2024 Dodge Durango Review: Old-School Rules

One of the longest-running mid-size SUVs in the USA is back for a 14th model year - the seemingly immortal Dodge Durango. It might seem old and outdated, but its muscular styling still turns heads, and it boasts a strong towing capacity. What's more, there isn't a dud in the engine lineup, with a 293-horsepower six-cylinder and 360-hp V8 providing good performance, albeit at the expense of gas mileage, which is appreciably worse than that of rivals with smaller turbocharged engines. And, of course, no hybrid is offered at all. It's one of the mid-sizers that offers you a third row of seats, though, even if it's a bit cramped.

Its $40k starting price makes the 2024 Dodge Durango good value in this class, too, but on paper, it now fights a losing battle against the far more modern class leaders, such as the Kia Telluride and the new Mazda CX-90. Even the Toyota Highlander sports a downsized turbocharged engine nowadays, and the potent and spacious Grand Highlander is only a couple of thousand dollars more expensive. Yet, much like other equally ancient Dodges such as the Charger and Challenger, the Durango has bags of character and plenty of old-school charm - and lives to fight another year.

New for 2024

The 2024 Durango range loses last year's limited-run SXT Launch Edition, GT Launch Edition, and Hemi Orange trims. The rest of the lineup stays essentially the same, save for a few small changes to the standard and optional features and specifications. Previously reserved for the R/T, the Tow N Go package is available on the Citadel trim as well this year. The number of standard driver assists is expanded with the addition of blind-spot monitoring on all trims. The optional Trailer Tow Group package now also gains blind-spot monitoring that includes a trailer-detection function. And that's the sum total of changes for 2024. In all other respects, the car remains unchanged, inside and out.

2024 Dodge Durango Price: Which One to Buy

For the 2024 model year, the starting price of a new Dodge Durango is $40,920 for the base SXT trim - an increase of $780 over last year's SXT and partly compensated for by the standard fitment of blind-spot monitoring this year. Next in line is the SXT Plus at $42,515, the GT at $43,420, the GT Plus at $47,420, and the GT Premium at $51,420. R/T models start at $54,520, with the Plus version going on sale for $57,520 and the Premium for $61,020. The Citadel is a little cheaper than these at $54,920.

These prices are MSRP for Durangos with RWD and exclude the $1,595 destination fee. Upgrading any of them to AWD will cost you an additional $2,000. The Citadel gives you the option to upgrade the engine to a 5.7L V8 for $3,995; R/T models get only the V8 only.

The GT Plus makes the most sense to us among the non-SRT Durangos. The GT Plus gains various nice features that the lower trims do without, such as a sunroof, leather/suede upholstery, heated second-row seats, adaptive cruise control, and the larger 10.1-inch touchscreen with navigation. The V6 engine provides a reasonable blend of performance and economy, and if you opt for the RWD model, you save a bit more fuel and still come away with a well-equipped SUV for less than $50k.

Interior and Features

The cabin was thoroughly updated a few years ago and can still hold its own, with a pleasing design, decent material quality, and a reasonable number of standard features.

Along with a major refresh, the Durango received a sorely needed interior update three years ago, which replaced the plasticky dashboard with an item of far higher quality, made from much more upscale materials that include various soft-touch surfaces. There are still some scratchy plastics, but they're well disguised, and the environment is perfectly acceptable at the price. Premium trims get more premium cabins, including leather on the seats and door cards and a premium-wrapped dash. All the expected tech is present, but higher trims get a bigger touchscreen and more creature comforts, such as ventilated front seats and heated rear seats. The SXT has two seating rows, but a third row is optional - and standard on all non-SXT trims. Getting into the Durango is a simple task, thanks to a ground clearance of over eight inches. Access to the third row is relatively easy, especially for lithe-of-limb kids, who would mostly inhabit the limited space available back there. Visibility is reasonable, but thick pillars can obstruct your over-the-shoulder view, so the standard blind-spot monitoring and backup camera come in handy.

Space

Its wheelbase of nearly 120 inches is one of the longest in the class, and interior space is fairly evenly distributed between the seating rows. The second row falls a bit short of the class best, but this means third-row space is more than you'll find in a Highlander, Telluride, or CX-90. It's still rather tight, though, as is typical for most mid-size SUVs with a third row, so it's still more suitable for children. SXT models come in a two-row, five-seater configuration, but a two-seater third row is an option. All trims get a three-seater second-row bench, except the Citadel, which replaces this with two captain's chairs, reducing seating capacity to six. Making yourself at home behind the wheel is easy, thanks to the multiple seat and steering-wheel adjustments available, even on the base trim.

