The Big Test: 2014 Three-Row Crossovers

Dodge Durango vs. Honda Pilot vs. Hyundai Santa Fe vs. Mazda CX-9 vs. Nissan Pathfinder vs. Toyota Highlander

Michael Febbo
Jun 23, 2014
Photographers: Michael Shaffer
Way back, near the end of the 1900s, vanity drove moms and dads from the decidedly unradness of station wagons into the newly invented cavernous embrace of the minivan. But around the turn of the century, moms and dads who had grown up in captain's chairs perched behind sliding doors decided their generation was too Xtreme for minivans and needed something more Xciting. The SUV burst into mainstream America and thrived, becoming the favorite of soccer moms and den-leader dads. That is, until gas prices rose and the realities of driving a glorified work truck set in.
The tastes of the inhabitants of the earlier Y2Ks had become more advanced, mature, and realistic. They wanted the usability of the minivan, the economy of a car, and the rugged outdoorsy look of the sport/utility vehicle. The CUV, or crossover utility, was born in a flurry of compromises and a flourish of marketing.
Photo 2/65
We gathered six of the top contenders in the CUV category for the slap fight to end them all. Our rules were as follows: The base price of the specific model and trim level had to be under $40,000, but optional equipment was allowed to stray above that line. The CUV had to offer three seating rows, be powered by a V-6, and feature either AWD or 4WD.
No doubt, most of you have noticed a few big omissions. Before you start sharpening your torches and lighting your pitchforks, invites were sent to Ford, Chevrolet, and GMC. None of them were able to make their schedule of fleet vehicles match up with the month window we had to do the test.

Ride and Handling

The ride and handling characteristics in this segment are easily ignored by some buyers. Excuses range from "It's an SUV, it's supposed to ride like that" to "I'm not buying it to go racing." The fact is, ride and handling should be important in any vehicle. Nothing makes a road trip more unbearable than suffering through a choppy ride while making constant steering corrections because a vehicle won't track straight. None of these vehicles will be autocrossed, but they should be able to drive cross-country without exhausting driver or passenger.
The Pilot and Santa Fe fell to the bottom of this category. The Pilot felt like it's trying to be an off-roader, a bit top-heavy with a constant swaying sensation. Senior features editor Jonny Lieberman summed up the experience as "loose, rubbery, wobbly, and just out of date." The Santa Fe is unrefined and underdeveloped. Digital integration director Mike Floyd acknowledged the low priority most buyers give to ride and handling, but then said, "The other competitors are better."
Photo 3/65
The Mazda continues to be praised for being fun to drive. It won our last CUV comparo for that reason. Unfortunately for it, our new Big Test format puts more emphasis on real-world use and comfort, relegating it to mid-pack due to a suspension a bit too stiff for everyone but enthusiasts. The Highlander was slightly higher than mid-pack, feeling more like a minivan for dirt roads.
At the top of the spectrum the Durango and Pathfinder accomplished the same tasks in different ways. The Durango is a luxury rig. It has mass and cruises down the road pushing bumps back into the pavement. The Pathfinder is supple and well-tuned; it rolls down the highway and only struggles a bit on rough roads. Both vehicles track straight and true on the highway; they aren't pushed around by bumps, so the driver isn't constantly making corrections. Both offer great visibility, so they're as easy to drive in parking lots as on the open road.

