Test Drive: 2012 Dodge Durango Citadel

2012 Dodge Durango Citadel. Click image to enlarge

Contrary to my expectations, body roll is very well controlled, and this massive truck (it’s only a shade smaller than a Chevrolet Tahoe) drives like a much smaller vehicle. Some of the credit goes to the light steering and the claimed (by Dodge) turning circle of 37.1 feet (about 11.3 metres), which makes it far easier to negotiate tight parking lots than it should be in a vehicle this large. Not to single anyone out, but the tightest circle a Ford Focus can turn is 36 feet (just under 11 m), or a whopping 40 (or 12.2 m) when fitted with the Titanium trim’s 18-inch wheels. (For further context, a Mazda3’s turning circle is 34.1 feet, or 10.4 m).

Four-wheel discs with antilock handle braking (stability/traction control and side and curtain airbags are all standard, too); hauling the Durango to a halt took more pedal pressure than I’d expected, even for a truck of this size. Steering effort is light but required 3.67 turns of the wheel to go lock to lock, from full-left to full-right. This means that directional changes take time, so in spite of its relatively agile handling, it certainly isn’t the vehicle for tackling your favourite twisty back road.

2012 Dodge Durango Citadel. Click image to enlarge

Spacious and comfortable define the Durango’s interior, particularly in the front- and second-row seats. The Durango is longer than the Grand Cherokee, but their widths are about equal. Despite that, the Dodge feels more spacious inside than the Grand Cherokee. Some of the extra length goes into the Durango’s wheelbase, which allows for roomier second-row seats. Where the Jeep’s legroom back there is about equivalent to a spacious compact car, the Dodge feels more like a larger family sedan. The only compromised spot is the centre seat, whose occupant gets a great view of the optional ceiling-mounted DVD player, and not much else.

Third-row space is second only to what a minivan offers, with enough leg- and headroom to accommodate adults under six feet tall. Getting back there isn’t the easiest pricess; the second-row seats fold and flip forward, and doing so creates a narrow space to squeeze through. Those with limited mobility/flexibility need not apply. As with most three-row SUVs and crossovers, kids are the only passengers who probably won’t mind sitting back there.

With all three rows of seats in place, cargo space is 487 L, or 1,351 L with the third row stowed. Maximum capacity is 2,393 L behind the front seats. The latter two figures are higher than the Grand Cherokee’s 994 and 1,945 L, respectively. A Ford Explorer can carry more stuff behind the third row (595 L), but the Durango wins out for capacity behind the other two rows, where the Explorer measures out to 1,240 and 2,285 L.

Towing capacity is 2,812 kg (6,200 lb.) with the V6 engine, and 3,266 kg (7,200 lb.) with the V8, capacities that are close to lowest among non-luxury, full-size SUVs. A Chevrolet Tahoe can haul 3,856 kg (8,500 lb.), versus the Ford Expedition’s 4,037 kg (8,900 lb.), Toyota Sequoia’s 3,220 kg (7,100 lb.) and the Nissan Armada’s 4,082 kg (9,000 lb.).

The SXT comes only with the six-cylinder engine, and a starting price of $37,995. Next up the ladder is the Crew Plus, which is worth $46,195 with the V6 and can be had with the V8 as an option. The $47,195 R/T gets the V8 as standard.

2012 Dodge Durango Citadel. Click image to enlarge

My tester was a top-trim Citadel model, with its $50,195 starting price tag. The V8 engine and its attendant six-speed transmission cost $2,000 extra; Chrysler Canada also added a skid plate group, with protective plates under the fuel tank, front suspension, underbody, and 4WD transfer case and tow hooks for $300; a Class IV trailer towing package added $750; and the rear-seat DVD player is a not-insignificant $1,300. Throw in the $1,000 federal “green” levy, and my Durango was a $55,500 beast, before freight and A/C excise charges. Also available are second-row captain’s chairs ($600) and a second-row console ($250).

As big-truck stuff goes, the Durango’s abilities are far from top of the class, but I’ve yet to come across a full-size SUV that is as user-friendly in daily driving. Perhaps that’s faint praise for a truck designed as a workhorse, but the result is a best-of-both-worlds truck that is, arguably, also the best vehicle in Dodge’s lineup.