2021 Dodge Durango

Standard engine across the mainstream SXT/GT/Citadel trims; V8 (360 hp) and SRT (475-710 hp) are higher-trim options, not the volume powertrain.

Peak torque for the standard 3.6L Pentastar V6.

Instrumented test of a 2021 Durango GT 3.6L V6 AWD.

The Pentastar V6 is smooth at light throttle but reviewers consistently note it feels strained and needs to work hard to move the Durango's ~4,700 lb curb weight, with notable engine noise under full acceleration.

The ZF-sourced 8-speed automatic (shared across the Durango lineup since the 2014 refresh) shifts smoothly and decisively in normal driving with no notable hunting.

Max tow rating for the volume V6 powertrain with the available tow package; V8 models tow substantially more but are not the scored configuration.

AWD is a widely available option (not standard) on SXT/GT/Citadel/R/T trims, but it is a single-speed on-demand system with no low-range transfer case or terrain-select modes on the non-SRT lineup.

The Durango is a pavement-oriented unibody SUV with modest 7.8-8.1 in ground clearance, no skid plates, no low-range gearing, and no dedicated off-road trim for 2021.

Four distinct gas engines span the range (3.6L V6 295 hp, 5.7L V8 360 hp, 6.4L V8 SRT 392 475 hp, and a one-year-only 6.2L supercharged V8 Hellcat at 710 hp), but there is no hybrid, PHEV, or EV variant.

EPA combined rating for the volume 3.6L V6 powertrain.

EPA city rating for the volume 3.6L V6 AWD powertrain.

EPA highway rating for the volume 3.6L V6 AWD powertrain.

EPA-estimated range for the volume V6 AWD configuration.

EPA estimated annual fuel cost at standard assumptions for the volume V6 powertrain.

The 3.6L V6 runs on regular unleaded with no premium recommendation, the cheapest and most flexible fuel requirement in the lineup (only the SRT/Hellcat V8s call for premium).

NHTSA's full test of the third-generation Durango (unchanged structure for 2021) returned a 4-star overall rating, pulled down from 5 stars by the frontal and rollover results.

Good ratings in moderate overlap front, side, and roof strength are disqualified from any award by a Marginal small-overlap front (driver side) result, where IIHS cites poor structure/safety-cage performance and a poor lower-leg/foot measure.

Every core driver-assist feature — forward collision warning/AEB, adaptive cruise, blind-spot monitoring, lane-keep assist — is bundled only in the optional Technology Group package; none is standard equipment on any trim, including the base SXT.

IIHS lists the Durango's front crash prevention as an optional, untested system for vehicle-to-vehicle scenarios, and pedestrian-day AEB isn't offered at all — there is no independent evidence of strong real-world performance to credit.

Blind Spot Monitoring with Rear Cross-Path Detection is offered across trims via the Technology Group package, giving reasonably broad availability, but it is alert-only with no documented active-braking intervention for the 2021 model year.

LaneSense is warning-plus-nudge, not true lane centering, and owner reports are split between "subtle, releases smoothly" and "gives a jerk when it senses drift," consistent with a functional but unrefined system.

Adaptive Cruise Control with Stop is available and functional, but Dodge offers no combined highway-assist or lane-centering pairing for 2021 — capable core ACC without the refinement of an integrated system.

No hands-free highway-driving system is offered on the 2021 Durango at any trim or package level.

IIHS has not published a headlight rating for the 2021 Durango, so the score is an estimate; LED projector headlights were standard on upper trims for 2021 with halogen reflector units on lower trims, a mixed setup typical of a mid-pack result.

Reviewers describe an airy cabin with good forward sightlines, offset by thick rear roof pillars that create some blind-spot limitation; a standard rearview camera and available surround-view camera help compensate.

Second-row LATCH anchors are exposed and easy to use, earning IIHS's second-highest 'Acceptable' ease-of-use tier, but the optional third row has tether anchors only (no lower anchors) and those tethers are partially blocked by an upholstery flap — a workable system with real compromises.

Unlike the redesigned-for-2022 lineup, the 2021 Durango still ships 2-row/5-passenger as the base configuration, with the third row a separate option rather than standard equipment.

Manufacturer-sourced interior dimension for the volume configuration, unchanged from the carried-over WD-generation body for 2021.

Manufacturer-sourced interior dimension; the Durango's front legroom sits toward the tight end of the mid-size SUV band.

The tall, boxy third-generation body gives the second row generous headroom relative to the segment.

Second-row legroom is well above the midsize-SUV floor and benefits from the Durango's long wheelbase.

