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    Review: 2014 Dodge Durango Citadel AWD and Dodge Grand Caravan SXT 30th Anniversary


    • A Tale Of Two Passenger Carriers

    Say you are looking for a vehicle to carry you, your family, and all of their stuff; what do you get? Previously you could get a station wagon or an SUV. But both types of vehicles have fallen out of favor for different reasons and new types of vehicles have mostly taken their place. Those vehicles in question happen to be the crossover and minivan. For most people, the crossover is the more appealing choice instead of a minivan because they don’t want to be seen as a ‘soccer mom’. That doesn’t mean crossovers get away scot-free. Their biggest problem is the ‘can do everything, but not really well’ conundrum.

    So which one should you consider? Well, I happened to have the Dodge Durango Citadel and Grand Caravan SXT 30th Anniversary within a couple weeks of each other. So why not compare the two and figure out which one is better.

    Design:

    Let’s begin with the Grand Caravan first. The overall shape of the a rounded rectangular box hasn’t changed since it was introduced back in 2007. 2011 saw Dodge give the model some tweaks with a new front end treatment, somewhat revised rear, and new wheel choices. Compared to other minivans on the marketplace, the Grand Caravan sits somewhere in the middle.

    2014 Dodge Durango Citadel 9

    Then there is the Durango, which in my books is one the best looking crossovers on sale today. The look is mean and aggressive which such details as the large crosshair grille, race track inspired taillights, and the twenty-inch aluminum wheels that come standard on the Citadel. The Durango has the look that it could beat up on other crossovers.

    Interior:

    The Grand Caravan’s interior does show some of its age by keeping the same dash layout and certain controls from 2007. The plus side is that the layout is very easy to understand where everything is. Materials range from soft-touch on the dash and certain parts of the door panels, to hard plastics in other parts. I believe this is a good mix of materials since the Grand Caravan will likely be carrying kids and you want something to stand up to that.

    Passenger space is very good with all three rows getting a decent amount of head and legroom. Front passengers get power adjustments and heat. Cargo space is a slight disappointment with the third row up as it measures only 33 cubic feet, the smallest space for all minivans. However when you fold the third row down, the Grand Caravan’s cargo space grows to 83.3 cubic feet. The Stow n’ Go seating Dodge introduced in the last generation vans is surprisingly easy to use when putting the seats down. Putting them back up is a little bit more difficult as you have to follow the instructions to a T for them to go back up correctly.

    2014 Dodge Grand Caravan SXT 30th Anniversary 11

    The Durango on the other hand is a really nice place to be in. Dodge gave the interior some tweaks last year to bring it more in line with the rest of their lineup. The dash layout is reminiscent to the Charger and Dart with a simple design and the large 8.4-inch touchscreen smack dab in the middle. Material quality has also seen a noticeable improvement compared to the 2012 Durango. One disappointment I did have is that that Citadel really didn’t feel that luxurious to me. I mean there are such touches as the Nappa leather and the ventilated seats for the front passengers, but I was expecting something more for the price tag.

    Comfort-wise, the Durango features very supportive front seats with power adjustments for both passengers. The second row in my tester featured bucket seats that provided a decent amount of head and legroom. The third row is best to be folded into the floor as it's a bit hard to get back there, and there isn’t enough head and legroom unless you are a small child. Folding the third row also increases the cargo space from 17.2 cubic feet to 47.7 cubic feet.

    Tech:

    Another sign that the Grand Caravan is old is the optional infotainment system. The Grand Caravan still uses the first-generation UConnect system on a smallish 6.5-inch screen. The interface is somewhat clunky looking and isn’t nice to look at. But the first-generation system is very much easy to use and features such as navigation, satellite radio, and more are here. The Grand Caravan also came equipped with an optional BluRay player with a screen for the rear passengers.

    2014 Dodge Durango Citadel 15

    The Durango is bit more modern in this department. It begins with a seven-inch color screen in the instrument cluster that handles the speedometer and trip computer duties. The screen is clear and vibrant, til the sun hits it and the screen becomes a bit washed out. The 8.4-inch touchscreen features the latest version of UConnect that features an integrated 3G connection and an app store. Sadly I didn’t get the chance to try out either feature during the Durango’s week-long stay. What I can say about the latest version of UConnect is the system retains the easy-to-use interface that I have praised before.

    Powertrain:

    One item both vehicles have in common is the engine, which happens to be the 3.6L Pentastar V6. In the Grand Caravan, the V6 makes 283 horsepower and 260 pound-feet of torque. The Durango makes do with 290 horsepower and 260 pound-feet of torque. How the power gets down to the road is a bit different for both vehicles. The Grand Caravan makes do with a six-speed automatic and front-wheel drive, whereas the Durango utilizes an eight-speed automatic and optional all-wheel drive (rear-wheel drive is standard).

    As I have previously written, the 3.6 Pentastar is a wonderful engine as it's really smooth and moves both vehicles with authority when you climb up in the rev range. However, I felt the Grand Caravan was a little bit quicker than the Durango. This comes down to Grand Caravan’s curb weight of 4,510 pounds, versus the 5,097 pounds of the Durango. As for transmissions, both are very smooth and are able to pull the most out of the 3.6. The Durango had the better average fuel economy for the week, with 20.5 MPG. The Caravan only got 19.4 MPG for the week. Thank the extra two gears in the Durango for that.

    2014 Dodge Durango Citadel 11

    Ride and Handling:

    The two models have similar ride and handling characteristics, which is somewhat surprising. On the daily drive, both models provide a very comfortable ride. Bumps and road imperfections are mostly ironed out in both models. As for quietness, the Durango is slightly better than the Grand Caravan when dealing with road noise. Both are equal when it comes to isolating wind noise. As for driving on the back roads, both models are surprisingly fun to drive. The Grand Caravan hunkers down when you decide to push it. Steering is very responsive. Meanwhile, the Durango is surprisingly nimble for its size. When you decide to have a bit of fun, the suspension keeps body roll to a reasonable level. Steering is excellent with good weight and feel.

