2020 Dodge Durango

Standard 3.6L Pentastar V6 on the volume SXT/GT trims is unchanged from 2019; the 5.7L HEMI V8 (360 hp) and 6.4L SRT V8 (475 hp) are optional/performance variants.

Peak torque for the standard V6 powertrain on the volume trim.

Instrumented test figure for the standard V6 powertrain on the volume trim; V8 and SRT variants are considerably quicker but are not the standard engine.

The Pentastar V6 is smooth at light throttle but feels strained and noisy under hard acceleration or towing in a 4,700+ lb SUV; the HEMI V8s deliver stronger, more effortless power but aren't the volume powertrain. The 8-speed automatic generally masks any turbo lag concerns since there's no forced induction.

The ZF-sourced 8-speed automatic (shared across all 2020 Durango powertrains) shifts crisply and rarely hunts, a consistent strength noted across Durango model years.

Maximum conventional towing rating across any 2020 Durango configuration, per manufacturer.

AWD is optional (not standard) on SXT/GT/Citadel/R/T with a basic on-demand single-speed system; only the SRT comes standard with a more sophisticated AWD system offering a low-range setting and neutral tow position.

Unibody mid-size SUV with no dedicated off-road trim, no locking differentials, and modest ground clearance (~8.1 in); AWD system is tuned for on-road/light-snow traction rather than off-road use, even on the SRT.

Three distinct gas engines spanning mainstream V6, towing-focused V8, and high-performance SRT V8 — solid breadth for a mainstream buyer, but no hybrid, PHEV, or EV option and no turbo-four alternative.

EPA combined rating for the standard V6 powertrain on the volume AWD trim.

EPA city rating for the volume V6 AWD configuration.

EPA highway rating for the volume V6 AWD configuration.

Calculated from EPA combined MPG and the Durango's 24.6-gallon fuel tank for the volume V6 AWD configuration.

EPA annual fuel cost estimate at standard assumptions for the volume V6 AWD configuration.

All 2020 Durango powertrains (V6, V8, SRT V8) run on regular unleaded gasoline with no premium requirement, keeping running costs straightforward despite the V8/SRT's higher consumption.

NHTSA tested the third-generation Durango and gave it an overall 4-star rating; AWD models lose a rollover star relative to RWD.

IIHS rated the Durango Good on moderate overlap front, side, roof strength and head restraints, but Marginal on the small overlap front driver-side test with a Poor-rated structure/safety cage, plus Marginal headlights — both disqualify it from any Top Safety Pick award.

Core ADAS (forward-collision warning/active braking, adaptive cruise, lane-departure warning) is bundled only in the optional $2,395 Technology Group on SXT/GT; blind-spot monitoring and rear cross-traffic alert are optional across the entire lineup, even on the volume GT trim, with forward-collision warning standard only on the top Citadel.

IIHS rated the optional Full-Speed Forward Collision Warning Plus system Superior for vehicle-to-vehicle front crash prevention, avoiding collisions at both 12 and 25 mph test speeds; IIHS did not run a pedestrian AEB test on this vehicle, so the top band's nighttime-pedestrian credit can't be fully confirmed.

Blind-spot monitoring with rear cross-traffic alert is alert-only (no active steering/braking intervention) and remains an option across every 2020 Durango trim rather than standard anywhere in the lineup.

The Durango offers only Lane Departure Warning Plus (alert-based) within the optional Technology Group — there is no lane-centering or active lane-keep-assist system offered on the 2020 model year.

Adaptive Cruise Control with Stop & Go is available (optional Technology Group) and functions through a full speed range, but it is not combined with a lane-centering system into an integrated highway-assist mode, and it isn't offered at all on lower trims without the package.

FCA/Dodge offered no hands-free supervised-driving system (no BlueCruise/Super Cruise/FSD equivalent) on the 2020 Durango or any 2020 Dodge product.

IIHS rated both the halogen and available HID headlight setups Marginal, citing inadequate visibility on curves across all four test configurations — a weakness present on every available headlight configuration, not just base trims.

