(Fotos Enviadas pelo Internauta Jason ) Camaro, Mustang, Dodge Challenger + Rolls Royce
Showing posts with label Dodge. Show all posts
Showing posts with label Dodge. Show all posts
Dodge Viper Roadster – the end of an icon
Perhaps it was part good luck and part cautious driving. But we managed to roll through nearly 200 miles in a 2010 Dodge Viper roadster on main streets, four-lane highways and winding rural roads without incident while testing the redline limit in second gear, challenging some of our favorite twists at record speeds — for us — and hitting triple-digit numbers on several occasions.You could say we were blessed with a Viper experience much like the guy who owns one, using it just for weekend jaunts and neighborhood bragging rights. And with the last of the 500 Vipers now coming off the Detroit assembly line — it might be our last Viper experience. We hear that Dodge may get the go-ahead for a new sports car, but it surely won’t be the raw muscle that has made Viper an all-American icon.
To celebrate the final year of production for the current-generation Dodge Viper, Dodge is building a limited production run of just 50 2010 Viper SRT10 "Final Edition" models. Production of the Final Edition models is scheduled to begin in early summer.
Available in Coupe (20), Roadster (18) and (12) ACR (American Club Racer) model configurations, each Final Edition Viper exterior features a Graphite Clear Coat body with a painted black center stripe traced in red. Viper Coupe and ACR Final Edition models include a black windshield surround. All Final Edition models carry unique side sill badges.
Viper, which has been on the scene for nearly two decades, is simply not a daily driver. The Viper is a track car dressed in street clothes. The one thing that comes to mind while classifying the Viper as a track machine is that the Viper unleashes 600 horsepower with none of the modern safety systems to run interference.
It’s up to the driver to determine if he has the skill to drive over the limits. When the rear end comes out, the less-than-expert driver may face the sick feeling for a split second of losing control. In the Corvette, Porsche and GT500 with stability control systems a driver will not be burdened with the life-before-his eyes sensation that comes just before $90,000 worth of sheetmetal sideswipes a tree at 90 mph; at least within the laws of physics. The Viper has no traction control or stability control to mitigate these mistakes. And in a car this strong the compulsion to run too fast and too hard is not easy to overcome.
The Viper was conceived in late1987 at Chrysler's Advance Design Studios and appeared as a concept at the 1989 Detroit Auto Show and the go ahead for development of a production car was given in March 1989.
The first production cars rolled into dealerships in January 1992, a rather rough-around-the-edges high performance sports car producing 400 horsepower. Now in its third generation and having gone through numerous upgrades, the Viper has been smoothed out and bulked up over the years. Even with the improvements it is still a stretch to call the 2010 Viper refined. Although after nearly two decades it still carries a head-turning stance with its low-slung body, long hood, impressively wide tires and massive side pipes.
Standard equipment includes Michelin Pilot Sport PS2 tires measuring 275/35R18 front and 345/30R19 in back. An 8.4-liter V-10 engine resides under the long louvered hood making 600 horsepower and 560 pound-feet of torque tasked to pull less than 3,500 pounds.
Measured performance times shows 0-to-60 in 3.7 seconds and a quarter-mile run of 11.8 seconds at 126 mph. Top speed is claimed to be 200 mph. Huge 14-inch brake rotors and Brembo dual-opposing calipers bring the beast down from 60 mph in a neck-snapping 100 feet.
If you are the ultimate track junkie with a pass to Laguna Seca — there’s the special limited edition ACR 1:33 Edition. We mention Laguna Seca because the Viper ACR set a new track record there in November. While street legal, it is clearly intended for track use with carbon-fiber aerodynamic devices including a massive wing mounted high above the tail.
There are several useable aids inside including power-adjustable brake and accelerator pedals (the Viper was one of the first cars to incorporate this-now common feature 15 years ago), a tilt steering wheel, and comfortable racing seats (if you’re not too wide).
