2017 Dodge Durango

Standard engine across the SXT and new-for-2017 GT trims, which made up the bulk of Durango volume; no SRT existed yet in 2017.

Standard V6 torque figure for the volume SXT/GT configuration.

Instrumented figure for the base V6 configuration, the volume powertrain.

The Pentastar V6 is smooth at light throttle but strains audibly under hard acceleration or when towing near its limit, lacking the effortless mid-range pull of the optional HEMI V8; reviewers routinely steer buyers toward the V8 for that reason.

The 8-speed automatic (with rotary shifter and paddle shifters, standard across the range) shifts smoothly and decisively with no notable hunting, a consistent strength across Durango reviews.

Manufacturer-rated max for the standard V6 powertrain, marketed as best-in-class for V6 mid-size SUVs in 2017.

AWD is optional (not standard) across V6 and V8 trims with a conventional on-demand system; a low-range transfer case is available only on HEMI V8 AWD models, so the volume V6 configuration gets basic AWD without low-range sophistication.

Unibody crossover-based SUV with no dedicated off-road trim, skid plates, or lockers in 2017; ground clearance (~8.1 in) and approach/departure angles are modest and the lineup is pavement-oriented.

Just two conventional gasoline engine choices in 2017 (3.6L V6, 5.7L HEMI V8) with no electrified option and no performance-tier SRT variant yet (that arrived for 2018).

EPA combined rating for the V6 RWD configuration, the base/volume powertrain.

EPA city rating for the V6 RWD configuration.

EPA highway rating for the V6 RWD configuration.

EPA-published range figure for the V6 RWD configuration.

EPA standard annual fuel cost estimate for the V6 configuration.

All 2017 Durango engines, including the 5.7L V8, run on regular unleaded gasoline with no premium requirement.

NHTSA's overall 4-star rating is solid but not top-tier; AWD models lose a star on rollover resistance, which the volume AWD trim would see directly.

Good ratings in moderate overlap front, side, roof strength and head restraints are undercut by a Marginal small-overlap front result (Poor structure/safety cage, Poor lower leg/foot injury measure), which kept the Durango off the 2017 Top Safety Pick list entirely while rival mid-size SUVs (Pilot, Santa Fe, Highlander, CX-9) earned the award.

No driver-assistance feature is standard on any 2017 Durango trim — forward collision warning, adaptive cruise, blind-spot monitoring and rear cross-path detection are all bundled into optional Technology/Safety groups reserved for upper trims (Citadel, R/T with Technology Package), leaving the base and mid-range volume trims with none of it.

With the optional Full Speed Forward Collision Warning Plus system, IIHS rated vehicle-to-vehicle front crash prevention Superior, avoiding collisions outright in both the 12 mph and 25 mph test runs; IIHS did not publish a pedestrian AEB result for this generation, so the top band (which requires proven nighttime pedestrian performance) isn't fully supportable.

Blind-spot monitoring and rear cross-path detection are offered but gated behind the same upper-trim Technology packages as the rest of the suite, and reviews describe them as alert-only with no active steering or braking intervention.

Lane Departure Warning with Lane Keep Assist is offered as an option on upper trims, using a camera to nudge the vehicle back toward lane center with a warning rather than true continuous lane centering — functional but basic, and unavailable on the volume trim without the package.

Adaptive cruise control with full-stop capability is available (paired with Full Speed FCW Plus), but it is a standalone cruise feature rather than an integrated highway-assist system combining ACC with lane centering, and is optional-only on upper trims.

No hands-free highway driving system (BlueCruise/Super Cruise/FSD-equivalent) existed on the Durango lineup in 2017 — the most advanced driver aid offered was conventional adaptive cruise control requiring hands on the wheel.

IIHS rated both the halogen and HID headlight variants Marginal, citing inadequate illumination on curves even though the HID setup added high-beam assist — meaning the volume trim's headlights underperform regardless of configuration.

Reviewers consistently flag thick roof pillars and compromised rear/over-the-shoulder sightlines on the Durango, with the rearview camera and parking sensors that would compensate for it sold as options rather than standard equipment on the volume trim.

IIHS rated LATCH usability Acceptable: two seating positions carry complete lower-anchor-plus-tether hardware while three more positions have tether anchors only, meaning multi-car-seat installs require more digging for compatible lower anchors.

Three-row seating for seven is standard on the volume GT trim and above; base SXT could be ordered as a 5-seat two-row.

Carry-over interior dimension for the WD-body Durango generation, unchanged from the 2014 refresh through 2017.

Front legroom sits at the low end of the mid-size SUV band — adequate but not generous.

Second-row headroom is near the top of the mid-size SUV band thanks to the Durango's tall roofline.

Second-row legroom is comfortably above the segment midpoint.

Unusually for the class, two adults can actually sit in the third row, but at 31.5 in legroom and 37.8 in headroom it's short-trip only — reviewers repeatedly call it a rare third row adults can use, but not for long hauls.

Mid-pack cargo volume behind the second row for a mid-size 3-row SUV.