Performance

As with handling, most buyers in this category care about quarter-mile times about as much as they do astrophysics. Luckily for everyone involved, it seems the manufacturers have decided on a general level of performance appropriate for this segment. All the 0-60-mph times are less than a second apart and quarter-mile times are even tighter.
The Durango is rated at 290 hp and 260 lb-ft of torque, which is remarkably close to the Santa Fe's 290-hp and 252 lb-ft. The Hyundai was only 0.2 second faster in the quarter mile, even though the 5131-pound Durango, the group's heavyweight, is 823 pounds heavier than the flyweight Santa Fe.
The Highlander was certainly the performance standout in this group, even with mid-pack weight-to-power numbers. Weighing in at 4532 pounds and packing only 270 hp, it recorded the fastest 0-60-mph time at 7.1 seconds, the fastest quarter mile at 15.4 seconds, and the shortest stopping distance at 112 feet. At the other end of the spectrum sat the Pilot with 8.0 seconds to 60 mph, a 16.2-second quarter mile, and 122 feet from 60 to 0 mph.
The Pathfinder and CX-9 sat below the Highlander with the Pathfinder nipping acceleration by 0.2 second in both the 0-60 and quarter mile at 7.3 and 15.6 seconds, while the CX-9 stopped 3 feet shorter from 60 in 113 feet.
The real concern isn't numbers but driver confidence. Everything here "felt" adequate with no glaring standouts. The Mazda and Honda both suffered from outdated drivelines, the CX-9 with a six-speed automatic, while the Pilot is just months away from being retro-quaint with its five-speed. The Durango's eight-speed did a great job of masking the CUV's extra weight, while the Pathfinder groaned along with a CVT.


Photo 16/65

Efficiency

If you're an avid Motor Trend reader, you know we have invested loads of man-hours and piles of money into creating our Real MPG project. In the chart on the last page of this, you can see the results of our scientific methodology and how they compare with EPA numbers.

Cockpit/Cabin

For many this is the most important category in the class. In theory, if you're buying a three-row CUV, you're buying it to transport yourself and four or more passengers in more comfort than you can find in a large sedan. Since CUV customers aren't willing to drive a van, mini or otherwise, we'll assume they are willing to sacrifice some functionality for the sake of style.
The Mazda is at the bottom of the pile here. It earned praise for its great steering wheel, but that's about where it ends. The once-great CUV hasn't aged well, and the barely bigger than an iPhone infotainment screen is the icing on the stale cake. The first row of seats is cramped, and things get worse moving back. By the time we get to the third row, we find seats that are too flat and headroom seriously compromised by that stylish sloping roofline.
The Pilot has a slight advantage over the CX-9 just by having a more utilitarian feel. The hard plastics and industrial-grade textiles are just begging to be wiped down with a wet sponge. My first impression of the Pilot was that of a three-row Element. The seating positions are upright, helping visibility, and the high roof is great for headroom. The second-row sliders have enough travel to easily proportion space requirements from middle to rear. On the dash, the center stack of controls is an abysmal mess, with buttons and knobs spread over 2 square feet of space.
The Highlander's highlight is the tray that horizontally bisects the dash -- it's brilliant and something we wouldn't mind seeing in more cars. Overall comfort is good, but the design is uninspired. Associate online editor Benson Kong was more charitable, calling it "modest." The infotainment system looks bland and dated, and the controls received unanimous feedback as being "cheap." Floyd was most disappointed in the "tinny-sounding driver's door."
In stark contrast to the Highlander's forgettable interior is the in-yer-face Santa Fe. Some found it appealing; others found it a bit gimmicky. The small overall size doesn't help for interior space, even with some decent packaging work. The third row fights hard for worst in this group. Hyundai uses a mix of colors and materials to try to spice things up, but our eyes couldn't forgive the overly techy center stack.
The Durango and Pathfinder duked it out at the top of the interior category. The Nissan has a softer, more kid-friendly feel, while the Dodge swings more toward adults or teen offspring. The rear seats are raised in the Nissan with the second- and third-row floor roughly at the same level as first-row occupants' backsides. All three rows in the Dodge sit deep down in the car, and the interior feels roomier and more relaxing. Dodge's Uconnect looks great, but still has functionality issues.
The navigation worked adequately most of the time, but often insisted an address didn't exist. The gauge package in the Durango was the best-looking of the group, but didn't necessarily function any better than anything else here.

