Second and third rows will accommodate all body types sub-Billy Gardell. The trunk is hugely capacious, especially once the oft-unused 3rd row and cozy 2nd row are stowed; the offered maximum volume of 2,400 litres (84.5 cubic feet) makes it one of the largest in the pack. Speaking of pack, keep your eyes peeled for our upcoming comparo test on many of these full-size CUV behemoths.
The Citadel is the highest-ranking member of the Durango team but carries a very simple control layout, much unlike the Honda Pilot. Chief among the standard features is the navigation system. Unfortunately, it is provided by Garmin and is awful: the display is antiquated and the interface is no fun either.
Big vehicles like the Durango are not usually known for their miserly fuel consumption numbers. This Dodge is no different.
In fact, if you're looking to cut fuel consumption, opt for the HEMI. My tester was equipped, so to speak, with the 3.6L Pentastar V6.
I was under the impression, at first, that the top of the line Citadel was only available with the V8. I had noticed that HEMI badges were not prominently displayed but figured that “Citadel” was all-encompassing. Believe-me-you, I was choked by how uneventful the engine was; where was the roar and the action?
Truth is, when I finally came out of my coma, I was still um-impressed. Passing manoeuvres were laborious and needed to be considered ahead of time. The engine's 290 hp and 260 lb-ft of torque are only adequate for the task at hand. With four passengers on board and some gear, I was longing for the 360-hp HEMI. Which brings me to fuel consumption. I managed no better than 15.5L per 100 km during my week-long test. The many kick-downs and ventures into WOT territory massacred the average. My guess is that the HEMI would scarcely chug more, probably less than a 10% penalty.
The 5-speed autobox, although competent, could be blamed for being short-cogged but only in part. As an FYI, the Durango weighs in at roughly 115 kg (253 lbs) more than an equally kitted-out Grand Cherokee, for a total of 2,312 kg (5,097 lbs). Clearly, girth is the enemy.
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| The trunk is hugely capacious, especially once the oft-unused 3rd row. (Photo: Matthieu Lambert/Auto123.com) |
The Citadel is the highest-ranking member of the Durango team but carries a very simple control layout, much unlike the Honda Pilot. Chief among the standard features is the navigation system. Unfortunately, it is provided by Garmin and is awful: the display is antiquated and the interface is no fun either.
Big vehicles like the Durango are not usually known for their miserly fuel consumption numbers. This Dodge is no different.
In fact, if you're looking to cut fuel consumption, opt for the HEMI. My tester was equipped, so to speak, with the 3.6L Pentastar V6.
I was under the impression, at first, that the top of the line Citadel was only available with the V8. I had noticed that HEMI badges were not prominently displayed but figured that “Citadel” was all-encompassing. Believe-me-you, I was choked by how uneventful the engine was; where was the roar and the action?
Truth is, when I finally came out of my coma, I was still um-impressed. Passing manoeuvres were laborious and needed to be considered ahead of time. The engine's 290 hp and 260 lb-ft of torque are only adequate for the task at hand. With four passengers on board and some gear, I was longing for the 360-hp HEMI. Which brings me to fuel consumption. I managed no better than 15.5L per 100 km during my week-long test. The many kick-downs and ventures into WOT territory massacred the average. My guess is that the HEMI would scarcely chug more, probably less than a 10% penalty.
The 5-speed autobox, although competent, could be blamed for being short-cogged but only in part. As an FYI, the Durango weighs in at roughly 115 kg (253 lbs) more than an equally kitted-out Grand Cherokee, for a total of 2,312 kg (5,097 lbs). Clearly, girth is the enemy.
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| The engine's 290 hp and 260 lb-ft of torque are only adequate for the passing manoeuvres task. (Photo: Dodge) |