2019 Dodge Durango

Standard engine across SXT/GT trims, which made up the bulk of 2019 Durango volume.

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 V8s; reviewers routinely steer buyers toward the HEMI for that reason.

The ZF-sourced TorqueFlite 8-speed automatic 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, best-in-class for V6 mid-size SUVs in 2019.

AWD is optional (not standard) on V6 and 5.7L trims with a conventional single-speed system; a low-range transfer case is available only on 5.7L/6.4L 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 2019; ground clearance and approach/departure angles are modest and the lineup is pavement-oriented.

Three gas engine choices (3.6L V6, 5.7L V8, 6.4L V8 SRT) span mainstream to performance needs, but all are 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 at 517 miles despite slightly lower MPG due to tank capacity.

EPA standard annual fuel cost estimate for the V6 configuration.

All 2019 Durango engines, including the V8s, run on regular unleaded gasoline with no premium requirement.

NHTSA's full test of the 2019 Durango returned 4 stars overall, with 4 stars in the frontal and rollover tests and 5 stars side, a solid but not class-leading result.

IIHS rated the 2019 Durango Good in moderate overlap front, side, roof strength and head restraints, but Marginal in the driver-side small overlap front test and Marginal for both available headlight configurations — a key-test shortfall that disqualifies it from Top Safety Pick despite otherwise strong crashworthiness.

Nothing in the ADAS suite is standard on the volume GT trim or below — forward collision warning, automatic emergency braking, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert are all optional equipment, and several are unavailable at any price on the base SXT. Citadel/R/T buyers need the extra-cost Technology Group package to get any of it.

When equipped with the optional Full Speed Forward Collision Warning Plus system, IIHS rated front crash prevention Superior for vehicle-to-vehicle, avoiding the collision in both the 12 mph and 25 mph tests. However, the system was not tested for pedestrian detection — IIHS lists pedestrian front crash prevention as not available, so there is no AEB protection for the most vulnerable road users even on equipped trims.

Blind-spot monitoring with rear cross-path detection is optional across the lineup and unavailable on the base SXT; reviewers describe it as alert-only with no active steering or braking intervention.

Lane departure warning and lane keep assist are bundled only in the optional Technology Group package on Citadel/R/T (and available from GT up); the era's FCA implementation is a basic warning-plus-nudge system with no lane-centering capability, consistent with contemporary reviews of this generation.

Adaptive cruise control with full stop-and-go is available from GT trim up (marketed as 'Set It and Breathe'), a capable system for its era, but it is optional rather than standard and is not paired with any highway/lane-centering assist feature.

No hands-free highway driving system (BlueCruise/Super Cruise/FSD-equivalent) existed on the Durango lineup in 2019.

IIHS rated both available headlight configurations Marginal, the second-lowest grade, meaning even equipped trims underperform on real-world nighttime illumination.

Large mirrors and an available rearview camera give adequate rearward awareness, but reviewers note average forward sightlines and a thick rear roof pillar/high rear headrests that hamper reversing visibility, with the backup camera described as lacking clarity.

IIHS gave the Durango's LATCH ease-of-use an A rating; two complete lower-anchor sets on the second-row outboard seats plus tumble-forward second-row seats make installing multiple car seats straightforward, and Cars.com's seat check found room to fit three car seats across one row. The one gap is no LATCH lower anchors in the third row, which relies on seatbelt installation only.

Three-row mid-size SUV seating 7 in standard configuration across all 2019 trims, with an optional 6-passenger 2nd-row captain's chair layout.

Standard front headroom figure for the 2019 Durango, consistent across trims (no sunroof deduction noted for volume trim).

Front legroom sits near the low end of the mid-size SUV band — adequate but not class-leading.

Second-row headroom is excellent for the segment, aided by the tall unibody roofline shared with the Jeep Grand Cherokee platform.

Second-row legroom is above-average for a mid-size three-row SUV.

Third row is unusually roomy for the class — reviewers note it even edges out 2nd-row legroom (33.5 in) and ranks behind only the Ford Expedition for 3rd-row comfort among 3-row SUVs — but access is awkward via a narrow aperture and the row seats two, not three, so it reads as kid-friendly/short-trip for adults rather than full adult-usable.

Mid-pack cargo volume behind the second row with the third row stowed.

