2018 Dodge Durango

The 3.6L V6 is standard across the SXT and GT trims that make up the bulk of 2018 Durango volume; the V8 and new SRT are low-volume options.

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

Instrumented figure for the base V6 configuration, the volume powertrain carried over unchanged into 2018.

The Pentastar V6 pulls smoothly at light throttle but strains and gets coarse under hard acceleration or load, lacking the V8's effortless mid-range; the new-for-2018 second-generation 8-speed logic helps keep it in its power band slightly better than before.

2018 brought a new second-generation ZF-sourced 8-speed automatic with a T-grip shifter (replacing the rotary dial) across the range; reviewers note crisp, decisive shifts with no notable hunting.

Manufacturer-rated max for the standard V6 powertrain.

AWD is optional (not standard) on V6 and 5.7L trims with a conventional single-speed system, and standard on the new SRT; a low-range transfer case with a neutral tow position is available only on 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 2018 — the new SRT trim is a straight-line performance model, not an off-road one. Ground clearance and approach/departure angles are modest and the lineup is pavement-oriented.

2018 expanded the lineup to three gas engine choices with the addition of the new 6.4L SRT 392 alongside the carryover 3.6L V6 and 5.7L V8, spanning mainstream to performance needs — but all three remain conventional gasoline with no hybrid or electrified option.

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; AWD matches despite slightly lower city MPG due to tank capacity.

EPA standard annual fuel cost estimate for the V6 configuration.

All 2018 Durango engines, including the 5.7L and new 6.4L SRT V8s, run on regular unleaded gasoline with no premium requirement.

NHTSA's overall rating for the 2018 Durango is 4 stars, driven down from a possible 5 by the frontal rating; side crash protection is a perfect 5 stars.

Good in moderate overlap front, side, roof strength and head restraints, but Marginal in the small overlap front driver-side test and Marginal headlights — both disqualifying for Top Safety Pick, which the Durango did not earn for 2018.

Forward collision warning, AEB, adaptive cruise, blind-spot monitoring, rear cross-traffic alert, lane departure warning and lane-keep assist are all bundled into an optional Technology Group available only on the R/T and Citadel trims; the SXT and GT volume trims cannot get any of them.

When equipped with the optional Forward Collision Warning w/ Crash Mitigation, IIHS rated the system Superior in front crash prevention, avoiding the collision in both the 12 mph and 25 mph vehicle-to-vehicle tests; no pedestrian AEB test result was published for this generation.

Blind-spot monitoring with rear cross-traffic alert is alert-only and offered solely as part of the optional Technology Group on R/T and Citadel, so most Durango buyers on volume trims go without it.

Lane departure warning and lane-keep assist are limited to the optional Technology Group on upper trims and are a basic warn-and-nudge system of this era, not true lane centering.

Adaptive cruise control is available only in the Technology Group on R/T and Citadel; it is a conventional ACC without an integrated highway-assist/lane-centering pairing, consistent with FCA's ADAS offerings of this generation.

No hands-free highway driving system was offered on any 2018 Durango trim.

IIHS rated both headlight configurations offered on the 2018 Durango (halogen and HID) Marginal, the second-lowest rating, with no Good-rated option across the range.

Forward and side sightlines are decent but wide rear roof pillars and the rear headrests hamper the view out the back; a rearview camera became standard across the range for 2018, partially compensating.

Full LATCH lower anchors plus tethers are provided on both outboard second-row seats, which install easily, but the third row has tether anchors only (no lower anchors) and those tethers are partially obstructed by an upholstery flap, making a third child seat workable only via the seatbelt method.

Standard three-row seating for seven on SXT/GT/Citadel/R/T; optional second-row captain's chairs drop capacity to six.

Manufacturer-published front headroom for the 2018 Durango, unchanged since the 2014 refresh of this generation.

Manufacturer-published front legroom for the 2018 Durango.

Second-row headroom from manufacturer specifications; seats 7, so the item applies.

Second-row legroom from manufacturer specifications; seats 7, so the item applies.

