventional, and what’s more is that unlike some mid-life updates this one integrates the original design seamlessly into the newer look. And while I generally find that large, chrome-plated wheels aren’t a necessity when it comes to full-size SUVs, this particular Durango looks quite smashing sitting on its chromed five-spoke wheels.

Not much is different in here. (Photo: Justin Couture, Canadian Auto Press)

On the inside, the changes are much less noticeable. The interior - dash, door panels, seats - is predominantly identical, and is clearly truck-derived and finished more for durability than luxury. You won’t find the suede-inserts, wood-grain and soft-touch plastics as in the Aspen, but everything is clearly laid out if not a bit ‘90s in design. The big changes for this year include the addition of Chrysler’s excellent MyGig infotainment system to the options list that includes traffic assistance for the navigation, as well as a reverse camera and iPod audio integration. Dodge also upped the second row seat to a standard 40/20/40 layout, perfect for those who need to carry four people plus long objects (like snowboards). Alternatively the second row can be had with a pair of captain’s chairs divided by a floor-mounted console. Despite being a bit smaller than its rivals, the Durango can also be configured as a true eight-seater, with a flat-folding 40/60 split bench. Dodge also added pinpoint LED lighting throughout the interior this year, for a higher end feel.

Second row seat is now split 40/20/40, making the Durango even more practical. (Photo: Justin Couture, Canadian Auto Press)

When it comes to big SUVs, there is really no replacement for power, which is why, for the longest time, I’ve always vouched for the 5.7-litre Hemi as the engine to have if considering a Durango. Besides enabling the heavy ute to tow its impressive max load of 8,750 lbs (3,969 kg), it’s powerful, smooth, and all things considered, isn’t terrible on fuel thanks to MDS cylinder deactivation. MDS works, by the way. I spent a great deal of time cruising on the highway, as well as slowly around town, and was surprised at how much of this time the Durango only operated on four cylinders. I do have to wonder - what’s stopping Chrysler from offering an on-off switch for MDS, allowing owners to keep the vehicle running on four cylinders under slightly higher loads, such as traversing a grade?

Hemi aside there have been some changes to the Durango’s powertrain lineup, namely the introduction of a new entry-level engine. The new 4.7-litre SOHC V8, as seen in the Dakota, base Ram 1500, Grand Cherokee, Commander and others, has been upgraded significantly with twin-spark

Four wheel drive with low-range is handy for pulling boats out of the water. (Photo: Justin Couture, Canadian Auto Press)

plugs per cylinder, a higher compression ratio and internals with improved flow. It also runs on E85 as standard. Output takes a massive hike from 235 horsepower and 300 lb-ft of torque to 303 and 330 respectively, which isn’t too far off the pace of the Hemi that makes 335 horsepower and 370 lb-ft of torque. Here in Canada, all Durangos are four- or all-wheel drive, whereas four-wheel traction is an option in the US. In the case of the 4.7 it’s a full-time electronically controlled AWD setup, whereas the 5.7's torque connects through a transfer case with a low-range, more suitable for 4x4ing. Still, the Durango wasn’t designed for extreme off-roading, although its low-range is handy for max pulling power, such as lugging a boat up a slippery ramp.

As I mentioned at the beginning of this review, not a whole lot has changed under the skin since the second-generation Durango arrived on the scene back in 2004. It is the smallest of the full-size SUVs, but nevertheless remains very much a full-size SUV in the way that it drives, feeling somewhat truck-like at the helm. Mind you, due in part to its smaller frame and heavily assisted power steering, the Durango is very easy to pilot

Power operated tailgate is now available; rubber mats cover the floor and the seatbacks preventing things from getting too dirty. (Photo: Justin Couture, Canadian Auto Press)

around town or on the highway, and is even fairly relaxing thanks to good visibility around the front pillars and massive side-view mirrors that deliver a panoramic view of traffic on the left and right. Provided you view it as more of a truck than a big crossover, the Durango makes a respectable family vehicle; after all, it's a tool designed to haul a lot of people and their things simultaneously. What's more, the Durango’s fully boxed frame and durable drivetrain give it a very respectable tow rating, something no crossover can do. And its five-speed automatic comes with a tow and haul mode, although it could do with a bit of extra control. The GMT900 trucks offer manual gear select on the gearshift column, while the Durango's Japanese rivals feature floor-mounted shifters with manumatic-style gates.