Convenience features include power windows and mirrors, keyless entry, air conditioning and a 300-watt audio system with seven speakers and six-disc CD changer. Options outside of myriad of special paint stripes and go-fast add-ons are scare and include only navigation and satellite radio.
The dash is made of hard rather drab plastics. But the black-on-white-faced gauges are intriguing with a large centrally mounted tachometer, a 220-mph speedometer and a series of additional gauges that are stacked down the left side of the center console.
Getting in and out of the Viper is not a simple exercise. The door is rather small and we found it necessary to fully open it to more easily enter and exit. Be warned that the side sills which house the side exhausts can get hot enough to singe the hair off your leg.
The roadster is loud and unrefined, but it heightens the performance experience, particularly the rumble of the big V-10. On the other hand it makes conversation difficult and listening to the audio system an exercise in cranking up the volume.
Our roadster carried a base price of $89,520 including destination charge. Add on a $1,700 gas guzzler tax — the Viper is rated at 13 mpg city and 22 mpg highway — and a $1,100 wheel option and the bottom line was $92,320. The coupe goes out the door for $90,270.
The Viper is not practical from any standpoint, but it’s a blast to drive. Its departure certainly marks the end of an illustrious chapter in American muscle car history.
Chrysler Introduces Mopar Challenger
Chrysler’s in-house parts group, Mopar, is well-known for its ability to turn pedestrian mommy-mobiles into thundering street piranhas. The Dodge Challenger earned its own reputation for devouring otherwise-impressive competitors. Together, the two will create a unique vehicle to scare the crud out of everybody.“Our Mopar ’10 Challenger is a collaboration of two iconic brands with tremendous heritage,” said Pietro Gorlier, President and CEO of Mopar, Chrysler Group LLC. “Dodge put the heart into this Challenger and Mopar added the soul. The result is a unique, special-edition car that only we can offer.”
Engineers started with a 5.7-litre HEMI V8-powered Challenger R/T and included a hood-venting system, cold-air intake, front strut-tower brace, and styled engine cover. Crawl under the tail to find a rear strut-tower brace that stiffens the chassis and improves handling.
All Mopar Challengers come in Brilliant Black with a choice of blue, red, or silver as accent colors that appear on side stripes and in stitching on the seats and steering wheel. Other noticeable exterior features include 20” gloss-black forged wheels, black-chrome grille surround, and a functional vented hood with vintage tie-down pins. Mopar logos are seemingly everywhere, including on the chromed fuel door. A “Mopar ‘10” car cover comes with the special Challengers.
Interiors will be further modified with Katzkin leather seats, leather-wrapped steering wheels with baseball-style stitching, T-handle shifters for automatics or Pistol Grips for manuals, and serialized dash plaques to designate the car’s uniqueness. Every car comes with a certificate that includes the car’s VIN, date of completion, and build number. There is also a limited-edition sketch of the vehicle signed by Chrysler Group design chief Mark Trostle.
“Mopar ’10 has a wicked, sinister appearance that will turn heads.” continued Ralph Gilles, President and CEO of Dodge. “The Mopar brand resonates with hard-core enthusiasts, and this car will too.”
The limited run of 500 cars begins arriving in dealerships during August with a base price of $38,000. If you want one, get on the list now.
Dodge Nitro - detonates!
Dodge’s mid-size SUV bunker was a little full with the Durango holding court as captain and the smaller, but not too small, Nitro resting in its shadow. Nitro is a fine vehicle, sharing genes with the Jeep Liberty. Given a more refined unibody Durango coming for 2011, the Nitro has a little more space to detonate in the market with its SUV capability and stand-out styling. With a little more sunlight in which to bathe, it is time for another look.Designers nailed the styling, giving the SUV a strong and tough stance, but with a certain long-hood, streamlined elegance that could even remind you of Dodges and Imperials from the classic era. Our uplevel Detonator model features body color fender extensions, bumpers, and grille trim. Fog lamps, roof rails, and 20” alloy wheels not only look good, but are functional. A tall vehicle sitting on wide wheels looks pretty cool, like a Mercedes G-Wagen for the masses.
