2022 Dodge Durango

Standard engine across the mainstream SXT/GT/Citadel trims; the 5.7L V8 (360 hp) and 6.4L SRT 392 (475 hp) are higher trims, not the volume powertrain. The SRT Hellcat was dropped for 2022 due to emissions compliance.

Peak torque for the standard 3.6L Pentastar V6, unchanged for 2022.

V6/AWD powertrain and curb weight are unchanged from the 2021 facelift, so the prior model year's instrumented result carries forward.

The Pentastar V6 is smooth at light throttle but reviewers consistently note it feels strained moving the Durango's ~4,700 lb curb weight, with noticeable 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.

Item asks for the maximum conventional towing capacity in any configuration; the Durango's 8,700 lb rating on V8-equipped R/T/SRT 392 models with the Tow N Go package is class-leading among 3-row SUVs.

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 outside the 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 2022.

Three distinct gas engines span the 2022 range (3.6L V6 295 hp, 5.7L V8 360 hp, 6.4L V8 SRT 392 475 hp); the one-year-only 6.2L supercharged Hellcat V8 was dropped for 2022 due to emissions compliance, and there is no hybrid, PHEV, or EV variant.

EPA combined rating for the volume 3.6L Pentastar V6 AWD configuration.

EPA city rating for the volume V6 AWD configuration.

EPA highway rating for the volume V6 AWD configuration.

Calculated from EPA combined MPG (21) and the 24.6-gallon fuel tank, matching fueleconomy.gov's published range figure.

EPA's standard annual fuel cost estimate for the V6 AWD configuration at 15,000 mi/yr.

All 2022 Durango gas engines (V6, 5.7L V8, 6.4L SRT 392) run on regular unleaded; no premium requirement anywhere in the lineup.

NHTSA's own SafetyRatings database carries both 2022 Durango configurations tested; overall rating is identical across RWD and AWD, with AWD losing a star only on the rollover sub-score due to its higher center of gravity.

Three Good ratings (moderate overlap front, side, roof strength) are undercut by a Marginal small overlap front driver-side result (Poor structure/safety-cage score, Poor lower-leg/foot injury measure) and an unrated front crash prevention system, so the Durango falls short of Top Safety Pick despite most tests clearing Good.

Blind-spot monitoring and rear cross-traffic alert are standard fleet-wide, but forward collision warning with active braking, adaptive cruise control, and lane keep assist are standard only on the top Citadel trim and above — on the SXT/GT volume trims they require the optional Technology or Plus Group package.

IIHS lists the Durango's front crash prevention as an optional system that was not tested for vehicle-to-vehicle performance, with no pedestrian AEB rating at all — the weakest possible outcome short of an outright failing grade, since the system isn't even standard enough to be evaluated.

Blind-spot monitoring and rear cross-traffic alert are standard across every 2022 trim including the base SXT/GT, which is better than most segment rivals, but the system is alert-only rather than an active-intervention system and there is no trailer-aware mode called out.

LaneSense is a lane-departure-warning-plus-correction system (a steering nudge when the vehicle drifts without driver input), not true continuous lane centering, and it's optional equipment on the SXT/GT volume trim rather than standard — NHTSA's own test record marks lane departure warning as not standard on the tested configuration.

Adaptive Cruise Control with Stop can hold a set gap down to a full stop and is functional on the highway, but it's optional-to-standard only on Citadel and up, and owner-forum feedback describes occasional late braking and slow resume behavior typical of this Stellantis-generation system rather than a refined, well-integrated highway-assist package.

No hands-free highway driving system (comparable to BlueCruise or Super Cruise) is offered on any 2022 Durango trim; its adaptive cruise and lane assist are driver-supervised, hands-on systems only.

The 2021 model-year refresh brought new standard/available LED headlight hardware on GT and above, but IIHS has not published a headlight rating for the 2022 Durango, and the last-tested (2020, pre-refresh) halogen and HID projector units both scored Marginal — without a current test this is scored conservatively rather than assuming the new LEDs cleared to Good.

The Durango's relatively low beltline and large glass area give decent front-quarter sightlines for a three-row SUV, but thick D-pillars and the raised third-row seating (a legacy of the 1998-era stadium-seating layout) compromise rear-quarter and third-row visibility; no instrumented visibility test exists to corroborate beyond general reviewer commentary.

IIHS rates the Durango's LATCH ease-of-use as Acceptable overall: two rear seating positions carry complete lower-anchor-plus-tether hardware, while three additional positions offer a tether anchor only — workable but requiring some digging to use the full hardware across all three rows.