Third row (37.8 in headroom / 31.5 in legroom) is unusually tall and accessible for the segment — Edmunds calls it 'surprisingly spacious' and ranks it behind only the Expedition for third-row comfort — but legroom is still tight enough that it's kid-friendly and adults-short-trip only, not genuinely adult-usable long-term.

Manufacturer-published cargo volume behind the second row with the third row folded.

Manufacturer-published maximum cargo volume with both rear rows folded flat.

Conventional but competitive storage: deep center console/bin, door pockets, available second-row underseat bins and a flip-up load floor; no standout innovation like a giga-console or in-floor trunk.

Front and second-row seats are generally praised as supportive and comfortable on long drives, with available heated/ventilated front seats and heated second row on upper trims; not class-leading but solidly competitive.

Multiple period reviews describe the ride as supple and composed with body roll kept in check for a large unibody SUV, a strength relative to segment rivals.

No instrumented interior noise data found for 2018; period reviews treat the cabin as reasonably composed at highway speed but not singled out as exceptionally quiet, consistent with a mid-size unibody SUV of this era.

Heated front/rear seats, heated steering wheel, and remote-start-linked climate preconditioning are available, but only from GT/Citadel trims up — not standard or widely available on the SXT volume trim, and factory wireless-charging/USB provisioning is limited.

The SXT is the entry trim for 2018, with the new SRT added at the top of the range for this model year.

Edmunds identifies the GT, not the base SXT, as the most popular 2018 Durango trim, so I scored the GT RWD as typically equipped as the volume configuration.

RepairPal puts annual maintenance in the $499-623 range, slightly above the average full-size SUV; NHTSA shows above-average electrical/lighting complaints for 2018, so I added a repair margin on top of pure maintenance for a 5-year estimate.

This sits mid-pack for a mainstream mid-size SUV but trails the segment's resale leaders (Toyota/Honda), consistent with Dodge's generally weaker residuals.

This is FCA's standard basic warranty for the period and the floor of the segment band; Hyundai/Kia rivals of the era offer longer coverage.

This is the floor of the segment band, well short of Hyundai/Kia's 10-year/100,000-mile powertrain coverage from the same era.

Dodge did not advertise a complimentary scheduled-maintenance program for the Durango in this era; owners get roadside assistance for the length of the basic/powertrain warranty, which is a basic perk rather than a meaningful inclusion.

$38,990 volume-trim price minus its estimated resale value after 5 years (50.7% retained, or about $19,768) leaves about $19,222 in depreciation. Add the projected $5,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,622 in total.

Sources disagree: J.D. Power's forecast is average while an independent recall-weighted index rates it below average, and Consumer Reports flagged insufficient owner-survey sample size for this model year — a mixed-signal picture rather than a confident read.

Dodge posted its best-ever result in J.D. Power's 2018 Vehicle Dependability Study, but that still placed the brand mid-pack rather than top-tier; Consumer Reports had Dodge around the lower-middle of its brand rankings in this era (21st, before a later climb to 8th in 2019).

Five NHTSA recalls were issued against the 2018 model year, several touching safety-critical systems — a cruise-control short that could prevent the driver from disengaging it, a voltage-regulator failure that could stall the engine, and an ABS module fault that could disable ABS/ESC and allow roll-away without the brake pedal depressed — a heavier and more safety-relevant pattern than typical for the segment.

The volume powertrain pairs the 3.6L Pentastar V6 — in production since 2011 with a well-established reputation for routinely exceeding 200,000 miles with normal maintenance — with the TorqueFlite 8-speed automatic, a combination with no systemic failure pattern by this model year.

Soft-touch surfaces and nicely textured materials are present throughout, especially on upper trims, but reviewers consistently call the construction 'nothing special' and note it falls short of the related, pricier Jeep Grand Cherokee — competitive for the price rather than class-leading.

Assessments split: some owners and reviewers call assembly excellent and rattle-free, while others document out-of-spec panel gaps (hood, doors, quarter panel) and a rattling rear door — a generally solid build with scattered real complaints rather than a consistent standout.

Dodge's nationwide dealer footprint is dense via the shared Chrysler-Dodge-Jeep-Ram network, but service satisfaction has trended below the mainstream-brand average in J.D. Power's Customer Service Index, giving adequate coverage paired with a mixed service reputation.