    Verdict:

    The crossover and minivan have their respective places in the automotive marketplace, with their high and low points. Most people will go towards the crossover, as it offers the look and space of an SUV. But keep in mind that you’ll end up with some of the downsides of many vehicles. Minivans have an image problem. But if you have a lot of people and stuff to move around, then a minivan becomes a perfect option.

    But what about the two vehicles in question, the Durango and Grand Caravan. Well, both vehicles happen to be impressive choices in the respective classes. The Durango is a sharp looker and not a bad crossover to drive around in. The Grand Caravan is excellent a value for what you get and can still give newer vans a run for their money.

    No matter which one you choose, you’ll end up being very happy.

    Disclaimer: Dodge Provided the Durango and Grand Caravan, Insurance, and One Tank of Gas

    Year: 2014

    Make: Dodge

    Model: Durango

    Trim: Citadel AWD

    Engine: 3.6L 24-Valve VVT V6

    Driveline: Eight-Speed Automatic, All-Wheel Drive

    Horsepower @ RPM: 290 @ 6,400

    Torque @ RPM: 260 @ 4,800

    Fuel Economy: City/Highway/Combined - 17/24/19

    Curb Weight: 5,097 lbs

    Location of Manufacture: Detroit, Michigan

    Base Price: $43,395

    As Tested Price: $50,570 (Includes $995.00 Destination Charge)

    Options:

    Technology Group - $1,995

    Rear DVD Entertainment Center - $1,995

    Trailer Tow Group IV - $995

    Second-Row Fold/Tumble Captain Chairs - $895

    Second-Row Console w/Armrest and Storage - $300

    Year: 2014

    Make: Dodge

    Model: Grand Caravan

    Trim: SXT 30th Anniversary

    Engine: 3.6L 24-Valve VVT V6

    Driveline: Six-Speed Automatic, Front-Wheel Drive

    Horsepower @ RPM: 283 @ 6,400

    Torque @ RPM: 260 @ 4,400

    Fuel Economy: City/Highway/Combined - 18/26/21

    Curb Weight: 4,510 lbs

    Location of Manufacture: Windsor, Ontario

    Base Price: $26,795

    As Tested Price: $32,475 (Includes $995.00 Destination Charge)

    Options:

    Dual DVD/Blu-Ray Entertainment - $2,295

    Customer Preferred Package 29P - $1,200

    UConnect 430N CD/DVD/MP3/HDD/NAV - $795

    Security Group - $395

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.

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    Nice write up, I love the current Durango and that they went back to mid size like the first generation. This CUV is a perfect auto for most people.

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    The Durango is a VERY well done and polished piece, taking the "guts" success of the Grand Cherokee to a bigger package, more useful for those needing 3 rows and not that much off road equipment.

     

    It just took 1st place in a Motor Trend comparo of Toyota, Hyundai, Honda, Mazda, etc. 3 row utes too:

     

    http://www.motortrend.com/roadtests/suvs/1408_the_big_test_2014_three_row_crossovers/

     

    As long as the reliability stays up, and they can work on resale, they may be getting somewhere. Durango still needs marketed more...reviewers love it, but still not everyone in the 3 row crossover/SUV class recognizes it as a choice since years back.

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    Our company vehicle is a dodge journey which I have put probably 4 or 5 thousand miles on myself. There have been times I pulled 28 mpg with it and the pentastar is great. First and second row room is not much different from this pair. It drives alright and is much cheaper than the Durango. I'd recommend to anyone looking at this pair to look at the Journey too. I still would buy one because it's a Chrysler but I would recommend it to others. I would also recommend the minvans because they are good and a great value. I have nothing I like about the Durango. It makes no sense to me.

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    Over $50k for a Durango seems like a lot, I'd think an Explorer or Lambda (though dated now) is a better value.  $30k for the van with the same engine and basically same people carrying ability seems like the deal, but people don't like vans.  Personally I don't see much difference between a van and a crossover, it is still a tall box on wheels and doesn't handle like a car.

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    Over $50k for a Durango seems like a lot, I'd think an Explorer or Lambda (though dated now) is a better value.  $30k for the van with the same engine and basically same people carrying ability seems like the deal, but people don't like vans.  Personally I don't see much difference between a van and a crossover, it is still a tall box on wheels and doesn't handle like a car.

     

    The refinement and driving dynamics are very different, as is the feel. The Durango is a different ballgame compared with the big & soft Lambda's and the 3.6L/6-speed that can feel lazy, and the Explorer that's all over the place, with a not overly comfortable interior. Small seats, big space, awkward feel. It's strange to say but back to back, the Durango is the premium feeling and performing offering. When the big reviewers say so...that's saying something. The only downfall of that is, like the 1st SRX, it doesn't mean buying public always notices if they don't know to test drive.

     

    I was looking at a few out of curiosity, and a "Citadel" or other high end AWD model loaded up is still not far from $40k. The 3.6L/8-speed is a great combo, I was very impressed by it on a test drive in a new Jeep GC and another friend's new 2014 GC.

     

    The Journey and Caravan, as in GM speak, are "old Chrysler" rehabs. Not that they are all bad, but they are not the same level of vehicles.

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    Over $50k for a Durango seems like a lot, I'd think an Explorer or Lambda (though dated now) is a better value.  $30k for the van with the same engine and basically same people carrying ability seems like the deal, but people don't like vans.  Personally I don't see much difference between a van and a crossover, it is still a tall box on wheels and doesn't handle like a car.

