2004 Dodge Durango Review

Specifications

Dodge Builds a Dependable Traveling Companion

Completely redesigned for 2004 and heading into 2005 virtually unchanged, the Dodge Durango is a mid-to-full size SUV permeated with comfort and practicality, not to mention style and performance.

I had the good fortune recently to embark upon a family vacation - road trip - in a 2004 Durango. The excursion led us from the coastal metropolis we inhabit to an inland resort town situated in a desert climate between the shores of two emerald green lakes.

I picked up the Durango the day preceding our departure. Not having previously had an opportunity to pore over the makings of the
reincarnated machine, I was keen to do so. Although I had read a tremendous amount about Dodges new SUV, and admired its new form at a recent auto show, nothing beats putting such a beast in ones own garage and getting to work like a physician performing a full medical on new patient. Trading the stethoscope for a note pad and pencil, I began my examination of the iron horse.

As if checking its heart rate, I went first to the nicely sculpted hood and had a look underneath. Although I didnt find the heart of a lion in the way of Chryslers new 5.7-liter (345 cu-in) HEMI V8, I did find a heart full of life and vigor in the form of Chryslers smooth running 4.7-liter (287 cu-in) SOHC V8.

My visual scan of the Durangos exterior design revealed a sharpening of the rounded-edge theme of last years model. Most noticeable in todays edition are the heavily sculpted front fenders, which emphasize the large “Ram style” front grille that has become synonymous with Dodge trucks. The new Durangos squareish theme ends with a pair of bullet-shaped taillights at each rear corner. The overall appearance is modern, aerodynamic and clean. A quick exterior panel inspection found accurate gapping and precise door and hood fit, which speaks well of the Durangos assembly quality.

The new Dodge is also significantly larger than last years model. For 2004 the wheelbase has been extended by 3-inches. The overall length is greater by a significant 7 inches, and the width has grown by a notable 5 inches. The increased exterior dimensions translate into more accommodating human and cargo space.

In addition to immediately detecting the added real estate, I quickly grew fond of the Durangos splendid driving position. The front seats hold their occupants in high regard, literally. From the drivers seat a commanding view of the roadway and surrounding environs greet all who pilot the new Dodge.

As impressive as a fully loaded Durango Limited may be, much to its credit Dodge supplied me with the more reasonably equipped SLT version. That meant no leather, no dual-zone climate control, no premium audio system and no DVD or navigation setup. Basically my test unit was a real world, middle of the range Durango, which is probably most representative of what the typical Durango buyer will order. Regardless of trim level, the Durango cabin is very nicely executed - barring the all-too expansive use of hard plastic. Comfort and convenience abounds and every detail is well though out. Take for example the large, clear gauge cluster viewed neatly through the upper half of the steering wheel. Center stage is a large speedometer, flanked on the right by a slightly smaller tachometer and on the left by a gauge split between fuel and engine temperature readouts. The dials feature black markings and needles set against white backgrounds. Interestingly, the backgrounds glow a translucent green when the headlights are switched on.

Adjoining the instrument cluster, which resides beneath a single large arc in the dash, is a very symmetrical center stack housing two air-vents, plus audio and air conditioning controls. I was particularly pleased with how functional and intuitive the HVAC (heating/ventilation/air-conditioning) system is to operate. A small slider adjusts the temperature while two rotary knobs control the fan speed and airflow direction. A matching third knob activates a fan, which feeds air through the four roof ducts situated above hot headed, second and third row passengers. A further setting on this dial switches the administration of the rear air and heat to rear seat passengers via two controls located on the backside of the center console - a feature definitely appreciated by my nine-year old while occupying a second-row seat.