The third row is a paid option rather than standard on the 2021 volume trims, and when fitted its 37.8 in headroom / 33.5 in legroom are kid-friendly at best — reviewers describe it as fine for short around-town trips but cramped for adults on anything longer.

Manufacturer-published cargo figure behind the second row for the volume configuration.

Manufacturer-published maximum cargo figure with the second (and third, where fitted) row folded flat.

A conventional but usefully sized center console, door bins, and under-floor cargo organizer cover everyday needs without any standout innovation like a giga-console or onboard inverter.

Front seats are widely described as supportive and comfortable for long stints, with available heated/ventilated front seats on upper trims; rear bench comfort is adequate but unremarkable.

The Durango rides comfortably over broken pavement and absorbs bumps well for its size, with sportier R/T/SRT trims giving up a bit of that compliance — the volume V6 trims are the more composed end of the range.

The V6 volume powertrain is reasonably subdued at cruise but the Durango's dated unibody platform and bluff shape don't deliver segment-leading isolation; no specific instrumented interior-noise test was found for 2021.

Heated front seats/steering wheel and ventilated front seats are available from the GT trim up via option packages, with a dual-zone automatic climate system standard on most trims, but none of this is standard on the base SXT and there's no rear-seat climate zone.

Entry trim MSRP sits mid-pack for a mid-size three-row SUV; shown for reference only, not scored on its own.

GT is the volume trim, standard 7-passenger seating with 20-in wheels and dual exhaust; shown for reference only, feeds 5.1.5 rather than being scored directly.

Edmunds' model-year-specific TCO estimate runs higher than segment-generic RepairPal/CarEdge figures (which admit thin 2021-specific data), reflecting the Durango's V6/V8 drivetrain and body-on-unibody size class; shown for reference only.

CarEdge's actual 2021-model 5-year datapoint (39.7% retained) is weaker than iSeeCars' broader resale estimate (~54.4%); Dodge brand overall skews toward below-average residuals. Shown for reference only — feeds the dollar depreciation in 5.1.5.

Industry-minimum 3-year basic warranty; several mainstream and most Korean rivals in the segment exceed this (e.g. 5 yr/60k), so it sits at the floor of the segment band.

Standard 5-year/60,000-mile powertrain coverage is at the floor of the segment's 5–10 year band; well behind Hyundai/Kia/Mitsubishi's 10-year powertrain coverage in the same era.

Dodge includes 5-year/60,000-mile Mopar roadside assistance (towing, flat-tire, jump-start, fuel delivery) standard on every new Durango, but there is no complimentary scheduled maintenance or connected-service trial bundled in — matching the "basic roadside only" band rather than the richer multi-year-maintenance packages some rivals (e.g. BMW, Genesis, Volvo in this era) offered.

$37,460 volume-trim price minus its estimated resale value after 5 years (39.7% retained, or about $14,872) leaves about $22,588 in depreciation. Add the projected $7,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,088 in total.

Sources sharply disagree for this model year: Consumer Reports gives the 2021 Durango a 1/5 predicted reliability score (and has never recommended any Durango model year), while J.D. Power rates it 81/100 predicted reliability ('Great') with a 74/100 actual quality & reliability score, and RepairPal rates it 3.5/5, ranking mid-pack among full-size SUVs. Scored as genuinely mixed signals between sources rather than a clean below-average verdict.

Dodge's standing is inconsistent across studies in this period: it topped J.D. Power's 2021 Initial Quality Study (ahead of Lexus, Mitsubishi, Nissan) and posted a competitive 166 PP100 in the 2022 Vehicle Dependability Study, but long-run Consumer Reports brand rankings for Dodge have been volatile (21st one year, 8th the next), so the multi-year dependability picture is mid-pack rather than consistently strong.

The 2021 model year carries roughly seven NHTSA campaigns — a detaching rear spoiler, an ABS/ESC malfunction-light software issue, a loose/missing side curtain airbag fastener (2020-2021), and a later rearview-camera display software recall — a typical volume of activity for the generation with no systemic powertrain, fire, or structural safety issue behind it.

The 2021 Durango's volume powertrain is the 3.6L Pentastar V6 (in production since 2011) paired with the Chrysler 850RE 8-speed, with the 5.7L HEMI V8 and ZF-sourced 875RE 8-speed as a well-proven heavy-duty step-up; both engine families have long, high-mileage track records across Jeep/Ram/Chrysler products. Scored just under the top band for known Pentastar electrical gremlins and HEMI lifter-tick complaints on higher-mileage examples rather than outright failure modes.