Owners and reviewers consistently flag thick roof pillars, a tall hood and large headrests hurting outward sightlines, especially rearward and over-the-shoulder during lane changes; a basic backup camera is standard but there is no 360-degree camera to compensate, and rear park-assist sensors are absent on the base SXT.

IIHS rated the LATCH system 'Acceptable' (second-highest tier): second-row outboard seats get full lower-anchor-plus-tether hardware and a middle tether, but the third row has tether anchors only (seatbelt-installed) and some tether hardware is easy to confuse with other fittings; a high-back booster fits well in both rows 2 and 3, though fitting three car seats across isn't possible.

Volume trim (GT) ships with third-row seating standard; SXT buyers must add the $1,095 3rd Row Seating Group.

Consistent across 2020 Durango trims per aggregated manufacturer spec data.

On the tighter end for the segment band, reflecting the Durango's dated WD-platform cabin packaging.

Second-row headroom is generous for the segment thanks to the Durango's tall unibody roofline.

Second-row legroom is comfortably above segment midpoint.

At 31.5 in, 3rd-row legroom is among the best in the mid-size SUV class and the 2nd row tumbles forward for easy access, but low cushion height and reduced headroom back there keep it a kids/short-trip space rather than a genuine adult seat.

Mid-pack for the segment behind the second row.

Above-average maximum cargo capacity for a mid-size 3-row SUV.

Conventional console bin, door pockets and underfloor cubbies cover the basics but nothing distinguishes the Durango's storage from segment norms.

Front and 2nd-row seats are generally described as comfortable for daily and medium-length trips without being a standout.

Reviewers consistently describe a smooth, composed ride over most surfaces, tempered by a firmer, rugged-chassis feel compared to more car-like mid-size crossovers.

No major complaints about noise intrusion in reviews, but also no acoustic-glass or active noise cancellation features to set it apart; average for the segment.

Heated front and 2nd-row seats plus a heated steering wheel are available starting around the GT Plus trim, with ventilated seats on top trims, but none are standard on the volume configuration.

Entry SXT RWD trim with destination charge is the lowest priced way into a 2020 Durango.

GT is the Durango's best-selling trim; most GT buyers add AWD and a light options package over the $34,495 RWD base.

Edmunds True Cost to Own breaks out maintenance and repair separately by trim; GT/SXT figures are representative of the volume trim.

Depreciation sources disagree widely (38%-55% retention across KBB/CarEdge/iSeeCars methodologies); Durango consistently resides in the weaker half of the midsize SUV segment for resale, consistent with Dodge/Chrysler brand residuals generally trailing Toyota/Honda/Subaru rivals.

Standard FCA/Dodge basic warranty, unchanged for 2020 and matching segment-typical (non-Hyundai/Kia) coverage at the bottom of the normalization band.

Standard FCA powertrain warranty, at the low end of the normalization band versus Hyundai/Kia's 10-year coverage.

No complimentary scheduled maintenance plan is included, but Dodge bundles an above-average 5-year/100,000-mile roadside assistance program plus Uconnect/SiriusXM Guardian connected-service trials (3-month Assistance/Navigation trial, up to 10 years of basic Connect One features like remote start and vehicle health reports).

$38,590 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $15,436) leaves about $23,154 in depreciation. Add the projected $10,970 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $34,124 in total.

Signals diverge by source: Consumer Reports rates the 2020 Durango's overall reliability as "about average" for the model year after several prior years of decline from the mid-80s/5 into the 60s, while J.D. Power's consumer-facing quality & reliability rating for the 2020 model is markedly higher. Mixed-signal pattern between sources lands this mid-pack rather than top-tier.

Dodge (then FCA, now Stellantis) has historically landed in the bottom third of Consumer Reports' annual brand dependability rankings alongside sibling brands Jeep, Chrysler and Ram, even as Dodge took the unusual step of tying for #1 in J.D. Power's 2020 Initial Quality Study (problems in the first 90 days, not long-term dependability). The multi-year dependability picture (the item's actual ask) remains weaker than the initial-quality snapshot.

The 2020 Durango carries two NHTSA recalls, both minor and non-systemic: a rearview-camera software fix (lingering image after shifting out of reverse) and a side-curtain-airbag fastener that could be loose or missing on a batch of 2020-2021 units. Neither touches the powertrain or involves fire risk, and no major recall pattern is documented for this generation/year.