2022 Durango GT (volume trim) seats 7 standard with a 60/40 2nd-row bench and 50/50 3rd row; captain's chairs drop capacity to 6.

Standard across Durango trims for the 2022 model year (no panoramic sunroof penalty figure published separately).

Consistent across 2022 Durango trims.

2nd-row headroom for the 2022 Durango, seats 7 so item applies.

2nd-row legroom for the 2022 Durango; mid-pack among 3-row mid-size SUVs.

Reviewers consistently describe the 3rd row as kid-friendly and usable by adults only on short trips, but access is a genuine strength thanks to a wide-opening rear door and a flip-and-fold 2nd row.

Mid-pack cargo capacity behind the 2nd row for a 3-row mid-size SUV.

Competitive maximum cargo volume with all rear seats folded.

Conventional console, door-pocket and underfloor storage; no standout storage innovation on the 2022 Durango relative to newer-platform rivals.

Front seats are generally praised for all-day comfort; 2nd-row comfort is solid, 3rd row thinner as typical for the class.

The volume V6 GT rides supple and composed on the standard suspension; performance R/T/SRT variants are firmer but are not the scored trim.

No major wind/road noise complaints in reviews for the V6 GT; some engine noise under hard acceleration but acceptable at cruise.

Heated front seats are available on the GT; ventilated seats, heated 2nd row and heated steering wheel are reserved for the Citadel trim, limiting comfort-feature reach on the volume model.

The 2022 lineup still includes the SXT as the base trim, well below the 2025 line's $40,090 entry point since Dodge later dropped SXT. That puts the 7-passenger Durango in the lower half of the mid-size SUV price range.

The V6 GT Plus AWD is the configuration Edmunds and KBB use as the representative volume build for the 2022 model year, bundling the options most buyers add to the base GT. The V8 R/T is reported as the single most popular individual trim, but V6 GT-family trims collectively account for the bulk of sales.

This is well above the segment ceiling for projected 5-year maintenance and repair spend, consistent with the Durango's aging body-on-unibody V6/V8 drivetrains and known higher-than-average dealer service costs.

Depreciation estimators disagree by roughly 10 points depending on methodology (trim mix, mileage assumptions), but most cluster the 2022 Durango's 5-year retention in the high-40s to low-50s, middling for the mid-size SUV class.

This is Stellantis's standard basic warranty and the floor of the segment band. Hyundai and Kia rivals offer 5 yr/60k.

This is the floor of the segment band and half the 10 yr/100k powertrain coverage offered by Hyundai and Kia.

Dodge does not advertise a complimentary scheduled-maintenance program for the Durango. Owners get roadside assistance for the length of the powertrain warranty (5 yr/60k) plus a short Uconnect connected-services trial — basic coverage with no meaningful extra perks.

$46,055 volume-trim price minus its estimated resale value after 5 years (51% retained, or about $23,488) leaves about $22,567 in depreciation. Add the projected $10,392 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,959 in total.

J.D. Power rates the 2022 Durango's predicted reliability at 81/100 ("Great"), but that sits against a weaker Consumer Reports/owner-complaint picture for the model year — electrical, powertrain, and transmission complaints (hesitation, rough shifting, occasional unexpected gear changes) are reported with some frequency — so the overall signal is mixed rather than uniformly strong.

Dodge has been a mid-pack brand across this period: J.D. Power's 2024 Vehicle Dependability Study ties Dodge for 9th among mainstream brands (190 problems/100 vehicles, near the industry average), an improvement from weaker standing a few years earlier, while Consumer Reports' brand reliability rankings over 2021-2023 placed Dodge well outside the top tier before a later climb. Net: average, not top-5, standing for the brand.

NHTSA logged six recall campaigns touching the 2022 Durango, several of them safety-system in nature rather than cosmetic: an electronic stability control malfunction affecting ~53,167 2022 Durangos (part of a 211,581-vehicle campaign spanning April 2021-December 2022 builds), a separate ESC malfunction-indicator-light recall (370,437 vehicles), a steering control difficulty recall, a shifter-assembly recall where the transmission could slip out of "drive," a rear-spoiler detachment recall, and a rearview-camera display software recall. The volume and the repeated ESC/steering/driveline themes put this below a "typical, nothing systemic" record.