     

    No way on the Explorer over the Durango... just not even a contest.  The Lambdas aren't really that dated and they are the cargo kings of the segment... but they are more soft-roaders than the Durango.   The Durango you could take on a rutted country trail... the Enclave not so much.

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    Over $50k for a Durango seems like a lot, I'd think an Explorer or Lambda (though dated now) is a better value.  $30k for the van with the same engine and basically same people carrying ability seems like the deal, but people don't like vans.  Personally I don't see much difference between a van and a crossover, it is still a tall box on wheels and doesn't handle like a car.

    My Trailblazer SS AWD I would put up against anything the germans put out. My SUV it tight, handles amazing and blows most sports cars away. American LS V8 power with Driving Dynamics that eats up a curvy road! :metal:

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    Why buy a Durango over any other American midsize SUV/CUV?

     

    Hemi.  :wub:  Also has the most usable 3rd row between it, the Explorer (not even close), and the Lambdas (by a slim margin IMO).

     

    Funny how the Durango is called a CUV by a lot of people, even though it shares bones with the Grand Cherokee, which has never been a crossover...

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    Why buy a Durango over any other American midsize SUV/CUV?

     

    Hemi.   :wub:  Also has the most usable 3rd row between it, the Explorer (not even close), and the Lambdas (by a slim margin IMO).

     

    Funny how the Durango is called a CUV by a lot of people, even though it shares bones with the Grand Cherokee, which has never been a crossover...

    Grand Cherokee is a CUV also now. Once they dropped the body on frame, they left the SUV and went to CUV with the Auto Unibody. I consider both the Grand Cherokee and Durango to be CUV's.

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    Grand Cherokee is a CUV also now. Once they dropped the body on frame, they left the SUV and went to CUV with the Auto Unibody. I consider both the Grand Cherokee and Durango to be CUV's.

     

    Grand Cherokee has always been unibody.

     

    Now, unless we're going to retroactively add to the generally accepted crossover meaning of "an SUV built on a car platform with less SUV capability...."

    Edited by Lamar
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    Why buy a Durango over any other American midsize SUV/CUV?

     

    Hemi.   :wub:  Also has the most usable 3rd row between it, the Explorer (not even close), and the Lambdas (by a slim margin IMO).

     

    Funny how the Durango is called a CUV by a lot of people, even though it shares bones with the Grand Cherokee, which has never been a crossover...

    Grand Cherokee is a CUV also now. Once they dropped the body on frame, they left the SUV and went to CUV with the Auto Unibody. I consider both the Grand Cherokee and Durango to be CUV's.

     

     

    Grand Cherokee has always been unibody.

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    Grand Cherokee is a CUV also now. Once they dropped the body on frame, they left the SUV and went to CUV with the Auto Unibody. I consider both the Grand Cherokee and Durango to be CUV's.

     

    Grand Cherokee has always been unibody.

     

    Now, unless we're going to retroactively add to the generally accepted crossover meaning of "an SUV built on a car platform with less SUV capability...."

     

    Showing my age as Jeep used to make true SUV's that were Body on Frame. With the Grand Cherokee, it became from the very first generation a CUV.

     

    I think the only SUV Jeep makes is the Wrangler now.

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    Grand Cherokee is a CUV also now. Once they dropped the body on frame, they left the SUV and went to CUV with the Auto Unibody. I consider both the Grand Cherokee and Durango to be CUV's.

     

    Grand Cherokee has always been unibody.

     

    Now, unless we're going to retroactively add to the generally accepted crossover meaning of "an SUV built on a car platform with less SUV capability...."

     

    Showing my age as Jeep used to make true SUV's that were Body on Frame. With the Grand Cherokee, it became from the very first generation a CUV.

     

    I think the only SUV Jeep makes is the Wrangler now.

     

     

     

    Not really.  The term Crossover, when it came about, generally meant a SUV that was built on a platform originally meant for a car.  So, vehicles like the CR-V (Civic related), RAV-4 (Corolla related), Aztek (Chevy Lumina APV/ Venture related), and Lexus RX (Toyota Camry related).    The Grand Cherokee, from the start, was only ever built on its own platform.   Yet tiny SUVs like the Geo Tracker and the very first Kia Sportage were true small SUVs and not crossovers because they were body on frame and not based on a car. (The Sportage was very distantly related to a commercial Mazda van chassis).

     

    But just being Unibody doesn't mean the GC is a crossover.   The Range Rover has been Unibody since 2002 and no one would consider that "not an SUV"

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    Now, on the other hand, if we want to hold that "unibody = CUV," I move that we call the last B-bodies and Panthers "trucks."  For the sake of consistency.

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    I have never considered Land Rover a true SUV since they left Body on Frame. I also never see them off road around here or even on the mountain passes at ski resorts. They seem to be stuck in Seattle and the suburbs and along the highway as I always see them broken down. So Landrover is CUV's to me also.

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    So a tall wagonlike vehicle more capable off-road -- the exact antithesis of the definition of a crossover -- than any Suburban you've driven... is a crossover?

     

    Heh.  Wow.

     

    tumblr_lwru33NE821r803nno1_500.jpg

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    I have never considered Land Rover a true SUV since they left Body on Frame. I also never see them off road around here or even on the mountain passes at ski resorts. They seem to be stuck in Seattle and the suburbs and along the highway as I always see them broken down. So Landrover is CUV's to me also.

     

    Aside from the fact that most ride on Dubs these days, Range Rovers (not Land Rover, that's the entire brand) are still one of the most capable off-roaders one can buy that side of a Wrangler. Pretty much your only other choice that would equal the Range Rover off-road is a loaded Grand Cherokee with the height adjustable suspension.