The volume-trim 3.6L Pentastar V6 is a mature, widely-shared FCA engine with a decade of real-world mileage across Dodge/Jeep/Chrysler/Ram products by 2020 and no systemic failure pattern, though owner forums document recurring rocker-arm and oil-cooler-leak complaints on this engine family and the 8-speed automatic has had its own software/shift-quality criticism. Proven family overall but with known, non-fatal wear points rather than a spotless record.

Reviewers consistently flag the base cabin's hard, dated plastics and "unremarkable" material quality relative to rivals like the Ford Explorer and corporate sibling Jeep Grand Cherokee, with the cabin only feeling upscale once the optional Premium Interior Group (suede headliner, wrapped dash) is added. That's a step below competitive-for-price on the volume trim.

No pattern of panel-gap, rattle or squeak complaints surfaces for this model year; by 2020 the third-generation Durango is a decade into production on a shared Jeep Grand Cherokee platform with assembly well sorted, consistent with Dodge's #1 finish in J.D. Power's 2020 Initial Quality Study.

Dodge's dealer footprint is nationwide via the large Stellantis dealer body, giving adequate geographic coverage, but service satisfaction trails the industry: Dodge posted 824 points in J.D. Power's 2021 Customer Service Index (reflecting 2020 service experiences) against an industry average of 847.

Parts are plentiful and reasonably priced thanks to heavy component-sharing across the Dodge/Jeep/Chrysler/Ram lineup and a large aftermarket catalog; average annual maintenance cost is in line with the mid-size SUV segment rather than notably cheap or expensive.

The volume GT trim carries the 8.4-inch Uconnect screen; the base SXT's standard unit is a smaller 7-inch display.

Uconnect 4/4C remains one of the better-regarded interfaces of its generation for logical menus and quick response, even on aging hardware, though it lacks the polish of newer systems.

CarPlay and Android Auto are supported but wired-only across every 2020 trim; wireless projection didn't arrive until the 2021 Uconnect 5 update.

Uconnect's voice command and optional nav are functional but unremarkable; most owners lean on phone projection instead.

Base audio is adequate; an available premium branded system on upper trims is a modest step up rather than a standout.

The cluster pairs analog speedometer/tach with a 7-inch configurable TFT driver-info screen rather than a full digital gauge display.

Uconnect Access can push occasional infotainment/map updates over Wi-Fi, but there is no whole-vehicle OTA software update capability on this generation.

The Uconnect app covers core remote start/lock/locate/horn-and-lights functions but requires an active Uconnect Access subscription after the trial period.

Only two USB-A ports are standard (front and a 2nd-row console port), with no USB-C and no wireless charging pad offered.

Proximity keyless entry and push-button start plus key-fob remote start are available on mid-to-upper trims, but not standard on the base volume configuration.

Backup camera is standard with rear parking sensors available on SXT and standard above it, and front+rear sensors standard on R/T, Citadel and SRT, but no 360-degree surround camera is offered at any trim.

No head-up display is offered on any 2020 Durango trim.

Large door openings and a 2nd row that folds and tumbles forward make loading kids and gear straightforward; LATCH anchors are provided in the 2nd row but 3rd-row LATCH access is limited.

IIHS rates the 2020 Durango Good in four of five tests (Marginal on driver-side small overlap, Marginal headlights) and NHTSA gives it 4 overall stars, but forward-collision warning, lane-departure warning and adaptive cruise all require the optional Technology Group rather than coming standard on family-friendly trims.

17.2 cu ft of cargo remains behind the 3rd row for a multi-stop family trip and 2nd-row climate vents are included, but rear-seat entertainment and amenities are thin on the volume trim.

The V6/8-speed combination is relaxed and effortless in traffic, though the Durango's size and weight make it less nimble than smaller crossovers.

EPA-rated 18/25/21 mpg city/highway/combined for the V6 AWD volume trim is below average for the mid-size SUV class, and worse still with the V8 engines.