Safety

We are now using informedforlife.org's guidance for safety analysis, so let's start there. IFL's ratings recommend against buying any of these CUVs—its verdict, not necessarily ours.
The standouts at the bottom of this category were not surprisingly the two oldest vehicles. The Mazda CX-9 received Marginal ratings in Insurance Institute for Highway Safety rear impact and roof strength tests and a Poor rating in frontal small overlap impact. The Pilot is also rated as Poor in the frontal small overlap impact, although it received Good in the other four IIHS tests.
While IIHS wasn't impressed with the small overlap on either car, the National Highway Traaffic Safety Administration rated the CX-9, Pilot, Santa Fe, and Durango all as 4-star choices. The Durango and Santa Fe haven't been tested in the IIHS small overlap but both received Good ratings in the other four categories.
The Pathfinder and Highlander received 5-star ratings from NHTSA. The Highlander received an Acceptable rating in the IIHS small overlap with Good across the board, while the Pathfinder received Good ratings in the IIHS moderate overlap, side impact, and no ratings yet in rear impact, roof strength, or frontal small overlap.

Value

Note that we call this section "value" and not just "purchase price." Cheaper hardly ever equals better. We'll look at the real-world target purchase price as calculated by IntelliChoice.
Let's start with the biggest ticket, the Durango. The target purchase price of $44,623 is $2357 more than that of the next highest car, but remember it has $1995 in a rear seat Blu-ray video system, which we might leave off, and another $995 in a tow package. With that in mind, the Pathfinder is the only vehicle here that approaches the big Dodge in luxury feel. Plus, features such as standard heated second-row seats and steering wheel add to the loaded feel. We give the nod to the Pathfinder at the top of the list based on the substantial price difference of nearly $5600.
The Hyundai has the second highest target purchase price at $42,266. The list of features makes it an attractive purchase. A $4850 Limited Technology Package adds niceties such as heated second-row seats and ventilated front seats. But even with all these features, it didn't have the quality feel of some of the others. It was just slightly edged out of third by the Highlander at $39,356. Sometimes size does matter, and the big Toyota feels as though you're getting more vehicle for less money. Factor in Toyota's legendary resale value and superior on-road behavior and we have third and fourth.
The Pilot is the least expensive vehicle in the test, seats eight, and still has a certain charm to it, but the dated tech and utilitarian feel still keep it near the bottom in value. The toughest for us to swallow is the Mazda as the third most expensive at $39,421, because it doesn't feel particularly well-equipped. It is hard to call the Mazda a value in any sense.

Notable Features

Dodge Durango
The only CUV here with the power rear-hatch-close button inside the cargo area at hip height. Great with arms full of shopping bags.
Mazda CX-9
A retro-chic stepped-gated automatic transmission shifter.
Honda Pilot
A smuggler’s box under the trunk that will almost hold a Wookiee.
Nissan Pathfinder
Although we aren’t sure why you would use it, the console-mounted dial allows you to select drive modes.
Hyundai Santa Fe
Ventilated seats, which are unique in this group and the best automotive advancement in three decades.
Toyota Highlander
The shelf in the middle of the dash is the best thing from Toyota since the Supra.

Cost of Ownership

First, according to IntelliChoice, the Highlander is the way to go in total cost over five years of ownership. Depreciation is roughly 43 percent of the Toyota's original target purchase price. The worst in depreciation is the Durango at 55 percent, while the Santa Fe and Pathfinder are close behind at 54 and 51, respectively. Mazda falls in at a nice round 50 percent depreciation, while Honda is the only other vehicle to lose less than half its value at 48 percent. The Mazda has the highest repair costs, while the Hyundai is substantially lower than anything else, with the Dodge in second place. Nissan leads in fuel economy according to IntelliChoice, but you may want to cross check those numbers with our Real MPG figures and decide for yourself. As you can see from the chart, the Highlander is cost king by a substantial margin. At the bottom of the list are the Dodge and the Hyundai, both due to high depreciation.

  Dodge Durango Limited AWD Honda Pilot EX-L 4WD Hyundai Santa Fe Limited AWD Mazda CX-9 AWD Grand Touring Nissan Pathfinder SL 4x4 Toyota Highlander XLE AWD
Avg State Fees $525 $508 $507 $506 $498 $508
Depreciation $24,595 (55%) $18,646 (48%) $22,809 (54%) $19,856 (50%) $20,105 (51%) $17,001 (43%)
Financing $4,663 $4,063 $4,418 $4,120 $4,080 $4,114
Insurance $7,754 $6,544 $7,394 $6,953 $7,610 $6,350
Fuel $12,206 $12,206 $11,877 $13,148 $11,332 $11,877
Maintanence $2,907 $2,708 $2,548 $2,938 $2,627 $2,294
Repairs $580 $634 $194 $694 $664 $664
5-Year Cost of Ownership $28,635 $26,663 $26,937 $28,359 $26,811 $25,808
Intellichoice Target Purchase Price $44,623 $38,881 $42,266 $39,421 $39,044 $39,356
PURCHASE PRICE: Target purchase price includes destination and average applicable state taxes applied to a transaction price between invoice and retail, based on applicable incentives.