     

    That means, yes, the uni-body Range Rover and Jeep GC are more capable off-road than a Trailblazer, Tahoe, or Suburban.

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    So a tall wagonlike vehicle more capable off-road -- the exact antithesis of the definition of a crossover -- than any Suburban you've driven... is a crossover?

     

    Heh.  Wow.

     

    tumblr_lwru33NE821r803nno1_500.jpg

    I see at the landrover dealership by my house they take people on their fake rock, wood and cement bump trail but that is the extent of ever seeing Land Rover any place other than in the city. You do not find them in the PNW 4x4 club that is for sure, but I see plenty of Tahoes, Suburbans, Especially Wranglers, trailblazers, Cherokees First generation. If it is body on frame, you find it on the mountain ski pass and off road clubs.

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    That's because no one goes off-roading with a vehicle that bases at $84,000.

    Range Rovers are at ski-resorts all the time...but perhaps you aren't allowed through the gates of those. :-P

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    Basically, just because a vehicle isn't used for the purpose it was built doesn't mean it's incapable of performing that task (re: Land Rover).

     

    RE: the Durango -- its Jeep bones allow it to still be more than competent off road, according to reviews.

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    That's because no one goes off-roading with a vehicle that bases at $84,000.

    Range Rovers are at ski-resorts all the time...but perhaps you aren't allowed through the gates of those. :-P

    :rofl:

     

    You crack me up, I see plenty of BMW, MB, Acura, Infinity, Lexus and Cadillac CUV/SUV's. Maybe the ski resorts just deny Land Rover access. :P

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      Source: Dodge
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      The TorqueFlite eight-speed automatic transmission takes into account variables, including engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, tire slip and downshift detection to determine the appropriate transmission shift map. The end result is a fully adaptable performance experience.
       
      Additional parameters integrated into the control strategy include vehicle speed control, electronic stability control interaction and temperature. The result is automatic shifting that is ideally attuned to the performance requirements of any performance-oriented driving demand.
       
      When the driver downshifts, the “rev match” function uses the engine controller to blip the throttle, which provides optimal transition between gears for improved performance and greater stability when downshifting at the traction limit.
       
      When placed in “Sport Mode,” the transmission reduces shift times by up to 50 percent versus Auto Mode and delivers 65 percent of the engine’s torque to the rear wheels.
       
      Acceleration and performance handling are enhanced by transfer case proportioning and dynamic controls for the AWD system when the vehicle is in Track Mode. When in Track Mode, maximum performance track driving is achieved with 160-millisecond shifts and up to 70 percent of the engine’s torque delivered to the rear wheels for the most pronounced rear-wheel-drive experience. Durango SRT drivers will also notice a vehicle that is more responsive from mid-corner to exit.
      The new driver-oriented electronic T-shifter provides the driver with intuitive gear selection and offers an Auto Stick selector gate for added control. Drive and Sport shifting can be selected with no effect on the chosen suspension, stability control and driveline torque split settings.
       
      The 2018 Dodge Durango SRT features launch control, which mimics a professional driver’s inputs to optimize performance by bringing engine, transmission, driveline, stability control and suspension together for an optimal launch and consistent straight-line acceleration.
       
      The new exhaust system has been tuned to offer an unmistakably deep, high-performance note that is distinctive to Dodge/SRT and provides a lasting impression. To achieve this iconic exhaust tone, engineers have replaced the rear mufflers with resonators to increase overall sound level and improve tone of the true performance 2.75-inch dual exhaust system.
      Ride and handling
      The Dodge Durango SRT rides on a short- and long-arm (SLA) independent front suspension with coil springs, specially tuned Bilstein adaptive damping suspension (ADS), upper- and lower-control arms (“A” arms) and a stabilizer bar. Additional changes include 3 percent stiffer front springs, 16 percent stiffer rear springs and an 18 percent stiffer rear sway bar to provide Durango SRT drivers with outstanding high-speed cornering capability.
       
      In the rear, a specially tuned multi-link suspension design has coil spring, Bilstein ADS, aluminum lower control arm, independent upper links (tension and camber), plus a separate toe link, and a stabilizer bar.
       
      The 120-inch wheelbase allows for outstanding stability and consistency in high-speed cornering, while a new performance-tuned AWD system helps the Durango SRT set the world-class performance marks. 
       
      The Durango SRT also features the SRT seven-mode drive system, which provides the driver the ability to precisely adjust drive settings to maximize performance or comfort. Suspension, torque distribution, shift points, stability control and engine mapping are all controlled through this system. In addition to these parameters, suspension feel is controlled by a sophisticated Active Damping System that opens and closes the suspension’s damper valves according to the chosen drive mode, providing the driver with options for any driving style.
       