He also appreciated the comfort of his 40/20/40-split second-row bench seat. Dodge has worked some magic into the functionality of both rear rows actually, with each side of the second-row benchs 40 percent seatbacks folding and tumbling forward at the pull of a single lever, enabling unimpeded access to the bench in the back. This process can easily be undertaken by a third-row passenger, without the aid of an outside assistant to deal with blockage of the second-row. The third-row seating position provides decent headroom but completely lacks thigh support and foot-well depth, making long journeys less appealing to adult sized passengers. When not in use, the third-row seat can be neatly stowed, creating a commodious cargo area with a flat floor. Our supplies for the week, which ought to have outfitted a small army, consumed only a fraction of the available space behind the second-row bench.

With supplies packed safely into the Durangos cargo area and its 4.7-liters of V8 power fired up, wheels were set in motion. A road trip is arguably the best method of testing a vehicle, short of anything long-term such as ownership. During our adventure the Durango saw everything from 4-lane pancake flat freeways to rock-strewn undulating logging roads, and in doing so met each challenge with confidence.

Firing-up the V8 produces that wonderful “burble” that only a V8 can. After placing the column mounted shifter into Drive and accelerating smoothly ahead I was impressed by the tremendous level of refinement engineered into the Durangos drive train. I was less impressed with the column mounting of the shifter. Yes, the shifter operates flawlessly, but I have always preferred a console mounted, gated stick, especially when tackling the ups and downs of undulating backroads or steep mountain ascents.

And there were plenty of both throughout the days spent together, culminating in a surge up and over a mountain summit of 1,728 meters (5,700 feet). The Durango tackled this onerous task with gusto. I set the cruise control at the legal speed limit of 110 km/h (68 mph) and Chrysler Groups Next Generation Magnum V8 did the rest. With the production of 230-horsepower and 290 pounds-feet of torque, the Durango easily maintained the cruise setting throughout the climb, all-the-while passing vehicles of lesser stamina.

Around-about town the 4.7 demonstrates its prowess by seldom resorting to high levels of exertion to keep up with or advance away from traffic, although this highly refined powerplant can become slightly raucous when nearing redline under full acceleration. If seeking King of The Hill status, or merely sensational towing performance, a 5.7-liter (345 cu-in), 345-horsepower, 375 pounds-feet of torque producing HEMI can be fitted beneath the Durangos hood.

Much to Dodges credit, the engineers mated the Magnum and HEMI V8s to automatic 5-speed transmissions. The extra cog, one more than most competitors 4-speed auto-boxes, improves the engines ability to operate at optimal torque producing revs, regardless of the vehicles speed. The end result is improved performance and economy over rivals limited to a range of four gears. The Durangos autobox shifted smoothly and predictably. Downshifts for passing or hill climbing were executed with precision, whether the accelerator was human or computer managed. Climbing steep highway grades in the cruise control mode did not confuse the transmissions shift-logic. When a downshift was required it was undertaken without the hesitancy or indecisiveness that sometimes accompanies downshifts under the management of the cruise control system. There were occasions, however, when heavy de-acceleration from highway speeds would catch the transmission off-guard, and then some delay and gear bumping was experienced as the transmission reconfigured itself to match the change in velocity.

Regardless of velocity, the Durango spoils its occupants with what may be the smoothest SUV ride in its class. Coil springs at all four corners soak up road hostility like a dry sponge in a waterfall. Considering the rear coils are attached to a rigid axle, rather than a pair of independent arms, the Durango performed admirably over bumpy road surfaces. I didnt experience rear-end hop that often plagues rigid axle vehicles as they encounter rough surfaces, especially during cornering maneuvers. The Durangos body-on-frame design results in a structure that is rigid and rock solid.

During the trip I took advantage of an opportunity to visit a friends isolated mountain retreat. This short diversion from paved tarmac found us traversing hill and dale on long ago abandoned logging roads - the perfect environment to test the Durangos all-wheel drive and locking four-wheel drive systems. Midpoint on a gravelly ascent I stopped the Durango and nailed the gas pedal in the AWD setting. Without a lick of wheel-spin, the four wheels found traction and catapulted the 4,750 pound SUV forward with commanding thrust. I repeated this test, but with the Durangos four wheels locked-in.