Above-average maximum cargo volume with all rear seats folded for the segment.

Conventional console, door-pocket and underfloor storage with no standout innovation beyond an available flip-and-stow second row.

Front and second-row seats are generally praised as comfortable, with leather and heated/ventilated options improving on upper trims; cloth base seats are merely adequate.

Reviewers consistently describe the ride as supple and composed, a strength for the segment even on the independent rear suspension platform.

Reviewers note a quiet, well-isolated cabin at highway speed, competitive but not class-leading for the segment.

Heated/ventilated front seats, heated steering wheel and rear climate controls are available but largely gated to Citadel and upper trims rather than broadly standard.

SXT RWD was the entry trim for 2017; price includes destination charge.

GT replaced the chrome-trimmed Limited as the volume trim for 2017, sitting between SXT and the Citadel/R-T flagships.

Blends CarEdge's 5-year maintenance+repair estimate with RepairPal's annual average; mid-pack for a V6/V8 body-on-unibody midsize SUV.

Slightly better retention than the midsize-SUV segment average, aided by V8 towing capability and third-row seating.

Standard FCA/Dodge basic limited warranty for the 2017 model year, at the low end of the industry norm.

Standard FCA/Dodge powertrain warranty for 2017, matching the segment floor rather than leading it (e.g. Hyundai/Kia offer 10yr/100k).

2017 Durango buyers got 5-year/60,000-mile roadside assistance bundled with the warranty, but Dodge did not include complimentary scheduled maintenance visits the way some rivals and luxury brands did.

$38,590 volume-trim price minus its estimated resale value after 5 years (54.4% retained, or about $20,993) leaves about $17,597 in depreciation. Add the projected $3,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,297 in total.

Both major predictive sources flagged the 2017 Durango as a below-average bet for reliability, consistent with FCA's weak standing in this era.

Dodge did not reach Consumer Reports' top 10 brand reliability ranking until 2019 (8th place, up from 21st the prior year), meaning in the 2017 model year window the brand sat well down the list among ~29 tracked brands.

The 2017 Durango was subject to three NHTSA safety recalls, including a critical rear-halfshaft disengagement defect and a cruise-control fault that could prevent the system from being switched off — both safety-system issues rather than minor trim fixes.

The volume 3.6L Pentastar V6 has a broadly solid long-term reputation (many examples reaching 200,000-300,000 miles with maintenance), but 2017-2020 model years specifically carry an elevated owner-reported rate of head gasket and rocker-arm/lifter ticking issues, keeping this out of top-tier territory.

Reviewers consistently called the 2017 Durango's cabin one of Dodge's best, with soft-touch surfaces, leather and heated-seat options, and a Beats premium audio system, though not quite matching true luxury rivals.

No widespread assembly complaints turned up for this model year, and J.D. Power's initial-quality-style scoring placed the Durango near the front of its segment, supporting a solidly-assembled-but-not-flawless rating.

Dodge benefits from FCA/Stellantis's large, dense US dealer footprint, but J.D. Power customer-service-satisfaction surveys have repeatedly placed Dodge and its sibling FCA brands below their segment averages, so coverage is strong while the service experience itself is only middling.

The Durango draws on Chrysler/Jeep/Ram's shared Pentastar/8-speed parts bin, giving it broad OEM and aftermarket parts availability at normal-for-segment pricing and an average annual maintenance cost in line with mainstream mid-size SUVs.

The volume GT trim's representative Uconnect 8.4 system is sized well below modern expectations; the base SXT ships with a smaller 5-inch unit.

Uconnect's menu logic and physical climate/audio controls were well regarded as easy to use for the era, even though the hardware is dated by current standards.

Not offered at all in 2017 — the Uconnect RA3/RA4 8.4-inch hardware's screen resolution did not support CarPlay or Android Auto, wired or wireless; only aftermarket retrofits exist.

Uconnect Voice Command and the optional 3D navigation with SiriusXM Traffic/Travel Link were functional but dated, typical of most owners preferring phone-based navigation when available.

An available Beats by Dr. Dre 10-speaker system with subwoofer is a genuine upgrade; the standard audio system is adequate but unremarkable.

A 7-inch reconfigurable TFT gauge cluster is available, but it's a partial-digital display gated to upper trims rather than a full, broadly available digital cluster.

This generation of Uconnect predates FCA's whole-vehicle OTA rollout; software and map updates were handled via USB or dealer visit, not wireless push updates.

Uconnect Access with SiriusXM Guardian provides remote start, remote lock/unlock and vehicle finder, but functionality is subscription-gated after an initial trial period.

Standard USB and 12V power outlets are present across rows, but there is no USB-C and no wireless charging pad offered for this model year.

Proximity keyless entry with push-button start and remote start are available across most trims, a solid convenience package for the era.

A rearview camera is standard and parking sensors are available on upper trims, but there is no 360-degree surround-view camera offered in 2017.

No head-up display was offered on any 2017 Durango trim.