      The seven SRT drive modes include:
      Auto: activates automatically when starting the vehicle. Sets the suspension and steering to comfort setting and longer shift times for longer, relaxed driving conditions  Sport:  delivers increased vehicle performance capability over Auto Mode. Tightens up suspension damping and increased steering gradient feel for improved cornering response. In addition, shift speed increases 23 percent in 1-4 gears and electronic stability control (ESC) allows more yaw for spirited driving Track: delivers maximum vehicle performance capability on smooth, dry surfaces. Tightens up to full hard suspension damping and steering gradient feel for maximum cornering response. In addition, shift speed increases 50 percent in 1-4 gears from Auto mode and ESC allows maximum yaw Snow: sets ideal configuration for driving in snow by setting transmission to use second gear (rather than first gear) during launches to minimize wheel slippage; stability control is set to Full-on and AWD is set to 50/50 distribution Tow: sets ideal configuration to tow a trailer by using full stability control; AWD is set to 50/50 distribution and trailer sway control is enabled in the ESC system. In addition, the Active Noise Cancelation system is automatically engaged to reduce engine noise from the high-load towing condition   Valet: engine is remapped to mimic the Dodge Charger V-6 engine’s torque and horsepower settings; transmission locks out access to first gear and upshifts earlier than normal; traction, steering and suspension are set to their Auto settings; steering wheel paddle shifters are disabled; ESC is enabled to Full-on and launch control is disabled ECO: maximizes fuel economy with a revised shift schedule, second-gear starts and extended range of the Fuel Saver Technology Standard five-spoke 20-inch “Goliath” wheels with a new “Black Noise” finish ride on Pirelli 295/45ZR20 Scorpion Verde all-season tires or available Pirelli P Zero three-season tires. Available, 20-inch forged aluminum wheels feature a new split five-spoke design also featuring the “Black Noise” finish.
      Benchmark braking
      The 2018 Dodge Durango SRT delivers excellent braking performance, requiring an estimated 115 feet to come to a full stop from 60 mph. Credit belongs to massive new Brembo high-performance six-piston (front) and four-piston (rear) calipers, and vented rotors at all four corners measuring 15 inches (front-slotted) and 13.8 inches (rear).
       
      Aggressive, functional and luxurious inside and out 
      Along with its new ultimate performance capabilities, the 2018 Dodge Durango SRT provides the same combination of uncompromised utility, advanced technology and aggressive styling its well known for.
       
      Inside the refreshed cabin of the Durango SRT, new appointments include a hand-wrapped dashboard with live silver accent stitch, SRT flat-bottom performance steering wheel with standard paddle shift, heated and ventilated front and heated second-row captain’s chairs with embossed SRT logos. Nappa leather with suede inserts and silver-stitched SRT logos are standard. Demonic Red Laguna leather interior with embossed SRT logos is optional.
       
      Other luxurious touches brought to Durango for the first time in the SRT model include new Light Black Chrome center stack, HVAC, full console and door handle bezels along with two choices of decorative bezels. Standard finish is Matte Reverse Chain, and for the first time on Durango a true carbon-fiber instrument panel and door bezels will be offered (late availability). Premium velour bound floor mats with embroidered SRT logo are standard. Adding to the impact of the hand-wrapped instrument panel, the headliner and A pillars are available in Dynamica suede. 
       
      A newly designed 7-inch, thin-film transistor (TFT) customizable digital instrument gauge cluster with 180-mph speedometer allows drivers to select from a multitude of layouts and information. The class-exclusive Uconnect 8.4-inch touchscreen media center houses the new SRT Performance Pages along with navigation, Apple CarPlay, Android Auto, HD radio, downloadable apps and 5-year trial of SiriusXM Travel Link and Traffic. The standard BeatsAudio premium sound system features nine speakers, subwoofer and 506-watt amplifier.
       
      On the exterior, the 2018 Dodge Durango SRT carries a SRT hood with functional center air-inlet ducts flanked by heat extractors that help to keep the engine bay cool by removing hot air from the engine compartment. A new front fascia and lower valence house the new cold-air duct and LED fog lamps. This new unique look will also include the SRT-inspired grille mesh pattern finish.
       
      New integrated wheel flares and body-color side rocker panels help provide an aggressive stance. The “392” badges flanking each fender with Bright Chrome and Metallic Grey accents differentiate the ultimate performance Durango.
       
      At the rear, a new SRT rear body-color lower fascia with Gloss Black accent surrounds the 4-inch dual round exhaust tips finished in Nickel Chrome. 
       
      The Durango SRT is also distinguished by new badging on the rear liftgate that denotes the new performance AWD system. 
       
      The 2018 Dodge Durango SRT is available in 11 exterior colors, including Billet Clear Coat, Blu by Yu Pearl Coat, Bruiser Grey Clear Coat, Dark Black Clear Coat, Granite Clear Coat, Ocean Blue Pearl Coat, Octane Red Pearl Coat, Redline Pearl Coat, Sangria Metallica Clear Coat, White Knuckle Clear Coat and Vice White.  
      Safety and security
      The 2018 Dodge Durango offers consumers more than 60 available safety and security features, including standard all-speed traction control and ESC, which improve overall vehicle handling and performance both on- and off-road. Standard trailer-sway control enhances towing capabilities and keeps the vehicle and trailer aligned as the Durango travels down the road.
       
      Available safety and security features include forward collision warning with crash mitigation, adaptive cruise control with stop, Uconnect Access with 9-1-1 call and roadside assistance. Blind-spot Monitoring (BSM) and Rear Cross Path (RCP) detection, which aid drivers when changing lanes or in parking lot situations. In addition, standard front-row active head restraints, standard full-length three-row side-curtain air bags and standard front-seat-mounted side thorax air bags offer enhanced occupant protection to passengers in the event of a collision. In total, Durango offers seven standard airbags.

      View full article
    • By William Maley
      Dodge has gone mad in terms of power. Case in point is the 2018 Durango SRT that will be shown this week at the Chicago Auto show. 
      Under a new hood featuring a functional scoop is a 6.4L HEMI V8 producing 475 horsepower and 470 pound-feet of torque. This is paired up with an eight-speed automatic and all-wheel drive. 0-60 mph is said to take 4.4 seconds and the quarter-mile takes 12.9 seconds. If you're interested, the Durango SRT is rated to tow a max of 8,600 pounds.
      The suspension gets revised springs, a stiffer rear sway bar, and adjustable dampers. Larger Brembo brakes are hidden by a set of 20-inch wheels finished in black. There will be the choice of two Pirelli tire choices. 
      Outside, the Durango SRT looks the part with a new front fascia with a reshaped grille, additional air vents, and a revised rear fascia with dual exhausts that have been tuned to sound like the Charger 392. The interior comes with six-passenger arrangement with heavily bolstered bucket seats for the front and second row. Optional will be a hand-stitched leather dash and carbon fiber trim.
      The Durango SRT will arrive during the fourth quarter of the year.
      Source: Dodge
      Press Release is on Page 2