Again without the fuss of wheel-spin, the Durango sat up, dug in and leaped forward - not withstanding the limitations of its mild “on/off-road” Goodyear P265/65R17 rubber. The selection between AWD and 4WD is as simple as turning a dash mounted rotary switch. With the optional low-range gear setting, a third position is added. In spite of not being so equipped, my tester yielded strong results in the rough stuff.

Away from the rock and shale, the Durangos ride was always smooth and well controlled, especially at highway speeds. The nemesis of a soft ride, however, is compromised high-speed handling. The Durango is nimble about town and secure on the highway, but it doesnt push the “sport” aspect of its Sport Utility Vehicle classification the way some competitors do. Enthusiastic cornering provokes moderate body lean and sway from the Durangos compliant architecture, but despite these detractions the big SUV will hold a line throughout a curve, provided common sense is exercised in the speed department.

Although on the light side, the Durangos steering provides favorable feedback and centers itself very effectively following a turn. Unfortunately SUV steering doesnt always provide a driver with such characteristics.

Stopping a large SUV can be quite arduous as well, particularly when highway speeds and heavy cargo combine to resist the mechanical intervention of momentum. Dodge claims that the four-wheel, antilock disc brake setup on the Durango utilizes the largest rotors in its class. Given the strong braking performance delivered by this system, I dont intend to dispute the claim. The brake pedal in my tester was solid. Braking force is well calibrated with the braking effort applied to the brake pedal. Even when hot from usage, the Durangos brakes performed perfectly.

In addition to its strong antilock brakes, Dodge has equipped the Durango with safety fare that includes next-generation airbags for the driver and front passenger. Also available are side-curtain airbags, which cover all three rows of seats. This is a feature I would recommend for anyone anticipating family hauling duties. Traction control is another available feature of the Durango that makes sense, certainly if ski hills or winter driving form part of an owners profile.

Beyond attention to comfort, safety and performance, Dodge has designed the Durango to compete in the working world as well. The cavernous cargo area, with what Dodge refers to as the “shrink wrapping” of cargo trim panels to the body structure, is capable of holding 102.4 cubic feet of payload. And when properly equipped, the Durango can tow up to 8,700 pounds of trailer weight. A tow/haul switch is conveniently situated at the end of the gear lever. According to Durango literature, this feature revises the shift pattern of the transmission to enhance performance and fuel economy.

While on the subject, fuel economy can be an issue with the Durango. My test unit was rated at 13.7 mpg in the city and 19.4 mpg on the highway. The Durangos onboard computer showed an average fuel economy measure of 13.8 mpg at best, sinking to 13.4 mpg at worst. Bearing in mind that the majority of my usage was highway driving, these stats can be a little worrisome given the price of fuel. That said, for owners requiring the space and pulling power of a Durango there is, at present, little option but to bite the fuel-price bullet. On the positive side, my tester only required regular octane fuel.

Filling the 27 gallon fuel tank can take a bite out of anyones vacation budget, but the luxury, safety and comfort extolled by the Durango eases the pain. This vehicle was the ideal match to our vacation plans. Its quiet, relaxing operation and supportive seating made the “getting-there” that much more enjoyable.

The base Durango is labeled ST and is powered by a 3.7-liter (225 cubic inch) V6 developing 210 horsepower and 235 pounds-feet of torque. This model commences at $26,215 and is rear-wheel drive. Following the ST lineup is the $28,630 SLT with its standard 4.7-liter (287 cu-in) Magnum. Rising above the SLT is the Limited, powered by the 5.7-liter (345 cu-in) HEMI - with a starting price of $32,535. Destination fees are extra, of course.

At the end of our vacation I came to the realization that there are few vehicles that can match the Durango in size, versatility, refinement, and finally, value. Its a keeper.