Conclusion

As with Big Tests of the past, vehicles in this segment are designed and built to satisfy a fairly specific consumer. In the finishing order, the bottom of the list was fairly obvious, and the winning car missed a unanimous decision by only one vote. The rest of the order was a bit harder to judge and is more attributable to preference than directly observable traits.
Although the Mazda CX-9 is bringing up the rear, it still made us smile in the driving department. It's no longer a runaway fun favorite, and its age is more apparent than ever. The cramped interior was the final straw. We expect a new CX-9 will be coming shortly as this flagship is now overshadowed in design, material quality, and use of space by its affordable sibling Mazda3.
Not surprisingly, next up is another old-timer, from Honda. Again there is something to love about the Pilot. Its boxiness and utilitarianism make it the average man's Land Rover. Kong called it "the only truck of the group." This, however, is a niche vehicle that will either be ignored or dearly loved. The center stack is a mess; the ride is rugged at best; and, as with the Rover, you might have a tough time believing this is a brand-new vehicle.
Here's where things start getting more complicated. The Santa Fe is the first entry in the fat section of the bell curve. It feels packed with features, even though the standout is really ventilated seats. The interior clearly spent more time in the design department than the others, and that can be seen as good or bad. Associate editor Rory Jurnecka wasn't impressed with the "Voltron-esque" center stack, while Floyd called the infotainment system one of the best in the biz. The small size is probably the biggest point of contention. Again Floyd appreciates the modern compact approach, but to me it feels like a size class smaller both inside and out. If your parking or driving situation requires something more compact, the Hyundai might rise a little higher on your shopping list. If not, the ride and handling combined with interior space should compel you to keep reading.
After my first drive at Motor Trend's 2013 SUV of the Year, I rechristened Nissan's once outdoorsy, now gentrified SUV the Mallfinder. This has the biggest C of any of the CUVs here. Floyd, Kong, and Lieberman all compared it with a sedan or station wagon, and not in a bad way. Opinions on the CVT ranged from "irritating as always" to the glowing toleration of "it's fine" and "good enough." Several comments of "luxurious" were noted, but so were "awkward rear stadium seating" and "the second row floor is so high, I feel like I'm sitting in a second-grade classroom." The ride is mixed bag, smooth and controlled on well-maintained highway, but tossing passengers around on rougher sections. It's a good overall package leaning toward the minivan end of the spectrum.
Like the Mallfinder, the Highlander is another good overall package, but on the other end of the spectrum. It has some of the same rugged attributes as the Pilot, but with more polish. The interior has a few great touches, such as the cellphone tray in the dash and water bottle swallowing cupholders. The third row felt the least usable of the bunch, which means it's best for kids, not adults. It has a good powertrain, a decent ride, and is nice to drive. On top of everything else, it has the lowest cost of ownership.
Finally our winner. In much the same way the Nissan became the Mallfinder, after one drive the big, bad Dodge became known as the Rig. "The Durango's third row is better than most of these second rows, and its second-row captain's chairs are even better," according to Jonny. The real kicker is how easy it is to get in and out of any row. Besides the space, the interior is a nice place to be, feeling very man cave-like with just about every judge using the word "tough" to describe it. Its new eight-speed transmission has made all the difference in driving.
While not the quickest of the bunch in testing, quick shifts and good throttle response make up for it in the real world. The ride quality is nearly even with the Pathfinder's on smooth surfaces and a bit ahead on choppier roads. The sticker price might appear steep, but being more selective on options and taking advantage of lucrative incentives brings it well within range of the rest of the group.
Dodge knows America's tastes and has built the CUV we crave. The ruggedly handsome Durango is the clear winner here.
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6th Place: Mazda CX-9

Still a good choice for drivers, but it just can’t hide its age in tech and packaging.