      Dodge Unleashes New 2018 Dodge Durango SRT: America’s Fastest, Most Powerful and Most Capable Three-Row SUV

      "Dodge Charger of the Full-size SUV Segment" Will Be First Shown at 2017 Chicago Auto Show on February 9
      New 2018 Dodge Durango SRT is the most powerful three-row SUV with its 475-horsepower legendary 392-cubic-inch HEMI® V-8 engine Fastest and most capable three-row SUV with a National Hot Rod Association (NHRA)–certified quarter-mile time of 12.9 seconds and capable of 0-60 miles per hour (mph) acceleration in 4.4 seconds Durango SRT out-hauls every three-row SUV on the road with best-in-class towing capability of 8,600 pounds New exterior performance features include wide body exterior design and functional SRT hood with center air inlet duct flanked by heat extractors, as well as a new front fascia and lower valence to house new cold-air duct and LED fog lamps Standard leather and suede, available high-performance Demonic Red Laguna leather seating and new carbon-fiber trim distinguish Durango SRT’s performance interior All customers who buy a new Durango SRT will receive one full-day session at the Bob Bondurant School of High Performance Driving The new 2018 Dodge Durango SRT will start arriving in Dodge dealerships during fourth quarter 2017 February 7, 2017, CHICAGO - The Dodge and SRT brands are rocking the high-performance automotive world once again, bringing a huge burst of American power, acceleration and best-in-class tow capability to the three-row SUV segment with the new 2018 Dodge Durango SRT – the fastest SUV in its class.
       
      With the proven 392-cubic-inch HEMI® V-8 under its new functional SRT hood, the new 2018 Dodge Durango SRT delivers 475 horsepower and 470 lb.-ft. of torque, and a wicked fast time on the drag strip – from 0-60 miles per hour (mph) in 4.4 seconds, covering the quarter mile in 12.9 seconds as certified by the National Hot Rod Association (NHRA).
      “The new 2018 Dodge Durango SRT is America’s fastest, most powerful and most capable three-row SUV,” said Tim Kuniskis, Head of Passenger Cars Brands, Dodge, SRT, Chrysler and FIAT – FCA North America. “This is what you get, when you take everything great about the Durango and combine it with the performance of the Charger SRT: a 12-second quarter mile, toy-hauling, three-row muscle car.”
       
      The 2018 Dodge Durango SRT will make its debut at the 2017 Chicago Auto Show on Feb. 9. Vehicles will start arriving in Dodge dealerships in the fourth quarter of 2017.
      The new 2018 Dodge Durango SRT is loaded with performance features designed to make it America’s fastest, most powerful and most capable three-row SUV, including:
      Proven 392-cubic-inch HEMI V-8 delivers 475 horsepower and 470 lb.-ft. of torque and 4.4 second 0-60 mph times New wide body exterior brings the Durango SRT together as a true performance SUV Newly designed SRT hood with a functional cold-air duct and heat extractors to cool the engine and improve overall performance Standard TorqueFlite eight-speed automatic transmission specifically calibrated for the Dodge Durango SRT to optimize shift points and deliver maximum torque to all four wheels New driver-oriented electronic T-shifter, standard on all 2018 Durango models, provides the driver with intuitive gear selection and offers an Auto Stick selector gate for added control New SRT seven-mode drive system gives the driver the ability to precisely adjust drive settings to maximize performance or comfort New Sport Mode reduces shift times by up to 50 percent versus Auto Mode and delivers up to 65 percent of the 392 HEMI engine’s torque to the rear wheels New Track Mode delivers maximum performance track driving with 160-millisecond shifts and up to 70 percent of engine torque to the rear wheels for the most pronounced rear-wheel-drive experience New performance-tuned AWD system helps the Durango SRT set world-class performance marks Sophisticated Active Damping System opens and closes the Durango SRT’s suspension’s damper valves, according to which of the seven modes is chosen, giving the driver options for any driving style Stiffer front springs (3 percent), stiffer rear springs (16 percent) and stiffer rear sway bar (18 percent) give Durango SRT drivers outstanding high-speed cornering capability. New exhaust system tuned to offer an unmistakably deep, high-performance Dodge SRT exhaust note modeled after the Dodge Charger SRT Massive new Brembo high-performance six-piston (front) and four-piston (rear) calipers and vented rotors at all four corners, measuring 15 inches (front-slotted) and 13.8 inches (rear) New Pirelli 295/45ZR20 Scorpion Verde all-season tires or available Pirelli P Zero three-season tires New performance Laguna leather and carbon fiber trim offered for the first time in a Durango New interior appointments, including a hand-wrapped instrument panel with live silver accent stitch, SRT flat-bottom performance steering wheel with SRT paddle shifters, heated and ventilated front and heated second-row captain’s chairs with embossed SRT logos New 180-mph speedometer True carbon-fiber instrument panel and door bezels (late availability) Premium velour bound floor mats with embroidered SRT logo Suede-wrapped headliner and A pillars New SRT rear body-color lower fascia with Gloss Black accent surrounds the 4-inch dual round exhaust tips finished in Nickel Chrome New performance AWD badging on liftgate   Performance at its core
      For the first time ever, SRT power is now available in the Dodge Durango. The 2018 Dodge Durango SRT is powered by the potent 392-cubic-inch HEMI V-8 engine with Fuel Saver Technology that delivers 475 horsepower at 6,000 rpm and 470 lb.-ft. of torque at 4,300 rpm – providing America’s best horsepower and torque ratings and making the new Dodge Durango SRT the fastest, most powerful and most capable three-row SUV.
      To keep the powertrain running cool and efficient in higher demand environments, a new cold-air duct provides cooler outside air into the engine. Testing has shown up to an 18-degree Fahrenheit improvement in intake air temperature, resulting in an engine that performs flawlessly on the street, racetrack or when towing a favorite trailer or toy. 
       