One realizes they’re in an SUV the second they step up in the cabin and plop down on the firm high seat. Jeep owners will find this position familiar as it allows for great off-road visibility and command of the road. Easy-to-read analog gauges, leather-wrapped steering wheel, Mercedes-style gated gear selector, and three big knobs for the climate control couldn’t be easier to appreciate. Seat materials are designed to look good and fend off soda splashes. Touch-screen audio controls, USB input for iPods, and a subwoofer made great sound. A pull-out rear compartment shelf makes loading a cinch, as do 60/40-split rear seats.
I don’t love panels of hard plastic in sedans and coupes because they feel cheap, but in a proper SUV, they are more functional in repelling dirt, water, and kiddie grime. That said, there is still a lot of Tupperware plastic on the doors, dash, and center console of the Nitro. It looks good enough, but upgraded vinyl or color-contrasting trim would be even better. This has been noted of many current-generation Chrysler Group models and the company is hard at work to fix the one glaring niggle in the Nitro.
What still shines through is the excellent powertrain and driving feel. Standard on the Detonator model is a 4.0-litre V6 engine that delivers 260-HP and 265 lb.-ft. of torque – enough to launch off the line, tackle trails, or pull substantial trailers. A five-speed automatic transmission makes good use of the power, putting it to the rear- or all-wheels, depending on which way the knob is turned. New for 2010, Dodge equips the Nitro with “interactive Decel Fuel Shut-Off” or iDFSO – a complicated way to say the computer cuts gas to the engine during deceleration to improve fuel economy. This is virtually imperceptible to the driver except for a light in the dash. Even so, fuel economy is rated a very SUV-like 16/20-MPG city/hwy.
Flip the Nitro over and you’ll see its independent front/five-link rear suspension system. No question, the system provides one of the best compromises between on-road handling and off-road control of any SUV in its class. A Jeep-like turning radius makes the Nitro as easy to maneuver in tight parking garages as tree-strewn forests. As in the Jeep Liberty, the underlying foundation allows a wide range of capabilities for the mid-size bruiser.
It is rare that an SUV is actually fun to drive. SUVs are usually pleasant enough with their plush interiors, high seating position, and all-road confidence. Yet, the Nitro features firm steering, a nimble chassis, composure over almost anything, and a refined feel to the powertrain. Stomp the throttle and all of the ponies wake up and run as if by Hemi commanded. I spent considerable time on the Interstate, carving up two-lane backroads, and carting around family. The Nitro even looked cool at a classic car cruise-in over Labor Day weekend. Fuel economy created a drag on my wallet, but that’s not atypical for SUVs. If the Nitro had an enhanced interior to go with the rest of its accomplishments, it would be top-of-class. In the end, that’s not a big deal considering the little messes who will be riding in the rear of this daddymobile. An as-tested price of $28,545 makes the Dodge Nitro Detonator 4x4 competitive with the Nissan Xterra, Toyota 4-Runner, and GMC Terrain.
Dodge Charger SRT8 - Dodge charging ahead
Dodge is working on a new Charger for next year, and all indications are it will be a fantastic machine that offers all of the styling and performance for which the brand is known. But, there’s no need to wait until then when there is the current Charger SRT8 ready for the asking at your local dealer. Along with the Chrysler 300C, it is the car that antagonized Chevy and Ford with Hemi power and styling even True Blood’s Russell Edgington, Vampire King of Mississippi, could love.SRT models all look like somebody stirred chili pepper into their Cheerios. The Charger’s angry brow furrows over a crosshair grille with body color inserts while SRT-specific 20” forged alloy wheels with low profile tires look ready to drain lesser machines. A giant hood nostril, rear wing, and body color mirrors complete the intimidation barrage. A little SRT badge in the grille should not be ignored.