The 2022 Durango's powertrains — 3.6L Pentastar V6 (in production since 2011) and 5.7L HEMI V8 (since 2003), paired with the TorqueFlite 8-speed automatic — are long-serving, widely understood engine families with high-mileage track records and broad independent-shop familiarity. Set against that are recurring owner reports of HEMI lifter/timing-chain "tick" issues and transmission hesitation/rough-shifting complaints on some 2022 units, keeping this short of a clean bill of health.

Reviewers are split on the volume-trim cabin: soft-touch surfaces and padded panels in key touch points, a leather-wrapped wheel and metal-look trim read well for the price, but several outlets note hard plastics and dated switchgear lower in the dash versus newer rivals. Upper trims (leather/suede, Nappa) read richer but aren't representative of the volume trim.

No widely reported pattern of panel-gap or rattle complaints specific to the 2022 Durango was found, and Dodge as a brand scored well in J.D. Power's initial-quality studies around this period, but that brand-level result is driven more by Charger/Challenger volume than by the aging Durango body-on-unibody platform, so this is inferred rather than directly sourced for this model.

Dodge scored below its segment average in J.D. Power's Customer Service Index around this period, and Stellantis-brand dealer complaints (long wait times, unreturned calls, parts delays, warranty-claim friction) were widely reported through 2022, placing the network below the "adequate coverage, mixed reputation" midpoint rather than at it.

RepairPal puts average annual repair/maintenance cost at $675, below the $784 full-size-SUV average, and the Pentastar/HEMI/Chrysler-platform parts bin is deep with thousands of aftermarket and OEM parts listed across major retailers — cheap, abundant parts for routine service, even though major repairs (transmission, suspension) get expensive once the vehicle ages past five years.

The volume GT trim's standard Uconnect 4 screen is 8.4 in; the larger 10.1-in Uconnect 5 is an option on GT and standard higher up the lineup.

Uconnect is consistently praised as one of the more intuitive systems in the industry, though the base 8.4-in Uconnect 4 on the volume GT is a generation behind the sharper 10.1-in Uconnect 5.

Wired CarPlay/Android Auto is standard on the base 8.4-in system; wireless projection requires the Uconnect 5/Premium Group upgrade on GT (standard on R/T and above).

Uconnect voice commands are functional and TomTom-based native navigation (on Uconnect 5 NAV) is competent, but most owners default to phone projection for navigation.

Base audio is adequate; an upgraded Alpine/premium audio system is available on higher trims but is a modest step up rather than a segment-leading system.

The volume GT uses analog gauges with a small 7-in multi-view driver information display rather than a fully configurable digital cluster.

Uconnect supports over-the-air map and software updates for the infotainment system, but the 2022 Durango does not offer the whole-vehicle OTA update scope seen on newer EV-era platforms.

The Uconnect app covers core remote start/lock/unlock/locate functions, but remote start access requires a paid subscription after the initial trial period.

USB ports are provided across the front and 2nd rows and a wireless charging pad is available on upper trims, but provisioning is adequate rather than abundant.

Proximity keyless entry and push-button start are standard on the GT; remote start is available but subscription-gated after the trial, which caps the score below the top band.

A rear backup camera and available rear park-assist sensors are offered, but a 360-degree surround-view camera is not confirmed as available on any 2022 Durango trim, a gap versus newer 3-row SUV rivals.

A head-up display is not offered on any 2022 Durango trim, including the range-topping SRT models.

Wide-opening rear doors and a flip-and-fold 2nd row ease car-seat installs and 3rd-row access, though captain's-chair-equipped configurations trade some LATCH flexibility for convenience.

NHTSA gave the 2022 Durango 4 of 5 stars overall (5-star side, 4-star frontal, 4-star rollover) and IIHS rated it Marginal in the small-overlap front driver-side test despite Good ratings elsewhere; forward-collision warning and automatic emergency braking are available but not all ADAS features are standard on the affordable GT trim.

Supple ride and usable cargo space with the 3rd row folded support multi-hour family trips, though rear-seat amenities (climate, entertainment) are thin on the volume GT trim.

Reviewers note the Durango's size and slow steering make it feel unwieldy in tight, low-speed situations despite a comfortable ride at cruising speed.

EPA-rated 21 MPG combined and roughly $3,200/year fuel cost for the V6 is average-to-below-average for a mid-size 3-row SUV commute.

A 41-foot turning circle near the wide end of the SUV band, combined with its large footprint, makes the Durango a notable challenge in tight urban parking despite standard camera assistance.

