Despite its penchant for fuel, the 2014 Durango Citadel is a full-size luxury-laden SUV that stands wheel-to-wheel with the best Germany and Japan have to offer in the segment. And it does so while demanding less capital to claim ownership.
Before proceeding further, it’s important to note that I was behind the wheel of the chart-topping Citadel version of the new Durango. With this disclaimer laid bare, I can speak of my reverence for the vehicle with unfettered conviction. I greatly enjoyed time behind the wheel of Dodge’s three-row behemoth; time spent at the pumps, not so much.
Two operational aspects of the Durango became quickly evident as I set out from the dealership. The first of which pertained more to an absence than a presenceand that, my friends, was noise. This is a notably quiet SUV, allowing remarkably little externally produced irritants to permeate the cosseting cabin. The second stand-out observation came in two parts; the Durango’s smooth ride, and the polish of its Hemi power plant.
5.7 litres of V8 refinement
I’ve driven numerous Hemi-powered Dodge/Chrysler products, but those experiences — exhilarating as they may have been — did not leave me swooning so greatly about operational refinement as I find myself now. The Durango’s optional Hemi engine revs with great ease, delivering a response so gratifying that it’s best described as seductive. It’s also forceful thanks to its collective of 360 horsepower and 390 lbs.-ft of torque.
The Hemi’s perkiness can be partially attributed to the eight-speed automatic transmission fastened to its backside. This is new kit for 2014, and it serves the 5.7-litre Hemi V8 exceptionally well by expanding the selection of gear ratios available in the conflicting pursuits of performance and fuel-economy. Though the latter struggle still leaves me shaking at the pumps despite the added weaponry of Chrysler’s cylinder deactivation technology.
Referred to as MDS (Multi-Displacement System), the deactivation process drops the quantity of firing cylinders from eight to four. The inactive combustion chambers demand no fuel until they relight when anything beyond the most minimal need for propulsion is brought forth. A note here: folks attuned to the harmonics of their engines will detect an ever so slight vibration accompanying the drop in cylinders. Yet, even with the MDS system active, my tester missed its fuel-economy ratings by a significant margin.
My best showing after a stint of driving that combined city and highway segments was something in the high 18L/100 km range according to the onboard information centre. Not sure how much worse it would have been without the benefit of the MDS technology. If one wishes to find out, the function can be deactivated via the ECO button on the instrument panel. Whether the ECO mode is active or not, the Durango’s commodious cabin is an environment of delights.
The Durango’s exterior styling is fine but not inspiring, looking less assertive than that of the Mercedes-Benz GL-Class with which it shares developmental DNA arising from the unholy — and short-lived — DaimlerChrysler union. Moving to the other side of the Durango’s glass is where things improve, immensely.
Here one finds a generous chunk of well-fashioned real estate feeling more upscale than a Dodge nameplate has a right to. The 8.4-inch touchscreen dominated the centre stack in this week’s tester. It’s a well thought-out arrangement featuring large icons and font. Nicely done Dodge. Too many modern automobiles are equipped with small screens that require the eyesight of an eagle to decode.
In addition to soft-touch everything and innovative passive lighting, the Durango features a rotary gearshift dial positioned on the centre console. I liked this setup, and found it easy to use. A set of steering-wheel shift paddles enable direct access to the eight spinning cogs when so desired.
Positioned behind the rotary gear selector on the centre console is a rotary dial to engage the Durango’s low-range gearing. Not many full-sized SUVs these days offer a low-range transfer case, so again good on the Dodge boys for including it. A final observation on convenience goes to Durango’s third-row seating. Access is relatively unencumbered and, once there, most adults will find the space allotment adequate for short durations.
This third generation Durango is a vast improvement over the former vehicle, which was a truck-based affair.
Today’s version is far more soothing to the soul, yet when properly equipped can tow 3,265 kg (7,200 lbs), which Chrysler claims is class-leading. It also offers excellent value with an entry MSRP of $39,995. The luxurious Citadel starts at $52,295 with the base Pentastar 3.6-litre V6 engine and $54,595 with a Hemi under hood.
THE SPECS
Type of vehicle: Full-size SUV
Engine: 5.7-litre Hemi V8 (optional)
Power: 360 horsepower & 390 lb-ft torque
Transmission: 8-speed automatic with shift paddles
Brakes: 4-wheel antilock disc
Price: base SXT $39,995 / as tested Citadel Hemi $61,750
Destination charge: $1,695
Natural Resources Canada fuel economy, L/100 km: 15.6 city, 9.1 hwy
Notable options: Hemi V8, premium audio and DVD Blue Ray Entertainment, Navigation