RepairPal puts the Durango's annual repair/maintenance cost well below the full-size SUV average, with low repair frequency and average severity, and ranks it 3rd of 14 in the class — reflecting the wide parts availability and large aftermarket typical of a high-volume Chrysler/Dodge platform.

Volume SXT/GT trims carry the standard 7-inch Uconnect 4 touchscreen; the larger 8.4-inch Uconnect 4C Nav display is reserved for upper trims.

FCA's Uconnect system was widely regarded in this era as one of the fastest and most intuitive factory infotainment systems, with logical menus and real physical climate controls retained alongside the touchscreen.

Apple CarPlay and Android Auto are standard across the 2018 lineup, but only via wired USB connection — wireless projection was not yet offered on any Durango trim this model year.

Uconnect 4C Nav (available on R/T/Citadel/SRT, optional on GT) adds competent native navigation and voice command, but the base SXT/GT Uconnect 4 lacks built-in nav and most owners would rely on phone projection instead.

Base 6-speaker audio is adequate; an available Beats-branded premium audio system on upper trims is a genuine step up and was well-regarded for the segment at the time.

The 2018 Durango uses analog gauges with a small reconfigurable driver-info display between them rather than a full digital cluster; a larger configurable display is bundled with higher trims but it is not a full-width digital gauge cluster of the kind rivals were beginning to offer.

Mid-2010s Uconnect supported map/software updates via USB/dealer rather than meaningful over-the-air whole-vehicle updates; FCA's OTA push came with later Uconnect generations, after 2018.

Uconnect Access (subscription-based after a trial period) provides remote start, lock/unlock and vehicle locate via a smartphone app on equipped trims, which was competitive for the era but not free long-term and lacks a digital key.

Durango offers a modest set of USB-A ports (front console, available rear) with no USB-C and no factory wireless charging pad in 2018 — the wireless charging option offered on the 2014-2016 Durango had been dropped by this model year.

Proximity keyless entry with push-button start and remote start are available but reserved for GT and above — the base SXT volume trim uses a traditional key/fob without proximity entry.

A rearview camera is standard, and front/rear parking sensors are available on upper trims, but there is no surround/360-degree camera system on the 2018 Durango.

No head-up display is offered on any 2018 Durango trim, including the range-topping SRT.

Wide rear doors, a second row mounted higher than typical crossovers, standard LATCH anchors, and an available second-row bench or captain's-chair console give good flexibility for car seats and stroller-era loading, though the low, tight-opening liftgate and narrow third-row aisle are minor downsides.

NHTSA's 4-star overall rating and an IIHS Marginal small-overlap front result are middling for the segment, and the Technology Group (AEB, blind-spot monitoring, adaptive cruise, lane departure warning) is an option bundle not available at all on the base SXT family trim.

A supple, composed ride and a genuinely usable (if snug) third row make the Durango a capable multi-hour family hauler, though rear entertainment/climate amenities are modest unless upper trims are optioned.

AutoWeb notes the big Durango 'manages to feel smaller than it is' around town with a tight front overhang easing parking, and the V6/8-speed combination is smooth in traffic, though slow steering (per Edmunds) adds a bit of effort in tighter maneuvers.

EPA-rated 19/26/21 mpg city/highway/combined for the V6 is below-average for a mid-size SUV commuter, meaning noticeably higher fuel spend than class-leading rivals despite requiring only regular unleaded.

At 201.2 in long the Durango is sizable for city use, but a 37.1 ft turning circle (V6) and a standard rearview camera keep it manageable; no 360-degree camera is offered to help with its footprint.

The volume V6 tows up to 6,200 lbs, with the V8 R/T (7,400 lbs) and SRT (8,700 lbs) offering real headroom above typical mid-size-SUV norms — strong for towing duty, though there is no bed or dedicated cargo-hauling capacity beyond the standard cargo area.

The Durango's unibody/Grand Cherokee-derived platform underpins the Durango Pursuit police package, suggesting a reasonably durable chassis for hard use, but mainstream reliability surveys for this generation are average to below-average, short of a proven fleet-duty reputation.