      Assuring maximum performance under extreme conditions, the 2018 Dodge Durango SRT has been validated through rigorous 24-hour track durability testing – a testing standard that every SRT vehicle adheres to.
       
      The 2018 Dodge Durango SRT provides enhanced shift quality and performance drivability, as well as optimized fuel economy through its TorqueFlite eight-speed automatic transmission. This proven transmission was specifically calibrated for the Dodge Durango SRT to optimize shift points and deliver maximum torque to all four wheels. For the ultimate driver-controlled experience, the transmission can be manually shifted using the performance-inspired steering wheel paddle controls on the exclusive SRT-lit flat-bottom steering wheel.
       
      The TorqueFlite eight-speed automatic transmission takes into account variables, including engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, tire slip and downshift detection to determine the appropriate transmission shift map. The end result is a fully adaptable performance experience.
       
      Additional parameters integrated into the control strategy include vehicle speed control, electronic stability control interaction and temperature. The result is automatic shifting that is ideally attuned to the performance requirements of any performance-oriented driving demand.
       
      When the driver downshifts, the “rev match” function uses the engine controller to blip the throttle, which provides optimal transition between gears for improved performance and greater stability when downshifting at the traction limit.
       
      When placed in “Sport Mode,” the transmission reduces shift times by up to 50 percent versus Auto Mode and delivers 65 percent of the engine’s torque to the rear wheels.
       
      Acceleration and performance handling are enhanced by transfer case proportioning and dynamic controls for the AWD system when the vehicle is in Track Mode. When in Track Mode, maximum performance track driving is achieved with 160-millisecond shifts and up to 70 percent of the engine’s torque delivered to the rear wheels for the most pronounced rear-wheel-drive experience. Durango SRT drivers will also notice a vehicle that is more responsive from mid-corner to exit.
      The new driver-oriented electronic T-shifter provides the driver with intuitive gear selection and offers an Auto Stick selector gate for added control. Drive and Sport shifting can be selected with no effect on the chosen suspension, stability control and driveline torque split settings.
       
      The 2018 Dodge Durango SRT features launch control, which mimics a professional driver’s inputs to optimize performance by bringing engine, transmission, driveline, stability control and suspension together for an optimal launch and consistent straight-line acceleration.
       
      The new exhaust system has been tuned to offer an unmistakably deep, high-performance note that is distinctive to Dodge/SRT and provides a lasting impression. To achieve this iconic exhaust tone, engineers have replaced the rear mufflers with resonators to increase overall sound level and improve tone of the true performance 2.75-inch dual exhaust system.
      Ride and handling
      The Dodge Durango SRT rides on a short- and long-arm (SLA) independent front suspension with coil springs, specially tuned Bilstein adaptive damping suspension (ADS), upper- and lower-control arms (“A” arms) and a stabilizer bar. Additional changes include 3 percent stiffer front springs, 16 percent stiffer rear springs and an 18 percent stiffer rear sway bar to provide Durango SRT drivers with outstanding high-speed cornering capability.
       
      In the rear, a specially tuned multi-link suspension design has coil spring, Bilstein ADS, aluminum lower control arm, independent upper links (tension and camber), plus a separate toe link, and a stabilizer bar.
       
      The 120-inch wheelbase allows for outstanding stability and consistency in high-speed cornering, while a new performance-tuned AWD system helps the Durango SRT set the world-class performance marks. 
       
      The Durango SRT also features the SRT seven-mode drive system, which provides the driver the ability to precisely adjust drive settings to maximize performance or comfort. Suspension, torque distribution, shift points, stability control and engine mapping are all controlled through this system. In addition to these parameters, suspension feel is controlled by a sophisticated Active Damping System that opens and closes the suspension’s damper valves according to the chosen drive mode, providing the driver with options for any driving style.
       
      The seven SRT drive modes include:
      Auto: activates automatically when starting the vehicle. Sets the suspension and steering to comfort setting and longer shift times for longer, relaxed driving conditions  Sport:  delivers increased vehicle performance capability over Auto Mode. Tightens up suspension damping and increased steering gradient feel for improved cornering response. In addition, shift speed increases 23 percent in 1-4 gears and electronic stability control (ESC) allows more yaw for spirited driving Track: delivers maximum vehicle performance capability on smooth, dry surfaces. Tightens up to full hard suspension damping and steering gradient feel for maximum cornering response. In addition, shift speed increases 50 percent in 1-4 gears from Auto mode and ESC allows maximum yaw Snow: sets ideal configuration for driving in snow by setting transmission to use second gear (rather than first gear) during launches to minimize wheel slippage; stability control is set to Full-on and AWD is set to 50/50 distribution Tow: sets ideal configuration to tow a trailer by using full stability control; AWD is set to 50/50 distribution and trailer sway control is enabled in the ESC system. In addition, the Active Noise Cancelation system is automatically engaged to reduce engine noise from the high-load towing condition   Valet: engine is remapped to mimic the Dodge Charger V-6 engine’s torque and horsepower settings; transmission locks out access to first gear and upshifts earlier than normal; traction, steering and suspension are set to their Auto settings; steering wheel paddle shifters are disabled; ESC is enabled to Full-on and launch control is disabled ECO: maximizes fuel economy with a revised shift schedule, second-gear starts and extended range of the Fuel Saver Technology Standard five-spoke 20-inch “Goliath” wheels with a new “Black Noise” finish ride on Pirelli 295/45ZR20 Scorpion Verde all-season tires or available Pirelli P Zero three-season tires. Available, 20-inch forged aluminum wheels feature a new split five-spoke design also featuring the “Black Noise” finish.
      Benchmark braking
      The 2018 Dodge Durango SRT delivers excellent braking performance, requiring an estimated 115 feet to come to a full stop from 60 mph. Credit belongs to massive new Brembo high-performance six-piston (front) and four-piston (rear) calipers, and vented rotors at all four corners measuring 15 inches (front-slotted) and 13.8 inches (rear).
       