Seven-seat capacity, wide door openings and a usable (if tight) third row make family loading workable, with LATCH anchors on both outboard 2nd-row positions.

NHTSA's 4-star overall rating (3 stars rollover on AWD) and IIHS's Marginal small-overlap result are mid-pack, and the key family ADAS (blind-spot monitoring, forward collision warning w/ auto-braking, adaptive cruise) are bundled into a Technology Group package only on Citadel/R/T — absent on the family-friendly SXT/GT trims.

Generous second-row space and a quiet, composed ride support multi-hour family trips, but the tight third-row legroom (31.5 in) and modest rear-seat entertainment/climate options on lower trims cap it short of best-in-class.

Reviewers describe the Durango as unusually nimble and easy to drive for a mid-size 3-row SUV, with light effort steering and a relaxed ride in traffic.

21 MPG combined on the volume V6 (17 MPG combined on the V8) is middling for the mid-size SUV class and well off segment-leading efficiency.

A 37.1 ft turning diameter and full-size footprint (201.2 in long) make the Durango about average to park and maneuver versus mid-size SUV peers; a standard backup camera helps offset its size.

Up to 7,400 lbs towing with the V8 (6,200 lbs V6) and roughly 1,330-1,420 lbs payload are strong for a unibody mid-size SUV, though it trails dedicated trucks and body-on-frame SUVs.

Consumer Reports rates this generation's reliability below average, with a notable share of owners reporting transmission issues within 100,000 miles — a real concern for sustained work-duty use.

As a unibody passenger SUV, the Durango offers only a standard trailer hitch and basic cargo tie-downs with no meaningful work-truck upfit ecosystem, onboard power, or rugged surfaces.

A quiet, composed highway ride and comfortable front/second-row seating support long trips, but adaptive cruise and lane-keeping assist (reducing driver fatigue) are confined to the Technology Group on upper trims only.

Available AWD and a respectable tow rating support light trailer/boat duty and gravel-road trips, though the Durango has no low-range or serious off-road hardware.

84.5 cu ft of max cargo space with the rear rows folded and an available roof rack/hitch combination handle typical road-trip gear well, even though bulkier cargo needs run into the mid-pack 47.7 cu ft behind the second row.

Reviewers consistently single out the Durango as unusually agile and composed for a 3-row mid-size SUV, with little body roll and confidence-inspiring grip from its car-based Grand Cherokee platform.

Steering is accurate and well-weighted enough for confident placement, but like most mid-size SUVs of the era it offers little genuine road feedback.

No major braking complaints surface in period reviews or owner reports; pedal feel and stopping power are characterized as competent without being a standout strength.

The 8-speed automatic shifts smoothly with both the Pentastar V6 and HEMI V8, giving responsive, well-calibrated drivability for the segment.

The Pentastar V6 is unobtrusive under normal driving, and the available HEMI V8 adds a pleasant exhaust note without becoming coarse or intrusive.

A 37.1 ft turning diameter is roughly mid-pack for a mid-size SUV of this footprint.

A commanding seating position, good outward visibility and a straightforward control layout make the cabin easy to settle into, with power seat/wheel adjustability on upper trims.

The volume V6 GT is pleasant but unremarkable to drive; the HEMI-powered R/T adds genuine enthusiast appeal with its exhaust note and stronger acceleration, lifting the Durango above the segment's most appliance-like entries overall.

Base SXT included a 5-inch Uconnect touchscreen, keyless entry, second-row tri-zone climate and standard third-row seating, which was reasonably generous for a sub-$30K starting point, but cloth seats and basic audio left it short of segment-leading.

Standard third-row seating, up to 7,400 lb towing and a rare-for-the-segment 5.7L V8 option gave the Durango more capability per dollar than most crossover-based midsize SUV rivals, offsetting its worse-than-average fuel economy.

Five distinct trims (SXT, GT, Citadel, Citadel Anodized Platinum, R/T) each offered in RWD or AWD, spanning a $30K work-oriented hauler to a $45K near-luxury V8 performance model.

68,761 units sold in the US in 2017 — the Durango's best year since 2006 and a real upswing — but still well behind segment leaders like the Explorer, Highlander and Pilot, placing it as a steady mid-pack seller rather than a leader.

Dodge's image in 2017 leaned on performance halo models (Challenger/Charger Hellcat) rather than SUVs; the Durango lacks the aspirational pull of its Jeep Grand Cherokee platform-mate or premium rivals, landing on neutral brand perception.

FCA/Dodge dealers were known for some of the largest customer-cash incentives in the midsize SUV class through this era to compete against stronger-selling rivals, benefiting buyers willing to negotiate.

The third generation launched for 2011 with a 2014 mid-cycle refresh; by 2017 the platform was six model years old with no redesign until 2021, putting it solidly mid-cycle and trending toward aging rather than current-tech-forward.

Reviewers praised the V8's power and road manners but consistently flagged below-par crash-test scores and overall class standing; The Car Connection placed it in the bottom third of the midsize SUV class for 2017, with no major comparison-test wins or industry awards found.