Cargo

Trunk space is competitive in this class, and in all seating configurations, the available trunk volume is close to what the class leaders offer. With all three rows in use, the resultant 17.2 cu-ft is better than what the CX-90 and Highlander have. Folding down the 50/50-split third row opens up 43.3 cu-ft, while also folding down the second row liberates a maximum of 85.1 cu-ft, well ahead of the CX-90's 75.2 cu-ft and just a smidge behind the Telluride's 87 cu-ft. The seats fold almost completely flat.

Cabin storage is generous, and besides the glovebox, all trims get a center console with a lidded storage box and two illuminated cupholders, with a place for your phone ahead of them, which is also the wireless charging pad on models so equipped. There are roomy door pockets in all four doors and an overhead sunglasses holder, while the second row's two cupholders are in the fold-down center armrest, and those of the third row are in the side moldings. The Citadel, with its second-row captain's chairs, gets a floor console with covered storage under the armrest, as well as two illuminated cupholders.

Materials and Colors

The SXT, SXT Plus, GT, and R/T make do with cloth upholstery and get access to two interior colors - black or black/Light Frost Beige. The GT Plus, GT Premium, R/T Plus, R/T Premium, and Citadel get black Nappa leather upholstery in black/Ebony Red and black/Vitra Gray. The leather extends to the armrest and center console, and there is red interior stitching on the seats, doors, steering wheel, and console. The steering wheel in all trims is heated and trimmed in leather. The Premium package includes a hand-wrapped and stitched dashboard and Forged Cabon Fiber interior accents.

Features and Infotainment

The SXT's feature count is fairly modest; it gets cruise control, cloth upholstery, an eight-way electrically adjustable driver's seat, and a manual tilting/telescoping adjustment for the steering wheel. However, there are a few unexpected standard features, including tri-zone climate control and a heated, leather-trimmed steering wheel. Other standard features include keyless entry, push-button start, and heated front seats. As you move up through the range, many more features become standard on the higher trims, such as a power passenger seat, Nappa leather upholstery, ventilated front seats, heated second-row seats, a third seating row, a power-adjustable steering column, a power liftgate, and more. Some of these features are options on the lower trims, but buyers will opt for the trim configuration with the relevant Plus or Premium package added to get the features you want.

The base Uconnect 4C infotainment system fitted to the SXT, SXT Plus, and GT runs on an 8.4-inch touchscreen and comes with Apple CarPlay, Android Auto, Bluetooth audio streaming, SiriusXM Radio with a six-month subscription, four USB ports, an auxiliary input jack, and a six-speaker audio system with an AM/FM radio and CD/DVD/MP3 capability. All the other trims get the Uconnect 5 NAV infotainment system that can be updated over the air and lives on a larger 10.1-inch touchscreen. It upgrades Apple CarPlay and Android Auto to a wireless connection and adds other features, such as navigation, voice commands, HD Radio, expanded SiriusXM services (Traffic, Travel Link, and 360L), two second-row USB ports, and a nine-speaker Alpine audio system. The R/T Premium is the only trim to get a 19-speaker Harman Kardon audio system.

Performance

The V6’s performance will be adequate for most people, and it can still tow up to 6,200 lbs. The V8 is punchy but thirsty.

The engine in the Dodge Durango's base trims is the familiar naturally aspirated 3.6-liter Pentastar V6. This trusty and long-serving six-cylinder produces 293 hp and 260 lb-ft of torque, but that power figure increases to 295 hp on the trims with the dual exhaust system. With this powertrain, the Dodge Durango's 0-60 sprint takes around 7.6 seconds with FWD and 7.8 seconds with AWD, so it's adequate, if not exciting. Optional on the Citadel and standard on the R/T, the 5.7-liter Hemi V8 produces a healthy 360 hp and 390 lb-ft, dropping the 0-60 to a swift 6.4 seconds. The drivetrain comprises an eight-speed automatic transmission and rear-wheel drive, with all-wheel drive as an option on all trims.

Top speed is not a priority in a car like this, and the Durango's is limited to 120 mph. More important is trailering, and here, the Durango fares well. The maximum towing capacity for the V6 is 6,200 pounds, but the V8s can tow more - 7,400 lbs with RWD, 7,200 lbs with AWD, and a maximum of 8,700 lbs in the AWD V8 with the Tow N Go package fitted. Light off-road work is possible in the AWD trims thanks to an 8.1-inch ground clearance, but no low-range gearing is fitted, and your antics will likely be limited by the long wheelbase.