The volume V6 Durango tows up to 6,200 lbs, class-leading for a mid-size 3-row SUV and well above most unibody crossover rivals, giving it genuine light-work/towing headroom.

The Durango's chassis and Pentastar V6/8-speed drivetrain have been in production since 2011 with a reasonably proven track record, though it is not marketed or widely used as a fleet/work vehicle the way body-on-frame trucks are.

Cargo-area tie-downs and a flat load floor are present, but the Durango offers no household power outlet, no in-cabin trunk, and little in the way of a dedicated upfit ecosystem.

A composed highway ride and roughly 517-mile range on the V6 support solid touring duty, though driver-assist features are not as comprehensive as segment leaders.

Available AWD and a strong 6,200-lb tow rating support light trailer/toy hauling and gravel-road use, though the Durango is not marketed with dedicated off-road hardware on the volume trim.

A flip-and-fold 2nd row plus 60/40 3rd row give up to 85.1 cu ft of cargo room, competitive flexibility for stowing bulky gear.

The volume V6 GT handles with more composure than most mid-size crossovers thanks to its rear-biased unibody platform, but reviewers still note it feels unwieldy on winding roads given its size.

Reviewers consistently describe the GT's steering as slow and light, with little genuine feedback, a weakness relative to segment rivals.

No major braking complaints surfaced in reviews of the V6 Durango; pedal feel and stopping power are described as adequate for the vehicle's size and weight.

The 3.6L Pentastar V6 paired with the 8-speed automatic is a well-sorted, smooth-shifting combination with no major drivability complaints, though it lacks the effortless torque of the V8 options.

The V6 is reasonably refined at cruise with some audible engine note under hard acceleration, inoffensive but not class-leading quiet.

A 41-foot turning circle sits near the wide end of the SUV normalization band, reflecting the Durango's large footprint.

A commanding seating position, good outward visibility, and a logically laid-out dash with physical climate controls support comfortable ergonomics for a range of driver sizes.

The volume V6 GT is a competent but unremarkable daily driver; the Durango's enthusiast reputation is built on the SRT 392/Hellcat variants, not this trim.

The 2022 SXT comes with a 7-inch Uconnect touchscreen, cloth seats, keyless entry and a rearview camera, but blind-spot monitoring, forward-collision warning and the larger 8.4/10.1-inch screens require the GT Plus/R/T Plus packages or Citadel trim. Rivals like the Telluride and Palisade bundle more driver-assist tech at their base price.

The R/T puts a 360-hp 5.7L HEMI V8 and real towing/off-road hardware (AWD, low-range gearing on some configs) into a 3-row SUV for about $51.6k, which undercuts most 3-row V8 alternatives. The dated interior and below-average fuel economy pull against it for buyers prioritizing everyday value over power.

The 2022 lineup spans seven trims (SXT, GT, GT Plus, R/T, R/T Plus, Citadel, SRT 392) with RWD or AWD on most of them and three engine choices (3.6L V6, 5.7L V8, 6.4L SRT V8), covering a wide spread from fleet-friendly base to performance flagship.

The Durango sold roughly 55,500-58,600 units in the US in 2022 — the second-best-selling Dodge nameplate that year but a steady mid-pack result well behind segment leaders like the Explorer, Highlander and Telluride, in a generation nearing the end of its run without a V8 sales surge yet underway.

The HEMI/SRT performance image gives the Durango a genuine enthusiast following, but Dodge's broader brand perception for refinement and quality sits in the mainstream's lower-middle tier, and by 2022 the brand's car/crossover lineup outside the Durango and Charger/Challenger was already thinning.

Dodge supported the 2022 Durango with a $1,000 bonus cash allowance plus stackable $500 military and $500 loyalty rebates, and lease offers as low as $299/month were advertised — meaningful, regularly available incentives without the heavy employee-pricing-style discounting seen in some later years.

The third-generation (WD) Durango dates to MY2011, so 2022 is its 12th model year on the same unibody platform. A 2014 styling/powertrain update and a more substantial 2018 refresh (new front/rear styling, interior, SRT introduction) keep it from feeling ancient, but it remains one of the oldest platforms in the segment with no redesign yet announced.

Edmunds scored the 2022 Durango 7.6/10, praising its touchscreen tech, towing capability and genuine off-road hardware, but marking it down versus the Telluride, Pilot and Palisade for versatility, ride refinement and efficiency. It did not pick up major comparison-test wins or industry awards (10Best, NACTOY) for the year.