The 2021 refresh added soft-touch surfaces, available carbon-fiber accents and Nappa/Laguna leather on upper trims, but reviewers consistently call out hard, black plastic panels below eye level on lower trims and describe overall material quality as unremarkable next to rivals like the Jeep Grand Cherokee — competitive rather than class-leading.

Reviewers note fit and finish has improved meaningfully over the generation's lifecycle, consistent with J.D. Power's 74/100 quality & reliability score for the 2021 model — solid assembly with scattered complaints rather than a standout or problem record.

Dodge shares the dense, nationwide Chrysler/Dodge/Jeep/Ram dealer network, but J.D. Power's 2021 Customer Service Index put Dodge at 824 points versus an 843 mass-market average, and Stellantis brands broadly scored at the bottom of service satisfaction that year — adequate physical coverage paired with a below-average service experience.

RepairPal estimates average annual repair/maintenance cost at $675 versus a $784 full-size-SUV average, with only 0.2 unscheduled shop visits per year, and the shared Pentastar/HEMI/8-speed hardware across the Jeep/Ram/Chrysler lineup supports a large Mopar and aftermarket parts base.

2021 is the model year Dodge introduced the larger Uconnect 5 10.1-in screen, but it's reserved for R/T and up — the volume SXT/GT trims keep the prior-generation 8.4-in Uconnect 4 unit.

Uconnect 4 is a long-praised, logically laid-out system on the volume trims, and the newer Uconnect 5 (R/T+) is reported as roughly five times faster with a cleaner, customizable home screen — both ends of the lineup are above-average for usability even if the base screen is smaller.

Wireless Apple CarPlay and Android Auto arrive for 2021 but only on R/T and above with Uconnect 5; the volume SXT/GT trims retain wired-only projection on Uconnect 4.

Uconnect 5 (R/T+) adds built-in TomTom navigation with live traffic and Amazon Alexa voice compatibility, a real step up, but the volume Uconnect 4 trims rely on a dated voice system and offer navigation only as an extra-cost option.

A 506-watt, 9-speaker Alpine premium audio system is available as an upgrade, while the standard system on volume trims is adequate but unremarkable.

The Durango uses a configurable TFT display inset between analog gauges rather than a full-digital cluster, and the larger of the two available display sizes is gated to upper trims — functional but behind rivals offering a full-width digital cluster.

Uconnect 5 (R/T+) supports over-the-air software/map updates for the infotainment system, but there is no whole-vehicle OTA update capability on the 2021 Durango, and the volume Uconnect 4 trims have essentially none.

The Uconnect app covers remote start, lock/unlock, and vehicle locate, but full functionality requires an active Uconnect subscription after the initial trial period, a mid-pack setup for the segment.

R/T and up get two USB-C ports plus available wireless charging for 2021, while lower-volume SXT/GT trims carry fewer/older USB-A ports and no wireless pad — adequate overall but trim-dependent.

Proximity keyless entry with push-button start and remote start are available from GT up, giving most buyers full keyless convenience, though the base SXT is comparatively basic.

A rearview camera is standard across the lineup and front/rear parking sensors are standard from SXT Plus up, but a surround-view camera is reserved for the high-end SRT Hellcat trim rather than broadly available.

No head-up display is offered on any 2021 Durango trim.

Wide door openings, an easy-access second row, and acceptable-rated LATCH anchors make day-to-day car-seat and kid loading straightforward, though the optional third row's tether-only anchors (partially blocked by upholstery) are a real compromise for larger families.

Every core driver-assist feature (forward collision/AEB, adaptive cruise, blind-spot, lane-keep) is bundled only in the optional Technology Group across every trim including the base SXT, and the 2021 Durango carries a Marginal small-overlap front IIHS rating with no Top Safety Pick award — real gaps at the price points families actually buy.

Generous second-row legroom (38.6 in) and 43.3 cu ft of cargo behind the second row cover a four-occupant road trip well, but rear-seat entertainment/climate amenities are thin and the optional third row adds little usable long-trip space.

The ride is composed in traffic and the 8-speed automatic shifts smoothly, but reviewers note the Durango feels like the big vehicle it is with slow steering that adds a bit of effort to tight maneuvers.

EPA rates the volume 3.6L V6 at 21 MPG combined (18 city) with a projected $3,200/yr fuel cost — meaningfully worse than most mid-size crossover rivals, making this an expensive vehicle to commute in.

At 200.8 in long with a wide 41 ft turning circle, the Durango is on the larger, less maneuverable end of the mid-size SUV class for city parking, though a standard rearview camera helps.