      Aggressive, functional and luxurious inside and out 
      Along with its new ultimate performance capabilities, the 2018 Dodge Durango SRT provides the same combination of uncompromised utility, advanced technology and aggressive styling its well known for.
       
      Inside the refreshed cabin of the Durango SRT, new appointments include a hand-wrapped dashboard with live silver accent stitch, SRT flat-bottom performance steering wheel with standard paddle shift, heated and ventilated front and heated second-row captain’s chairs with embossed SRT logos. Nappa leather with suede inserts and silver-stitched SRT logos are standard. Demonic Red Laguna leather interior with embossed SRT logos is optional.
       
      Other luxurious touches brought to Durango for the first time in the SRT model include new Light Black Chrome center stack, HVAC, full console and door handle bezels along with two choices of decorative bezels. Standard finish is Matte Reverse Chain, and for the first time on Durango a true carbon-fiber instrument panel and door bezels will be offered (late availability). Premium velour bound floor mats with embroidered SRT logo are standard. Adding to the impact of the hand-wrapped instrument panel, the headliner and A pillars are available in Dynamica suede. 
       
      A newly designed 7-inch, thin-film transistor (TFT) customizable digital instrument gauge cluster with 180-mph speedometer allows drivers to select from a multitude of layouts and information. The class-exclusive Uconnect 8.4-inch touchscreen media center houses the new SRT Performance Pages along with navigation, Apple CarPlay, Android Auto, HD radio, downloadable apps and 5-year trial of SiriusXM Travel Link and Traffic. The standard BeatsAudio premium sound system features nine speakers, subwoofer and 506-watt amplifier.
       
      On the exterior, the 2018 Dodge Durango SRT carries a SRT hood with functional center air-inlet ducts flanked by heat extractors that help to keep the engine bay cool by removing hot air from the engine compartment. A new front fascia and lower valence house the new cold-air duct and LED fog lamps. This new unique look will also include the SRT-inspired grille mesh pattern finish.
       
      New integrated wheel flares and body-color side rocker panels help provide an aggressive stance. The “392” badges flanking each fender with Bright Chrome and Metallic Grey accents differentiate the ultimate performance Durango.
       
      At the rear, a new SRT rear body-color lower fascia with Gloss Black accent surrounds the 4-inch dual round exhaust tips finished in Nickel Chrome. 
       
      The Durango SRT is also distinguished by new badging on the rear liftgate that denotes the new performance AWD system. 
       
      The 2018 Dodge Durango SRT is available in 11 exterior colors, including Billet Clear Coat, Blu by Yu Pearl Coat, Bruiser Grey Clear Coat, Dark Black Clear Coat, Granite Clear Coat, Ocean Blue Pearl Coat, Octane Red Pearl Coat, Redline Pearl Coat, Sangria Metallica Clear Coat, White Knuckle Clear Coat and Vice White.  
      Safety and security
      The 2018 Dodge Durango offers consumers more than 60 available safety and security features, including standard all-speed traction control and ESC, which improve overall vehicle handling and performance both on- and off-road. Standard trailer-sway control enhances towing capabilities and keeps the vehicle and trailer aligned as the Durango travels down the road.
       
      Available safety and security features include forward collision warning with crash mitigation, adaptive cruise control with stop, Uconnect Access with 9-1-1 call and roadside assistance. Blind-spot Monitoring (BSM) and Rear Cross Path (RCP) detection, which aid drivers when changing lanes or in parking lot situations. In addition, standard front-row active head restraints, standard full-length three-row side-curtain air bags and standard front-seat-mounted side thorax air bags offer enhanced occupant protection to passengers in the event of a collision. In total, Durango offers seven standard airbags.
    • By William Maley
      The relaunch of Alfa Romeo has cost Fiat Chrysler Automobiles dearly. Speaking with analysts during the company's fourth-quarter earnings call, CEO Sergio Marchionne said the relaunch cost "in excess" of 2.5 billion euros (about $2.7 billion) so far. Back in 2014, FCA said it would invest 5 billion euros through 2018 to relaunch Alfa, though the timeframe has been pushed back to 2020. Alfa Romeo has also been losing money and will continue to do so until the full benefit of the Giulia and Stelvio hit.
      To help curb costs, Marchionne told analysts that Alfa's Giorgio platform will be shared with other FCA brands; primarily Dodge, Jeep, and Maserati. 
      "The investment in Alfa Romeo and certainly the technical investment in the architecture was something that was designed to benefit more than Alfa. I'm happy that we have finally found clarity of thought in the extension of these architectures well beyond Alfa," said Marchionne.
      Marchionne said Giorgio would underpin "the whole Maserati development beyond 2018," along with large Jeeps and the next-generation of Dodge's rear-drive models. As we have we reported previously, Giorgio will underpin the next-generation Charger and Challenger. Automotive News learned from a source that the platform will underpin the next Journey and Durango crossovers, and possibly a new midsize sedan. No information was given about Jeep, but it seems the next-generation Grand Cherokee is a safe bet.
      Source: Automotive News (Subscription Required)

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