Strong maximum cargo capacity with both rear rows folded flat, ahead of most mid-size 3-row crossover rivals.

Conventional console bin, door pockets and a cargo management system are present, but nothing distinguishes the Durango's interior storage from segment norms — no standout innovation.

Owners repeatedly cite seat comfort, including the 2nd and 3rd rows, as a strongest attribute; leather-faced seats with heating/ventilation available on upper trims add to long-haul comfort.

Ride is generally composed and planted with a truck-like heft that absorbs most bumps well, though some owners flag it as less smooth than car-based crossover rivals and large wheel options firm it up.

Owners specifically praise interior quietness as a strength, though the aging platform and large unibody admit some wind/road noise versus newer crossover rivals.

Tri-zone automatic climate control is standard fleet-wide, but heated front/2nd-row seats, ventilated front seats and a heated steering wheel are reserved for Citadel and above rather than broadly available.

Entry SXT RWD is the published base MSRP for the 2019 lineup, which also includes GT, Citadel, R/T and SRT trims up to $63,245.

GT is the best-selling mid-level trim for the 2019 Durango, adding the V6/8-speed combo, tri-zone climate, and larger touchscreen over SXT.

Edmunds/RepairPal-derived class estimate for the 2019 Durango's first five years of ownership, below the segment's higher end for body-on-frame-adjacent 3-row SUVs.

The 2019 model year specifically shows steep depreciation typical of mainstream Dodge SUVs, well below segment leaders like Highlander or 4Runner.

Standard FCA/Dodge basic warranty for the 2019 model year, at the low end of the segment band versus Hyundai/Kia's longer coverage.

Standard FCA/Dodge powertrain warranty for 2019, at the floor of the segment band versus 10-year powertrain coverage offered by Hyundai/Kia/Mitsubishi.

FCA did not bundle complimentary scheduled maintenance on mainstream Dodge SUVs in 2019 — owners get only the standard roadside assistance tied to the warranty term, no included service visits or charging/connected-service trial perks beyond a short Uconnect data trial.

$34,895 volume-trim price minus its estimated resale value after 5 years (36.7% retained, or about $12,806) leaves about $22,089 in depreciation. Add the projected $3,672 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,761 in total.

Third-generation Durango (WD, 2011–) is a carry-over for 2019 with no mechanical changes, so predicted reliability tracks the established generation. Sources disagree: J.D. Power's consumer-facing quality & reliability rating for the 2019 model is 82/100 ('Great'), but Consumer Reports' own 2019 brand-reliability writeup specifically named the Durango the least reliable model in Dodge's lineup that year even as the brand overall improved — a genuinely mixed signal rather than a clean average.

Dodge was mid-pack to below-average for years but was mounting a genuine turnaround right around 2019: Consumer Reports' 2019 brand rankings had Dodge climb 13 spots to #8, the best of any domestic automaker, and J.D. Power's Initial Quality Study had Dodge in 8th for 2019 before tying for 1st outright in 2020. That trajectory supports mid-to-upper mid-pack rather than bottom-third.

NHTSA shows 4 recalls against the 2019 Durango, including a notable ABS-module defect that can illuminate brake lights and allow the vehicle to start/shift out of Park without the brake pedal applied — a rollaway risk later reissued as recall 22V-426 — plus a rearview-camera image-lingering recall and a 2020 powertrain-related recall. None are the most severe class (fire/airbag), but the rollaway-risk ABS recall is more than cosmetic, placing this at typical-to-slightly-elevated recall activity rather than a clean record.

The volume-trim 2019 Durango (SXT/GT) runs the 3.6L Pentastar V6, widely regarded as the more durable and proven of the Durango's two engine options with a solid high-mileage track record; the optional 5.7L HEMI V8 (R/T/Citadel) carries more owner-reported issues (valve-seat wear leading to compression loss around 60,000–100,000 km, the 'HEMI tick'). Scoring the volume V6 configuration, durability reputation is solidly above-average with no systemic red flags.

Reviewers describe the cabin as upscale-feeling with soft-touch surfaces even on lower SXT/GT trims and genuine leather on higher trims, but note the materials are only average for the class and the construction doesn't match the platform-sharing Jeep Grand Cherokee's perceived quality — competitive but not class-leading for a Premium-class mid-size SUV.