The volume V6 configuration tows up to 6,200 lbs properly equipped — above most mid-size crossover rivals and respectable headroom for occasional trailer/boat duty, even though it's well short of the 8,700 lbs the optional V8s offer.

The third-generation unibody platform, shared with the Jeep Grand Cherokee, has been in production since 2011 and underpins a dedicated Durango Pursuit/SSV police-fleet variant — a decade-proven chassis with a real fleet-duty track record.

There's no dedicated work package, onboard inverter, or upfit ecosystem beyond an available cargo net/organizer and roof rails on upper trims — basic provisions at best for jobsite use.

A 517-mile EPA range and a comfortable, composed highway ride support long hauls, but the lack of standard adaptive cruise/lane-keep on volume trims means less fatigue-reducing assistance than rivals offer as standard.

AWD is optional rather than standard and is a basic single-speed on-demand system with no low-range or terrain modes, and modest ~8.1 in ground clearance with no skid plates leaves the Durango pavement-oriented rather than a genuine off-road enabler — its decent towing is the main adventure asset.

A 60/40 split-fold second row, available roof rails, and up to 85.1 cu ft of max cargo space with seats folded handle bulky gear well, though there's no particularly novel storage trick.

Reviewers consistently describe the volume V6 Durango as feeling like the large, heavy (~4,700 lb) vehicle it is in corners, with pronounced body lean; the R/T and SRT variants sharpen things somewhat but don't transform the basic character.

Steering is widely described as slow, making tight maneuvers more of a chore than in crossover rivals, with little feedback communicated to the driver.

No instrumented 2021-specific stopping-distance test was located; the pedal is generally described as adequate and predictable for the segment without particular praise or criticism.

The Pentastar V6 is smooth at light throttle and the ZF-sourced 8-speed automatic shifts decisively with no hunting, but the engine has to work hard to move the Durango's curb weight and gets notably coarse under full acceleration.

The V6 is quiet enough at cruise but becomes audibly strained and coarse under hard acceleration — inoffensive day to day but not a quiet powertrain when pushed.

A wide turning diameter near the top of the mid-size SUV band, consistent with the Durango's large footprint and slow steering ratio.

An airy cabin with a commanding, SUV-typical seating position gives good forward sightlines and an intuitive control layout, offset somewhat by thick rear roof pillars that limit over-the-shoulder visibility.

The volume V6 Durango is a competent, workmanlike family hauler rather than an engaging drive — the genuine enthusiast appeal belongs to the R/T and SRT V8 variants, which aren't the scored powertrain.

Base SXT is reasonably equipped for the price (LED lighting, tri-zone climate control, leather-wrapped wheel, push-button start, Uconnect touchscreen with Bluetooth and 4 USB ports), but unlike several 2021 mid-size-SUV rivals (Toyota Highlander, Subaru Ascent) it does not include automatic emergency braking or other active-safety tech standard on any trim, which is a real gap for the segment and era.

Standout for towing capability, available V8 power, and genuine 3-row space at a mainstream mid-size-SUV price — reviewers frame it as "full-size utility in a midsize package" — offset by below-class fuel economy and a less premium-feeling interior than crossover-based rivals.

Six distinct trims span a genuinely wide range — family-oriented SXT/GT, upscale Citadel, and two performance halo variants (SRT 392, 710-hp SRT Hellcat) — with RWD/AWD choice on every non-SRT trim.

65,936 US units in 2021 is a steady mid-pack result for the 3-row mid-size SUV class — well behind segment leaders like the Highlander or Explorer, but a respectable, stable volume for an aging nameplate rather than a declining one.

Dodge carries genuine enthusiast cachet around performance (SRT/Hellcat halo) but the broader brand image is neutral-to-soft in a mainstream family-SUV context, and Dodge's model lineup was already contracting by 2021 — a drag versus brands with stronger mainstream reputations.

2021 fell in the middle of the industry-wide semiconductor shortage, which sharply curtailed dealer inventory and incentive spending across the board; Durango buyers saw little beyond a narrow, short-window SRT cash allowance and largely paid at or near MSRP.

The third generation launched for 2011, making the 2021 model a decade into its platform life with no ground-up redesign — Wikipedia confirms no new generation between 2011 and well past 2021. 2021 added the SRT Hellcat trim and the AWD GT, a meaningful running update but not a redesign, so the car was already among the oldest in its segment.

Consistently praised in individual reviews for towing, V8 power, and 3rd-row room, and the SRT Hellcat variant drew strong enthusiast press, but the mainstream Durango is rarely cited as the class winner in comparison tests against Highlander/Telluride/Palisade-class rivals and no major mainstream-press or NACTOY award was identified for MY2021.