5th Place: Honda Pilot

A CUV built to a very specific taste. It makes every trip feel more adventurous, but never luxurious.

4th Place: Hyundai Santa Fe

Feels luxurious, drives entry-level. The smallest of the bunch suffers the most from polarizing design.

3th Place: Nissan Pathfinder

Great for shopping, but really a butched-up minivan. A button-heavy dash and strangely high rear floor stand out.

2th Place: Toyota Highlander

A great all-arounder with no real standout features. A great value and family-minded, but, in a word, bland.

1st Place: Dodge Durango

Comfortable and spacious, the road-trip king nearly won our judges over with just the giant third row.

  Dodge Durango Limited AWD Honda Pilot EX-L 4WD Hyundai Santa Fe Limited AWD
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT Front engine, AWD Front engine, AWD Front engine, AWD
ENGINE TYPE 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads
VALVETRAIN DOHC, 4 valves/cyl SOHC, 4 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT 220.0 cu in/3604 cc 211.8 cu in/3471 cc 203.9 cu in/3342 cc
COMPRESSION RATIO 10.2:1 10.5:1 11.5:1
POWER (SAE NET) 290 hp @ 6400 rpm 250 hp @ 5700 rpm 290 hp @ 6400 rpm
TORQUE (SAE NET) 260 lb-ft @ 4800 rpm 253 lb-ft @ 4800 rpm 252 lb-ft @ 5200 rpm
REDLINE 6500 rpm 6400 rpm 6600 rpm
WEIGHT TO POWER 17.7 lb/hp 18.1 lb/hp 14.9 lb/hp
TRANSMISSION 8-speed automatic 5-speed automatic 6-speed automatic
AXLE/FINAL-DRIVE RATIO 3.45:1/2.30:1 4.31:1/2.64:1 3.04:1/2.35:1
SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
STEERING RATIO 19.0:1 19.0:1 15.0:1
TURNS LOCK-TO-LOCK 3.6 3.4 3
BRAKES, F;R 13.0-in vented disc; 13.0-in disc, ABS 13.0-in vented disc; 13.1-in disc, ABS 12.6-in vented disc; 11.9-in disc, ABS
WHEELS 8.0 x 20-in, cast aluminum 7.5 x 18-in, cast aluminum 7.5 x 19-in, cast aluminum
TIRES 265/50R20 107T M+S Goodyear Fortera H 235/60R18 102T M+S Michelin Primacy MXV4 235/55R19 101H M+S Kumho City Venture Premium
DIMENSIONS
WHEELBASE 119.8 in 109.2 in 109.8 in