No systemic complaints about panel gaps or rattles surfaced in owner/critic reviews for this generation, and brand-wide initial-quality data trends strongly positive right around this model year (Dodge 8th in J.D. Power's 2019 IQS, tied 1st in 2020), consistent with KBB owner sentiment of 90% recommending the vehicle. Solid, generally consistent assembly rather than class-leading or problematic.

Dodge shares Stellantis' large, long-established US Chrysler-Dodge-Jeep-Ram dealer network, giving broad geographic coverage, but FCA/Stellantis brands have historically trailed import brands in dealer service-satisfaction studies. No 2019-specific CSI figure was found directly, so this is scored on the general, well-documented pattern of wide network reach paired with mid-pack service reputation rather than a retrieved figure.

RepairPal estimates average annual repair/maintenance cost at $675 and a 10-year total around $11,445, in line with mainstream (non-luxury) full-size SUV norms, with major repairs described as uncommon. Mopar parts and a large domestic aftermarket keep parts broadly available and reasonably priced, supporting a comfortably above-average score.

The volume GT trim carries the 8.4-inch Uconnect 4C display; the base SXT uses a smaller 7-inch unit.

Uconnect 4C was widely regarded as one of the more responsive and logically laid-out systems of its era, with physical climate controls retained alongside the touchscreen.

Apple CarPlay and Android Auto are standard across the 2019 lineup on both the 7-inch and 8.4-inch Uconnect screens, but only via a wired USB connection — wireless projection did not arrive on Durango until the later Uconnect 5 generation.

Optional Uconnect 4C NAV (UAQ) provides usable built-in navigation and basic voice commands, but most owners rely on CarPlay/Android Auto for mapping and the native voice assistant is functional rather than natural-language.

Base 6-speaker audio is adequate, with an available upgraded Alpine premium speaker system on higher trims providing a modest but not segment-leading improvement.

The 2019 Durango uses a 7-inch configurable driver information screen flanked by analog gauges rather than a full digital cluster — a partial-digital setup across the lineup.

2019-era Uconnect had no meaningful over-the-air whole-vehicle update capability; software and map updates were handled via USB or dealer visit.

Uconnect Access app supports remote start, lock/unlock and vehicle finder, but core functions require a paid subscription after the trial period and there is no digital-key feature.

Standard USB and 12V outlets are present via the Uconnect Media & Charging Center across front and rear rows, but there is no wireless charging pad offered on the 2019 Durango.

Proximity keyless entry with push-button start and remote start are available from the GT trim up, but the base SXT retains a traditional key — no phone-as-key capability exists on this generation.

A rearview camera is standard fleet-wide and rear/front ParkSense sensors are available on GT/Citadel trims, but no factory 360-degree surround camera system is offered for 2019 — only aftermarket interfaces exist.

No head-up display is offered on any 2019 Durango trim.

Wide door openings, LATCH anchors in the 2nd row (and 3rd row on most configurations), and nearly 85 cu ft of max cargo make loading kids and gear manageable, though the narrow 3rd-row aperture is a minor daily annoyance.

Forward collision warning, adaptive cruise, and blind-spot monitoring with rear cross-path detection became available across the 2019 lineup, but they are optional rather than standard on the more affordable trims families actually buy.

Generous 2nd/3rd-row space, tri-zone climate, and strong rear-seat comfort reviews support multi-hour family trips, though rear entertainment and USB provisioning are modest versus newer three-row rivals.

The V6 Durango is composed and comfortable in traffic but its size, slow steering and truck-like dynamics make it noticeably less effortless to thread through daily driving than car-based crossover rivals.

EPA-rated around 19/26/22 mpg city/highway/combined with the volume V6, this is an average-to-below-average running cost for the mid-size SUV class, with the available V8s costing considerably more per mile.

A 37.1-ft curb-to-curb turning diameter is mid-pack for the class, but the Durango's large footprint and reviewer-noted sluggish steering make tight urban parking more effortful than smaller 3-row rivals.

The volume V6 tows up to 6,200 lbs — best-in-class for a V6 mid-size SUV at the time — with the available 5.7L V8 reaching 7,400 lbs and the SRT 6.4L V8 up to 8,700 lbs, giving real capability headroom across the lineup.