It looks like an angry angel, but the SRT8 thumps pavement through Hell’s Hemi. SRT badges mean this Charger comes with the most powerful, 6.1-litre Hemi that shoves 425-HP through a five-speed AutoStick transmission to the rear wheels. A rated 420 lb.-ft. of torque insures you’ll feel the car in your backside as much as your underside. Dodge claims the full-size sedan can leap from 0-60 mph in about 5s and do the 0-100-0 mph gym challenge in a scant 17s, demonstrating the grippy sneakers and red caliper Brembo brakes stop the car as well as it goes. Fuel economy is rated a super car-like 13/19-MPG city/highway.
Blasting merrily along in the Charger’s cabin, you’ll hardly realize all that goes beneath. Big comfy heated leather and suede seats with thick side bolsters are long-distance comfortable, but grip your ribs on the track or while attacking on-ramps. A large-diameter leather steering wheel with carbon fibre-look woven panels, faux carbon door pulls, silver paint on the center control stack, and huge analog gauges mean business. I’m a big fan of the Mercedes-derived gated gear selector and thick turn signal stalk. Dual zone climate control, auto up/down front windows, 32-oz. McCup-capable drink holders, and tilt/telescoping steering column add comfort. SRT8s come with a touch screen to control the navigation, audio, and Bluetooth phone connections. Boston Acoustics Speakers, subwoofer, and rear seat entertainment system thrill the ears and eyes.
Germany’s Daimler partnered with Chrysler long enough to donate the excellent foundation that supported the Mercedes E-Class a couple of generations ago. While the multi-link four-wheel independent suspension system may not be quite state-of-the-art for the latest generation of E-Class, it is pure gold for any sedan in the Charger’s class. The car’s German genes are recognized through the heavy, well-damped feel from the chassis while still being athletic in the corners. Electronic stability control, traction control, and four-wheel anti-lock disc brakes are necessary to keep this power player moving in all the right directions – especially in poor weather, but even on dry roads.
I’ve driven these cars on long Interstate rides and around road courses like the one inside the Texas Motor Speedway. At times, the full-size sedan feels as though it is on the bloody edge of what should be tolerated for ride harshness, and then in an instant, you realize how capable it is when challenged by other cars in its class. Even on rippled city pavement, the chassis absorbs the shock. Solid-axle muscle cars from the past and recent times would shake their tail sideways over the types of pavement tamed by the SRT’s ample legs. A man can command a car like this, reminding him of performance vehicles that may never come again.
Characters on True Blood have ripped spines out of news reporters and collected bodies for meat statues, but the Dodge Charger SRT8 will simply devour competitors like the Nissan Maxima, Ford Taurus, Chevy Impala, and Acura TL. A base price of $38,180, and $47,155 as tested, including a 5-year/100,000-mile powertrain warranty, is a pittance for the level of performance that screams from under the Charger’s hood. It’s only going to get better next year!
If you want a preview of the redesigned 2011 Charger, check out the police vehicle Dodge recently unveiled. It will ride on the same basic vehicle architecture as the current model, but styling and interior quality will be dramatically enhanced. It will be yet another sign that Chrysler is on the mend.
2010 Dodge Challenger SRT8
Five-passenger, 4x4 SUV.
Powertrain: 425-HP 6.1-litre V8,
5-spd. auto trans.
Suspension f/r: Ind./Ind.
Wheels: 20”/20” f/r.
Brakes: Brembo discs with ABS.
Must-have feature: Power, chassis.
Fuel economy (city/hwy): 13/19-MPG
0-60 mph: 5.0s
Manufacturing: Brampton, ON.
As tested price: $47,155.