As a unibody SUV with carpeted cargo floor and no bed, the Durango offers only a standard hitch receiver and roof-rail accessory mounts for work use — no tie-down-rich cargo floor, onboard power outlet, or upfit ecosystem comparable to a truck.

A composed highway ride and comfortable seating support long trips, and a roughly 24.6-gal tank at 21 mpg combined gives a reasonable ~500-mile highway range, but ADAS driver-assist features that reduce fatigue are optional-only and absent on the base trim.

Optional AWD and a respectable tow rating support light adventure use (trailers, bike/roof racks), but 8.1 in of ground clearance and no low-range or off-road-tuned suspension leave it pavement-oriented compared to body-on-frame or off-road-badged SUVs.

60/40-split second row and 50/50 third row seats, 47.7 cu ft behind the second row, and up to 84.5 cu ft with both rows folded give solid flexibility for bulky gear, with roof rails available for additional capacity.

Reviews are mixed but lean toward 'secure, not sporty': Consumer Reports and AutoWeb praise body-roll control and composure for a vehicle this size, while Edmunds notes the Durango feels bigger than it is in corners due to slow steering and modest tire grip on the volume trim.

Edmunds specifically calls out slow, light steering with little feedback on the volume Durango — a known weak point relative to class rivals.

No instrumented 2018-specific stopping-distance data was found; absent specific praise or criticism, braking is treated as adequate and unremarkable for a mid-size SUV of this era (the Brembo-equipped SRT, not the volume trim, is the standout performer in the lineup).

The 3.6L Pentastar V6 paired with the 8-speed automatic shifts smoothly and is generally well-regarded for drivability, though outright response is leisurely compared to the V8 trims.

The Pentastar V6 is reasonably refined and quiet under normal driving but becomes more vocal under hard acceleration; no major noise or vibration complaints are noted for the 2018 model year specifically.

Curb-to-curb turning diameter for the volume V6 configuration; V8-equipped trims (R/T, SRT) have a wider 41 ft circle.

A commanding, SUV-high seating position, good outward visibility, and Uconnect's retained physical climate/audio controls alongside the touchscreen make for an easy, familiar driving position with minimal learning curve.

The volume V6 Durango is a comfortable, competent family hauler rather than an engaging one — enthusiast appeal in the lineup is concentrated in the R/T and new-for-2018 SRT V8 models, neither of which is the scored configuration.

For 2018 Dodge made a backup camera and a 7-inch Uconnect touchscreen standard across the range, closing a gap versus rivals that already included them at base, but the SXT still rides on cloth seats with few standard driver-assist features.

A genuine 3-row SUV with up to 6,200 lb (V6) or 8,700 lb (V8 Tow N Go) towing and an available HEMI V8 at a mainstream price undercuts many 3-row crossovers on outright capability per dollar, even though its interior materials and fuel economy lag.

Five trims (SXT, GT, Citadel, R/T, and the new-for-2018 SRT) span work-grade V6 family hauler to a 475-hp performance SUV, with RWD/AWD choices across most of the range.

65,947 units sold in the US in 2018 is a steady, respectable mid-pack result for an aging platform, but it trails high-volume 3-row leaders like the Explorer and Highlander by a wide margin.

Dodge's performance/muscle identity gives the Durango (especially SRT) a real enthusiast following, but the brand carries a mainstream, lower-middle image for family-SUV buyers next to Toyota/Honda and sits behind Jeep within its own corporate family.

FCA supported the 2018 Durango with substantial incentives, including bonus cash and lease cash offers, typical of the brand's heavier-than-average discounting in this period.

The third-generation (WD) Durango dates to the 2011 model year, making 2018 its eighth year on the same platform; this year's facelift (SRT addition, standard touchscreen/backup camera, new steering wheel and shifter) refreshes content without changing the underlying architecture.

Edmunds named the 2018 Durango one of its Best Midsize SUVs, and reviewers consistently praise its towing, third-row space and infotainment, but other outlets mark it down for dated crash-test performance and below-average fuel economy, and it rarely tops head-to-head comparisons against newer 3-row rivals.