A 37-foot curb-to-curb turning diameter and the Durango's large footprint make it noticeably less maneuverable in tight city/parking situations than most mid-size SUVs, per reviewer consensus.

Max towing ranges from 6,200 lbs (V6) to 7,400 lbs (5.7L V8) and 8,700 lbs with the 6.4L SRT V8 and Trailer Tow Group IV — solid but not class-leading, and there is no bed or dedicated cargo-box capability.

The Grand Cherokee-derived platform and Pentastar V6/HEMI V8 powertrains have a reasonably proven reliability reputation, including police Pursuit fleet use, though interior materials lean toward passenger comfort rather than work-truck toughness.

As a unibody SUV rather than a truck, the Durango offers only basic cargo tie-downs and no meaningful upfit/accessory ecosystem for jobsite use.

A composed highway ride and roughly 400+ miles of range on the V6's 21-gallon tank support road trips, and adaptive cruise is available via the optional Technology Group to ease driver fatigue.

Available AWD and a respectable tow rating support light trailer/toy hauling and gravel-road use, but there is no low-range transfer case or serious off-road hardware.

A 60/40 split-folding 2nd row, available roof rails and a factory tow hitch give reasonable flexibility for bulky gear, aided by the segment-competitive 84.5 cu ft max cargo volume.

The rear-wheel-drive-based unibody platform gives the Durango a more composed feel than a typical body-on-frame SUV, but reviewers consistently describe real-world cornering as hampered by its size, weight and heavy body lean.

Steering is described as slow and numb, prioritizing light effort over driver feedback.

No major complaints surfaced about pedal feel or fade; braking performance is adequate for the class without being a standout.

The 3.6L Pentastar V6 paired with the 8-speed automatic is well regarded for smooth, responsive shifts and quick part-throttle response.

The V6 is reasonably refined under normal driving with no notable vibration complaints, though it becomes more vocal under hard acceleration.

Better than the segment midpoint, though some secondary sources list figures as high as 41 ft depending on wheel/tire package.

A commanding seating position, wide adjustability and a conventional, easy-to-reach control layout make for comfortable ergonomics despite the vehicle's size.

The volume V6 configuration drives as a competent but unremarkable family hauler; the RWD-based chassis shows flashes of agility that the higher-performance R/T and SRT trims exploit, but the everyday trim is more appliance than enthusiast machine.

Base SXT includes standard 3-row seating, 7-speaker audio and an 8.4-inch Uconnect touchscreen, but advanced driver-assist features (blind-spot, rear cross-path) require an options package rather than coming standard, putting it in line with mainstream midsize-SUV norms rather than ahead of them.

The V8-powered R/T and SRT 392 undercut German performance-SUV rivals by tens of thousands of dollars for comparable power and towing, and even V6 trims offer segment-competitive towing (up to 8,700 lb) for the price.

Seven distinct trims span $30,795-$62,995, with RWD/AWD availability on mainstream trims, two engine families (3.6L V6 and 5.7L/6.4L V8), and a dedicated performance variant (SRT 392) that few midsize-SUV rivals match.

57,828 units sold in the US in 2020, up roughly 5% over 2019 Q1 pace - a steady, respectable mid-pack result but well behind segment volume leaders like the Explorer, Highlander and Pilot.

Dodge carries a strong performance-enthusiast following (especially for SRT models) but lacks the aspirational pull of luxury brands or the mainstream trust halo of Toyota/Honda, landing it in neutral territory for resale and desirability purposes.

Durango is consistently among the most heavily discounted vehicles in its segment - buyers reported $8,000-13,000 off MSRP even on performance trims - which is a clear benefit to shoppers even though it reflects soft brand pricing power.

2020 is the final model year of the long-running third-generation (WD) Durango before its 2021 mid-cycle refresh (new fascia, interior and 10.1-in Uconnect 5 screen); by 2020 the platform dates to the 2011 model year, making it one of the oldest designs in the segment.

Reviewers consistently praised the Durango's V8 power, towing capability and driving dynamics (especially the SRT 392) but dinged its dated cabin tech and below-average fuel economy versus newer three-row rivals; no major 10Best/NACTOY wins or comparison-test victories surfaced for the 2020 model year.