Dodge Durango - returning for 2011
After a brief hiatus, Dodge is about to rip open the mid-size SUV field with an all new, dramatically-styled three-row wagon that will surprise drivers. Sharing a platform with the all-new Jeep Cherokee, and riding on a large number of Mercedes-derived components from the ML-Class SUV, the Durango should also be significantly more refined than its predecessor.Styling previews the look of future Dodge products, including flared fenders, flowing bodysides, and an aggressive stance. The overall look is dead-on, giving the Durango a recognizable crosshair grille and attitude, but with a sense of upscale refinement that will convince people it is truly new and refined.
Under the flowing haunches and angry schnoz is a standard 3.6-litre version of Chrysler’s new Pentastar V6 engine. Uplevel models will be powered by a 5.7-litre HEMI V8 with multi-displacement (shuts down cylinders during cruising). Both engines are available with all-wheel-drive. Properly equipped, V6 models can tow up to 6,200 lbs.; V8s tote up to 7,400 lbs. Acceleration is sure to be impressive.
Dodge knew it would have to pull out all genies to install premium materials and technology if it wanted to make a dent in competitors’ trenches. According to Chrysler, the same designers who worked over the highly-praised Dodge Ram and Jeep Grand Cherokee waved their magic through the Durango to install luxurious materials that are soft to the touch. There are 22 different seating configurations! Safety is enhanced by standard side-curtain airbags, electronic stability control, Blind-spot Monitoring, Rear Cross Path detection (warns of people and moving vehicles), Forward Collision Warning, and Adaptive Cruise Control (adjusts speed according to vehicles in front).
The all-new Dodge Durango goes into production at the Jefferson North Assembly Plant in Detroit with sales beginning in the fourth quarter of this year. Prices are expected to mirror competitors like the Ford Explorer, Chevy Traverse, Mazda CX-9, and Hyundai Veracruz.
Dodge Journey - Dodge takes a New Journey
Dodge is on a new journey, overhauling virtually every vehicle in its line-up. From the compact Caliber to the Avenger mid-size sedan, muscle-bound Charger, Caravan, re-designed Durango, and iconic Challenger, everything is getting updated interiors, exterior refinements, and a thorough re-engineering of chassis and powertrains. The popular Journey crossover has not been exempted.There was already a lot to like in the Dodge Journey from the time it debuted for 2009. It was pleasantly styled, offered three rows of seats, could hydrate passengers with in-floor coolers, and offered good handling and adequate power. Lower than most crossovers, it was easy to enter and exit. Still, customers asked for better performance and an interior befitting an upscale crossover. For 2011, they get that and much more.
Upon meeting the Journey, you’re greeted by a clean appearance and aggressive stance that belies its spacious interior. Dodge’s trademark split crosshair grille, fog lamps, and bolder lower facia identify the Journey as part of a very sporting family. “Ring of fire” LED taillamps, 19” wheels, and revised rear bumper give the wagon a more contemporary appearance. Unlike the larger Durango, the Journey won’t make you run in fright, but it is a pleasing design.
Entering the Journey will surprise anybody who rode in last year’s model. Quelling the peanut gallery, the curved one-piece dashboard is considerably more upscale than the one it replaced. It looks like it came out of the Jeep Grand Cherokee and surrounds large red-lit analog gauges with center vehicle information display and sculpted center stack air vent surrounds. All of the trim pieces look more expensive. Extra cushioning on the center armrests makes front passengers feel like kings while a 12-volt outlet and USB port for iPods in the console provide the sound of a full-court orchestra upon command.
A lot of details add up to significant improvements. The shifter and cup holders were moved to make it easier to store coffee and drinks. Dodge’s multi-function three-spoke steering wheel works as good as it looks and complements the new dash design. New seats and interior colors complete the cosmetics while additional sound-deadening materials insure passengers only hear the sounds they choose.
Imbedded in the curvy new dash is a large touchscreen for the available navigation and audio systems. Uconnect® Touch allows passengers to download music to an internal hard drive for later enjoyment. The system also allows iPods and other mobile devices, including Bluetooth-enabled phones, to be accessed through the car’s controls.