The Durango feels rigid and is free from unwanted flex and vibration on the move, creating a solid impression and a pliant, well-damped ride. In terms of handling and outright grip, it doesn't come near the class leaders but still does a decent job, considering its age. It feels planted and gives you a satisfyingly old-school RWD handling feel with stable, measured responses. Bump absorption is good, and the steering is precise and well-weighted, speaking of thoughtful engineering. We think it's sensible that Dodge tuned these regular Duragos for comfort because the supercharged range-toppers that we review separately are the performance champs. Some of us just want a comfortable, confident-handling SUV, and the Durango still fulfills this brief remarkably well. It'll take a stab at a terrible road with resolute AWD grip.

Fuel Efficiency

As you might expect with large-capacity naturally aspirated engines, the Dodge Durango's mpg figures are now at the trailing end of the class. The V6 still does a reasonable job for what it is, the RWD model returning 19/26/21 mpg on the EPA's city/highway/combined cycles, followed by the AWD's 18/25/21 mpg. The V8's gas mileage is rather dismal, with figures of 14/22/17 mpg for both RWD and AWD configurations.

Another throwback to the old-school Durango is its generous 24.6-gallon fuel capacity, so you can still bargain on a decent range of 418 miles on the combined cycle for the V8 models. V6 models can go 100 miles farther than that on a tank.

Safety

The old design of the Durango doesn’t fare very well in crash tests, but the level of safety features and driver assists is acceptable above the base trims.

Another pointer to the age of the Dodge Durango is the safety review conducted by the NHTSA of the 2024 model, made up of mostly four-star ratings and only a single five-star rating for the side crash. The structurally identical 2023 model didn't fare too well over at the IIHS either and has clearly not been designed to withstand the latest types of crash tests, getting Marginal and Poor ratings for tests such as the driver-side small-overlap crash and for the performance of its safety structure. It received more Good ratings for the less demanding tests.

The standard safety features are all there, including a suite of airbags, a backup camera, tire-pressure monitoring, ABS, and stability control. The SXT adds to these features with a few basic driver assists, notably blind-spot monitoring with rear cross-traffic alert, hill-start assist, trailer-sway control, an auto-dimming rearview mirror, automatic LED headlights, and rain brake support. The Plus package adds to the SXT forward-collision alert with automatic emergency braking and adaptive cruise control with stop. The GT gets rear parking sensors, while the GT with the Plus package adds more kit, specifically rain-sensing wipers and a trailer brake controller. The GT Premium and all the trims above it get front parking sensors as well.

US NHTSA Crash Test Result

Reliability

JD Power has not evaluated the reliability of the Dodge Durango in recent years, with the last available rating way back in 2021, which is hardly relevant anymore. But its recall record looks reasonably good, with none so far for 2024. The 2023 model was recalled twice only, for a shifter that may slip out of gear while driving and for a rear spoiler that may detach. The 2022 Durango was also recalled for the spoiler issue and for slipping out of gear, as well as for a binding steering mechanism and an ESC light that may not come on when it's supposed to indicate an ESC malfunction.

The warranty of the 2024 Dodge Durango is no more than average; the basic warranty is valid for three years/36,000 miles, and the powertrain warranty and roadside assistance is for five years/60,000 miles.

Warranty

Design

The Durango still looks muscular and purposeful, with an aggressive visage and two-tier grille arrangement. Boomerang-shaped lower slots on either side of the front bumper have a silver or black finish, depending on the trim, and they contain LED foglights on the Citadel. All-LED exterior lighting is standard on all trims. The base SXT trims run on 18-inch alloy wheels, but all the other trims have some or other design of 20-inch wheel. The SXT and Citadel have more brightwork, while the GT and R/T get more blacked-out trim, such as for the grille surround. From the GT and up, the headlights have black bezels, but the R/T is the only trim with a vented performance hood. Some trims have roof rails, and some not, but all have gloss-black mirrors except for the Citadel with its body-color ones. A power sunroof is fitted to the trims equipped with the Plus package or higher.

Verdict: Is The 2024 Dodge Durango A Good SUV?

The Dodge Durango will appeal to those who are still looking for an old-school SUV with a V8 option and a traditional RWD feel. It's still surprisingly good to drive, the V8's roar is addictive, and it can tow a big rig. The interior is still competitive at the price, with decent materials and a modern infotainment system. You have a reasonably usable third row and plenty of luggage space as well. But the latest rivals are now a lot more modern, with more refined road manners, way better safety credentials, and far lower fuel consumption. When driven back to back, there's no escaping the Durango's age, and it's slipped well down this segment's pecking order. It still has a rugged, old-school appeal and honest simplicity about it, but most people would prefer something more contemporary.