APPROACH/DEPART ANGLE 16.3°/21.5° 24.4°/22.1° 17.1°/20.5°
LENGTH x WIDTH x HEIGHT 201.2 x 85.5 x 70.9 in 191.4 x 67.5 x 72.7 191.1 x 75.8 x 68.1 in
TURNING CIRCLE 37.1 ft 37.9 ft 36.9 ft
CURB WEIGHT 5131 lb 4526 lb 4308 lb
WEIGHT DIST., F/R 50/50% 55/45% 55/45%
SEATING CAPACITY 6 8 6
HEADROOM, F/R 39.9/39.8/37.8 in 39.3/39.8/38.2 in 38.2/38.3/35.7 in
LEGROOM, F/R 40.3/38.6/31.5 in 41.4/38.5/32.1 in 41.3/41.3/31.5 in
SHOULDER ROOM, F/R 58.5/50.4/50.4 in 61.5/62.2/58.9 in 59.4/58.6/53.9 in
CARGO VOLUME 84.5/47.7/17.2 cu ft 87.0/47.7/18.0 cu ft 80.0/40.9/13.5 cu ft
GROUND CLEARANCE 8.1 in 8.0 in 7.3 in
TOWING CAPACITY 6200 lb 4500 lb 5000 lb
TEST DATA
ACCELERATION TO MPH
0-30 2.6 sec 3.0 sec 2.5 sec
0-40 4.0 4.2 3.9
0-50 5.6 6.0 5.5
0-60 7.9 8.0 7.2
0-70 10.4 10.3 10.0
0-80 13.4 13.8 12.9
0-90 17.1 17.7 16.0
PASSING, 45-65 MPH 4.3 4.1 3.9
QUARTER MILE 16.0 sec @ 86.9 mph 16.2 sec @ 86.2 mph 15.8 sec @ 89.3 mph
BRAKING, 60-0 MPH 121 ft 122 ft 116 ft
LATERAL ACCELERATION 0.79 g (avg) 0.78 g (avg) 0.74 g (avg)
MT FIGURE EIGHT 28.1 sec @ 0.60 g (avg) 28.3 sec @ 0.60 g (avg) 27.5 sec @ 0.63 g (avg)
TOP-GEAR REVS @ 60 MPH 1800 rpm 2000 rpm 1750 rpm
CONSUMER INFO
BASE PRICE $39,590 $36,000 $36,425
PRICE AS TESTED $47,265 $39,600 $41,425
STABILITY/TRACTION CONTROL Yes/yes Yes/yes Yes/yes
AIRBAGS Dual front, front side, f/m/r curtain, driver knee Dual front, front side, f/m/r curtain Dual front, front side, f/m/r curtain, driver knee
BASIC WARRANTY 3 yrs/36,000 mi 3 yrs/36,000 mi 5 yrs/60,000 mi
POWERTRAIN WARRANTY 5 yrs/100,000 mi 5 yrs/60,000 mi 10 yrs/100,000 mi
ROADSIDE ASSISTANCE 5 yrs/100,000 mi N/A 5 yrs/unlimited
FUEL CAPACITY 24.6 gal 21.0 gal 18.8 gal
EPA CITY/HWY/COMB ECON 17/24/19 mpg 17/24/20 mpg 18/24/20 mpg
ENERGY CONS, CITY/HWY 198/140 kW-hr/100 mi 198/140 kW-hr/100 mi 187/140 kW-hr/100 mi
CO2 EMISSIONS, COMB 0.99 lb/mi 0.99 lb/mi 0.96 lb/mi
REAL MPG 16/23/19 mpg 16/23/18 mpg 17/26/20 mpg
RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular

  Maxda CX-9 AWD Grand Touring Nissan Pathfinder SL 4x4 Toyota Highlander XLE AWD
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT Front engine, AWD Front engine, AWD Front engine, AWD
ENGINE TYPE 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads 60-deg V-6, aluminum block/heads
VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl
DISPLACEMENT 227.4 cu in/3726 cc 213.5 cu in/3498 cc 210.9 cu in/3456 cc
COMPRESSION RATIO 10.3:1 10.3:1 10.8:1
POWER (SAE NET) 273 hp @ 6250 rpm 260 hp @ 6400 rpm 270 hp @ 6200 rpm
TORQUE (SAE NET) 270 lb-ft @ 4250 rpm 240 lb-ft @ 4400 rpm 248 lb-ft @ 4700 rpm
REDLINE 6500 rpm 6500 rpm 6400 rpm
WEIGHT TO POWER 16.6 lb/hp 17.0 lb/hp 16.8 lb/hp
TRANSMISSION 6-speed automatic Cont. variable auto 6-speed automatic
AXLE/FINAL-DRIVE RATIO 3.46:1/2.39:1 5.58:1/2.12:1 4.15:1/2.53:1
SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; control arms, coil springs, anti-roll bar
STEERING RATIO 16.3:1 18.3:1 16.0:1
TURNS LOCK-TO-LOCK 3 3.3 2.8
BRAKES, F;R 12.6-in vented disc; 12.8-in vented disc, ABS 12.6-in vented disc; 12.1-in vented disc, ABS 12.9-in vented disc; 12.2-in disc, ABS
WHEELS 7.5 x 20-in, cast aluminum 7.5 x 18-in, cast aluminum 7.5 x 18 in, cast aluminum
TIRES 245/50R20 102V M+S Bridgestone Dueler H/L 400 235/65R18 106T M+S Continental CrossContact LX 245/60R18 104T M+S Bridgestone Dueler H/L 422
DIMENSIONS
WHEELBASE 113.2 in 114.2 in 108.8 in
APPROACH/DEPART ANGLE 16.0°/21.1° 14.7°/22.3° 18.0°/23.1°
LENGTH x WIDTH x HEIGHT 200.6 x 64.7 x 68.0 197.2 x 65.7 x 69.9 191.1 x 64.2 x 68.1
TURNING CIRCLE 18.7 ft 38.7 ft 38.7 ft
CURB WEIGHT 4530 lb 4430 lb 4532 lb
WEIGHT DIST., F/R 56/44% 54/46% 53/47%
SEATING CAPACITY 7 7 8
HEADROOM, F/R 38.4/39.0/35.4 in 41.1/38.5/36.5 in 39.5/39.6/35.9 in
LEGROOM, F/R 40.9/39.8/32.4 in 42.3/41.7/30.7 in 44.2/38.4/27.7 in
SHOULDER ROOM, F/R 59.4/58.7/56.9 in 60.7/60.4/57.1 in 59.3/59.6/55.0 in
CARGO VOLUME 100.7/48.3/17.2 cu ft 79.8/47.8/16.0 cu ft 83.2/42.3/13.8 cu ft
GROUND CLEARANCE 8.0 in 6.5 in 8.0 in
TOWING CAPACITY 3500 lb 5000 lb 5000 lb
TEST DATA
ACCELERATION TO MPH
0-30 2.5 sec 2.9 sec 2.4 sec
0-40 3.8 4.1 3.6
0-50 5.5 5.6 5.3
0-60 7.5 7.3 7.1
0-70 9.8 9.4 9.3
0-80 12.8 11.9 12.0
0-90 16.1 15.1 15.2
PASSING, 45-65 MPH 3.9 3.5 3.7
LATERAL ACCELERATION 0.78 g (avg) 0.76 g (avg) 0.81 g (avg)
QUARTER MILE 15.7 sec @ 88.7 mph 15.6 sec @ 91.5 mph 15.4 sec @ 90.5 mph
BRAKING, 60-0 MPH 113 ft 116 ft 112 ft
MT FIGURE EIGHT 28.0 sec @ 0.62 g (avg) 28.7 sec @ 0.60 g (avg) 27.8 sec @ 0.62 g (avg)
TOP-GEAR REVS @ 60 MPH 1700 rpm 1700 rpm 1900 rpm
CONSUMER INFO
BASE PRICE $37,455 $37,710 $38,360
PRICE AS TESTED $40,340 $39,890 $41,228
STABILITY/TRACTION CONTROL Yes/yes Yes/yes Yes/yes
AIRBAGS Dual front, front side, f/m/r curtain Dual front, front side, f/m/r curtain Dual front, front side, f/m/r curtain, driver knee, passenger thigh
BASIC WARRANTY 3 yrs/36,000 mi 3 yrs/36,000 mi 3 yrs/36,000 mi
POWERTRAIN WARRANTY 5 yrs/60,000 mi 5 yrs/60,000 mi 5 yrs/60,000 mi
ROADSIDE ASSISTANCE 3 yrs/36,000 mi N/A 2 yrs/25,000 mi
FUEL CAPACITY 20.1 gal 19.5 gal 19.2 gal
EPA CITY/HWY/COMB ECON 16/22/18 mpg 19/25/21 mpg 18/24/20 mpg
ENERGY CONS, CITY/HWY 211/153 kW-hr/100 mi 177/135 kW-hr/100 mi 187/140 kW-hr/100 mi
CO2 EMISSIONS, COMB 1.06 lb/mi 0.91 lb/mi 0.96 lb/mi
REAL MPG 16/24/19 mpg 17/25/20 mpg 17/24/19 mpg
RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular

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Dodge Durango

Fair Market Price
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MSRP: $30,495
Mileage: 18 / 25
Engine: 3.6L V6
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