At the Journey’s launch in 2008, I had a chance to drive it across desert and through mountains outside of Las Vegas. It was quite happy hauling wagon bum across vast expanses of land and had tight handling for negotiating curves to and from Hoover Dam. The new version is available with Chrysler’s new 3.6-litre Pentastar V6 engine that generates 283 horsepower and 260 lb.-ft. of torque, or about 20% more power than the engine it replaces. A six-speed automatic transmission puts power to the front or all wheels smoothly. Engineers also re-worked the suspension and steering for crisper responses and more driving fun.
Given the number of families likely to ride in Journeys, engineers stocked them full of the latest safety technology. Multi-stage front airbags, active head restraints, driver-side knee blocker airbag, side-curtain airbags covering all three rows, and front seat-mounted side airbags put cushions at every turn. Electronic stability control, all-speed traction control, Brake Assist (applies varying pressure depending on conditions), four-wheel anti-lock disc brakes, electronic roll mitigation, and Trailer-sway Control make the most of friction and electronics to keep the Journey on its intended path. Crash ratings are at the top of its class.
The Dodge Journey got off to a slow start with sales compared to other vehicles not because it was a bad vehicle, but because it needed a thorough polishing to be stellar. It is a tough market and you have to bring your A-game. A completely new interior, exterior enhancements, upgraded infotainment systems, and more spirited driving experience should win many new friends. What was already a very good car will now get the recognition it deserves. With prices starting just over $22,000, competitors include the Mazda CX-9, Ford Edge, Chevy Equinox, Honda Pilot, and Toyota Highlander.
Dodge Durango - Elegantly muscled and refined
The news hit SUV fans back in late 2008 – the Dodge Durango, with room for eight, two (one a HEMI) V-8s, a V-6 and even a hybrid four-wheel-drive version, was dead.Even though dealer orders were pouring in for the new Durango Hybrid SUV and its sister, the Chrysler Aspen Hybrid, the Newark Assembly Plant in Delaware that built them stopped production Dec. 31, 2008, after some pretty big third-quarter losses.
Gone was a macho Ram-gendered SUV that could tow a boat and haul lots of people, yet wasn’t as big as a ‘Burbank or Expedition. Heck, the 5,600-lb. hybrid version even averaged 20-mpg and could tow up to 6,000 pounds.
But as the Durango was going down after only two generations, the then-new pairing of Daimler and Chrysler was dreaming of the third-generation. And despite Chrysler now being owned by Fiat, the new 2011 Durango that rises from the ashes of the Anglo-Teutonic marriage now dissolved brings a new meaning to what a full-size sports utility vehicle can look like, and drive.
· Dodge design – Like the 2011 Jeep Grand Cherokee we tested a few weeks ago, the new Dodge Durango’s bones were jointly designed with the current Mercedes-Benz ML-Class SUV. But while the Benz and the Jeep share the basic 114-inch wheelbase and are close to each other in length (188 Benz to 189.8 Jeep), Durango stretches those a bit with a 119.9 inch wheelbase and 199.8-inch length, compared to 119.2-inch wheelbase and 202.1-inch length of the last 2009 model. For comparison, a Chevy Suburban is 222.4-inches long, with a 130-inch wheelbase, the 2012 Ford Explorer 197.1-inches long on a 112.6-inch wheelbase, leaving the new Durango as a sort of smaller full-size. Like the new Jeep, the 2011 Durango manages to look sleek and muscular at the same time, with some serious mix of MOPAR and sophistication. The new face gets some of the old face with the big chrome gunfight grill with squared-off headlights flanking its shiny look on an edgy face with a deep lower air inlet, tucked-in fog lights and a lower air dam. There’s a flat-edged power dome hood over it, while the front fenders get a curved upper line and a flattened flare. It carries the mean look of the new Charger sedan, with some polished smooth edges. The A-pillars frame a sweptback windshield and a lower roof line as the beltline carries the front fender’s edge upward to meet the taper of the rear side windows. There’s a hint of a Coke bottle tuck in the waist over a chrome-accented sill. Then the taillights flow around the rear, hooked together with a chrome spear, while the tucked-in rear bumper with step and black lower fascia combined give it an almost BMW X5 look. It all rode on powerful-looking 5-spoke alloy wheels shod in Goodyear Fort era P265/50R20-inch rubber. Trust me, our silver Durango Citadel had people stopping and staring, one man walking up to say “That’s a pretty little beast. I haven’t seen one yet,” another in a last-gem Durango swiveling his head to gaze as he drove by. Parked at the fringe of two hot rod cruise-ins, it got appreciative nods and walk-arounds. The look is a winner – cohesive and taut in shape, with precise shut lines.