Competitors in mind, there are quite a few good choices in the large SUV segment, from the GMT900 SUVs, Tahoe, Yukon and their larger siblings, Suburban and Yukon XL, to the Expedition, not to mention Nissan's recently updated Armada and Toyota's all-new Sequoia. Dodge offers a lot of metal for the money, however, with prices starting at just a little over $36,500 for the base SLT, and $38,670 for the leather-clad SLT Plus. For this sort of money you’re not likely to find anything more than midsize SUVs and

If you need to tow a lot, but don't want to spend a lot, the Durango is a viable solution. (Photo: Justin Couture, Canadian Auto Press)

crossovers from Dodge's competitors, which puts the ball in the Durango’s court if you need something larger that’s adept at towing and hauling heavy loads but need to keep more cash in your pocket for filling the tank. A nicely dressed SLT Plus with the Hemi engine, power tailgate, MyGig infotainment system is available for less than $40,000, and surely, if you ask nicely, they might even cut you an even sweeter deal.

As demand for large SUVs has tapered and the Chrysler Aspen has been added to the lineup, Dodge has slimmed down its Durango model offerings. Gone is the mid-grade Adventurer as well as the top of the line Limited, and with the latter some of the associated luxuries like digital three-zone climate control and auto-dimming side-view mirror. The upcoming Hemi Hybrid model, available this fall, should help the Durango appeal to more buyers. It will vastly improve fuel economy without compromising interior space or performance, including towing. I drove an Aspen Hemi Hybrid prototype last year and came away impressed, given the seamless transition between gasoline and hybrid modes, as well as the SUV's overall refinement. And while the price of gas isn’t going to get cheaper anytime soon, the estimated 40-percent city fuel economy gains that the Hybrid is expected to achieve could put it at the top of the Durango’s sales charts.

Specifications (Dodge Durango):

• Price Range (Dodge Durango MSRP): $36,545 - $54,470
• Price as Tested (MSRP): $46,970
• Body Type: 5-door SUV
• Layout: front engine, 4WD
• Engine: 335 hp, 370 lb-ft of torque, 5.7L, 16-valve OHV HEMI V8 (std. 302 hp, 329 lb-ft of torque, 4.7L, 16-valve SOHC V8)
• Transmission: 5-spd auto
• Brakes (front/rear): disc/disc, ABS, BA
• Dimensions (L/W/H/WB): 5,100 / 1,930 / 1,867 / 3,028 mm (200.8 / 76.0 / 73.5 / 119.2 in)
• Curb Weight: 2,322 kg (5,120 lbs)
• Tires: 265/50R20 (std. 265/60R18)
• Cargo Volume (behind 3rd row / 2nd row / 1st row): 569 / 1,937 / 2,900 L (20.1 / 68.4 / 102.4 cu-ft)
• Fuel Economy (city / hwy): 16.4 / 11.0 L/100 km
• Observed Fuel Economy: 14.5 L/100 km
• Warranty (mo/km): 36/60,000 comprehensive; 60/100,000 powertrain
• Competitors: Cadillac Escalade, Chevrolet Trailblazer / Tahoe, Chrysler Aspen, Ford Explorer / Expedition, GMC Yukon / Envoy, Nissan Pathfinder / Armada, Toyota 4Runner / Sequoia
• Web Site: www.dodge.ca

Interior

Exterior

Mechanical

Safety

Dimensions

Misc

(WF3) Wheels: 20 x 8 Polished Aluminum

(MW1) Bright Side Roof Rails

(GWA) Power Sunroof

(J003) Standard Metallic Paint

(J005) Standard Gloss Paint

(CSC) Cargo Compartment Cover

(AAG) Leather Accents Group

(AJY) Popular Equipment Group

(ADL) Skid Plate Group

(AHX) Trailer Tow Group IV

(CFU) 2nd Row Fold/Tumble Captain Chairs

(CVR) 2nd Row Console w/Armrest & Storage

(RHB) Media Center 430N CD/DVD/MP3/HDD/NAV

(JPR) Power 8-Way Driver Seat

(MET) Metallic Paint

(PER) Pearl Paint