After a conspicuous four-year absence from the market due to the demise of the antique Ramcharger, Dodge returns to the ultra-competitive sport/utility arena this fall with an exciting Dakota-based four-door. Targeting an untapped micro-niche of the densely populated SUV spectrum, the midsize Durango combines eight-passenger seating and available big-cube V-8 power in a "compact" package. We use the term "compact" loosely, for while the Durango is positioned against small trucks such as the Chevrolet Blazer and Ford Explorer, it dwarfs most measurements of these top-sellers.
At 193.2 inches long, the Durango stretches 4.7 inches past the best-selling Explorer, and it boasts a 4.4-inch wheelbase advantage. When each is equipped with four-wheel drive and the largest offered V-8 engine, the Durango stands 5.8 inches taller and weighs 361 pounds more than its leading competitor.
The Durango's driveway-gobbling size translates to an interior big enough to house up to eight passengers. The standard seat configuration places three passengers on the front bench, and three more in the second row. Large buckets are available up front, separated by a convenient center console. For the Brady Bunch, an optional third-row bench adds two more seats. With the third bench upright, camping gear and groceries can be stored rearward in the available 18.8 cubic feet. While the third bench can't be removed, the two rear seat rows fold fairly flat to provide up to 88 cubic feet of cargo space. Beneath the rear floor hides an additional storage nook, just in case it's needed. The slanted roof rises 4.0 inches from front to rear, giving each passenger adequate elbowroom and a commanding view of the road through tiered theater-style seating. Designed for a slippery, wind-cheating profile, the standard roof rack adds cargo-toting flexibility to the entire Durango lineup.
From the driver's perspective, the Durango may seem quite familiar; it shares the Dakota's instrument panel, seat design, and, obviously, the front sheetmetal from the A-pillar forward. Naturally, it also shares the same body-on-frame design, with specific chassis tuning to make the heavier sport/utility more refined without sacrificing off-road ability or tow capacity. And that's a good thing, considering Dodge's engineering and production demands dictate that only four-wheel-drive versions will be available for the first year. When two-wheel-drive models join the mix for '99, they will be visually distinguished by a lower ride height and less-aggressive wheel/tire combination.
Predicted to be the most popular of three available powerplants, a 5.2-liter/175-horsepower OHV V-8 delivers a mountain-moving 300 pound-feet of torque. Power-mongers and task-masters alike will opt for the mighty 5.9-liter/250-horsepower OHV V-8 shared with the full-size Ram pickup. This cast-iron engine can tow up to 7000 pounds behind the 4736-pound sport/utility, offering a compelling alternative to the enormous Chevrolet Tahoe and Ford Expedition trucks. A 3.9-liter/175-horsepower OHV V-6 will provide base power once introduced later in the '98 model year. A four-speed automatic transmission is standard in all models, with no plans to introduce a five-speed manual.
First-year production is expected to be just over 100,000 units from the Newark, Delaware, plant, with the 200,000 truck capacity being reached the second year as the model range is expanded. Whether it proves to be best in the class, or in a class of its own, the '98 Durango promises to keep Dodge-owning sport/ute intenders within the family, while drawing new customers into dealerships.