· Durango digs – The precise look outside is mirrored with an amazing leap in quality and design inside as the front doors open wide and you step up a bit into the seat. The Durango of old was full of hard looking plastic with all of the flair of a calculator. Our new black over tan design was full of flow and fresh, softer shapes accented by chrome, buff silver and even some dark pseudo-wood. The padded one-piece dash top flows over a precise and stylish gauge package with a 140-mph speedometer and gas gauge and a 7,000-rpm tach with temperature gauge bearing white numbers, orange needles and a slightly evil red glowing ring around each. The dash-central trip computer is simple, its white LCD numbers offering different info including an all-important fuel economy page with lots of info, including an almost 20-mpg rating on our 6,700-mile-old test vehicle. Dodge says the design has tighter gaps when compared to its predecessor and almost 50 percent fewer intersections of parts for higher fit and finish levels. The padded dash top continued into the tops of the doors, for a cohesive and refined look. The leather-clad steering wheel that frames the gauges is power tilt and telescope-adjustable. The trip computer, hands-free cellphone and voice command buttons are on the left, and cruise control and distance setting buttons are on the right, with stereo buttons on the underside of the upper spokes, a Dodge tradition for years. The boxy center pod puts a wide LCD touch-screen up high for navigation, audio, Sirius TravelLink with sports, ski, weather and area movie information, plus a USB/iPod port and an MP3 audio input right there. That includes a 9-speaker, 506-watt AM-FM-Sirius Satellite-CD audio system that was superb and included a hard drive to record more on-board music, or play it through your Bluetooth device. A tri-zone climate control system underneath added rear a/c with overhead vents and controls for the back seat occupants, plus heated/cooled front seats and heated outboard second row seats. The front seats, with a gold embroidered “Citadel” name in the back rests, were firm and supportive, with 8-way power adjustments, the driver getting dual memory settings. There’s a rubber padded storage nook at the base of the center stack, a padded tray with 12-volt outlet at the head of the center console, two cup holders illuminated by ice white glowing rings, and a padded center armrest with dual-level storage and another 12-volt outlet underneath. All controls are backlit in ice white, while the interior door handles and the door map pockets get white LED illumination at night. My only nitpicks – the LCD screen washes out in bright light, and our satellite navigation voice didn’t speak, just hiccup. The back doors open wide to a comfortable spot for two adults, maybe three in a pinch, with good head and leg room. They also have rear vents, a center armrest with cupholders and a 115-volt power plug. The seats flip, fold and slide easily forward to access a third row that two adults could live in with acceptable head and leg room. Cargo room is pretty good too, with decent space behind the third row, and lots of flat load floor when the second and third rows drop. Plus, a dash-mounted switch lets the driver remotely drop the third row head restraints for better rearward vision, while the second-row head restraints drop automatically when the seats are folded. There’s a storage compartment under the rear floor, some space taken up by an Alpine stereo box, plus another 12-volt outlet and a rechargeable flashlight tucked in one side. Overall, Dodge says the Durango offers 28 different seating configurations, with 84.5-cu.ft. of cargo and storage space. It can also fit a 6-foot-long item and then some. Suffice to say, this new Durango, despite a bit less interior and cargo space than its late predecessor, works quite well as a people and cargo mover.