The Grand Cherokee-derived unibody platform has been in production since 2011 with a well-proven drivetrain, and JD Power rates 2019 quality/reliability as 'Great' (83/100), but it is not a vehicle purpose-built or widely fleet-deployed for hard work duty.

Cargo tie-downs and an available cargo management system exist, but the Durango has no meaningful upfit ecosystem, onboard power outlets for tools, or washable work-oriented surfaces — it is not marketed or equipped for jobsite use.

Comfortable, quiet-praised cabin and a 24.6-gallon tank yielding roughly 540 miles of combined-cycle range on the V6 support highway touring, though adaptive cruise and lane-keeping are optional extras rather than standard mile-eating aids.

Available AWD and strong tow ratings support hauling toys (boats, trailers, bikes) to the outdoors, but the Durango lacks any genuine off-road hardware (low-range, locking diffs) or notable ground clearance advantage.

A 40/20/40-split 2nd row, 50/50-split 3rd row, standard roof rails, and 85.1 cu ft of max cargo volume give real flexibility for bulky gear, trading some outright cargo depth for the 3rd-row seating most rivals in this class also carry.

Reviewers consistently describe the V6 Durango as feeling larger than it is in corners, citing slow steering and limited tire grip that make it a 'large, lumbering SUV' relative to car-based crossover rivals.

Steering is reported as slow-ratio and numb, prioritizing light effort over feedback — consistent with the platform's 2011-era tuning.

Instrumented 60-0 mph stops of 125 ft are about average for the class, but the pedal is soft with long travel and repeated hard stops showed brake fade and reduced ABS effectiveness.

The 3.6L V6 paired with the 8-speed automatic shifts smoothly in normal driving, though the engine can feel taxed moving the Durango's substantial curb weight under hard acceleration.

Owners specifically cite interior quietness as a strength, suggesting acceptable powertrain noise isolation for the segment even though the V6 is not especially refined-sounding under load.

Mid-pack turning diameter for a mid-size 3-row SUV; sources vary between a 37.1 ft curb-to-curb figure and a ~41 ft wall-to-wall figure, with curb-to-curb used here as the standard measurement.

A commanding, truck-like seating position with wide adjustability and clearly laid-out physical climate controls alongside the touchscreen is generally easy to live with, though owners note compromised forward visibility.

The volume V6 Durango is a comfortable, competent cruiser rather than an engaging drive — the muscle-car character and genuine enthusiast appeal of this platform live in the separately-trimmed R/T and SRT V8 models, not the mainstream V6.

Base SXT includes a rearview camera, 7-passenger seating (3rd row), Uconnect touchscreen, and keyless entry — competitive but not class-leading base content versus rivals like the Highlander/Pilot that add more driver-assist tech standard.

Durango undercuts most 3-row rivals while offering a standard V6 and class-rare available V8s (R/T 5.7L, SRT 6.4L) with up to 8,700 lb towing — strong performance/capability per dollar even though luxury-trim pricing climbs steeply.

Seven distinct 2019 trims (SXT, GT, GT Plus, Citadel, Citadel Anniversary Edition, R/T, SRT) span family-focused to high-performance, each offered RWD or AWD (SRT AWD-only) — a wide, well-spaced range.

67,599 US units in 2019, up ~3% from 65,947 in 2018 — steady, modestly growing mid-pack seller, well behind segment volume leaders like the Explorer, Highlander or Traverse.

Dodge carries a performance-enthusiast halo (reinforced by the Durango SRT) but lacks the mainstream reliability/desirability reputation of Toyota or Honda — a neutral-to-mixed brand perception overall.

FCA/Dodge was known for aggressive incentives and dealer discounting on the Durango throughout 2019, giving buyers meaningful negotiating room without desperation-level pricing.

The third generation dates to model year 2011; 2019 carries over the 2018 facelift (new fascia, grille, Uconnect 4C, SRT debut) but the underlying platform and interior architecture are 8 years old with no full redesign on the horizon — an aging generation.

J.D. Power ranked it the #3 Best Midsize SUV of 2019 and U.S. News placed it #6 of 21 Affordable Midsize SUVs (8.0/10) — well-reviewed, particularly for handling and towing, but rarely the outright pick of comparison tests and dinged for driver-side small-overlap crash performance.