· Dodge ball power – Like we said, the last generation Durango offered four engine options, including a 385-hp hybrid with a HEMI V-8 and electric boost. Things are simpler now, with our test vehicle’s flex-fuel 3.6-liter (290 hp/260 lb.-ft. of torque) V-6, or a 5.7-liter (360 hp/390 lb.-ft. of torque) HEMI V-8, both with variable valve timing. With 4,900 pounds of SUV to move around, our V-6 felt adequate, even peppy in some cases, gathering a head of steam at 5,000 rpm. But did work for a living to get to 60-mph in a decent 8.2 seconds. The 5-speed automatic, which could be shifted manually off the gear shift, was smooth and precise with no abruptness. The V-6 averaged 18 to 20 mpg in mixed use driving with three on board, and Dodge claims a 500-mile range and up to 6,200 pounds of towing. Based on a steel unibody platform Dodge claims is more than 25 percent stiffer than its predecessor, with torsional stiffness levels greater than the Mercedes-Benz GL, the result was a very quiet and well-mannered, even sporty large SUV. Having a longer wheelbase than its platform mate, the Grand Cherokee, added to the ride comfort, as did the new short/long arm front suspension and isolated multi-link rear suspension with well-tuned shock and spring rates and large sway bars. The result was actually a fun large vehicle to drive, tackling turns with decent manners and only a bit of understeer when pushed. It actually behaved, and did far better than the last Durangos we tested in 2008, with good body control and chassis follow-through. The power steering had a nice, precise feel to it, maybe needing a bit more weight to it, but with a tight turning radius. And the big disc brakes offered precise pedal feel and solid stopping power with minimal nose dive and no fade after some repeated hard use.
· Durango dollars – Dodge offers four Durango models - Express, Crew, R/T and our top-of-the-line Citadel. Pricing starts at $29,195 for a rear-wheel-drive V-6 Express, all the way up to $43,795 for a V-8 four-wheel-drive Citadel. Our rear-wheel-drive Citadel was $41,250 base, and $42,100 with the destination fee. That meant all above standard, plus auto-leveling HID headlights, rear video and sonar sensors, roof rails, auto-dim rearview mirror, HomeLink, leather seating, keyless entry and start, remote start, rain-sensitive wipers, heated steering wheel, power moonroof, power tailgate, adaptive cruise control and collision warning. For safety, electronic stability control, electronic roll mitigation that reacts and applies brakes during extreme situations, hill-start assist and a trailer-sway control, a blind-spot warning system joined with one that tells you when someone is crossing your path as you back up, plus front/front seat-mounted side/side curtain air bags. Competition includes the new Explorer, Lincoln MKT and the Toyota 4Runner, all of which can be had with V-6s ranging from the Lincoln’s 268-hp to the Explorer’s 290-hp, matching the Durango. The Dodge is longer, with two to seven inches more wheelbase, but the new Explorer has a bit more interior space. The Durango is also the most expensive in the Citadel level bar the Lincoln, although they all about equal in fuel mileage. Built in Detroit, the Durango, in rear wheel-drive form, is a more athletic SUV to drive, and more fun until I get my hands on an Explorer. For engine comparison, a quick run in the new V-6 EcoBoost F150 truck revealed a very powerful feel, and the same average mileage as the Durango.
· Bottom line – If you really need three rows of SUV, but don’t want a bus, this and the Grand Cherokee are some of the best driving domestic options around. The fuel mileage is decent, the ride comfortable and controlled, the V-6 acceptable in power and towing, and the living easy and well built inside. You can really use six of its seven seats for adults. Plus, the new Durango looks good.
