2023 Dodge Durango

The 3.6L V6 is standard on the mainstream SXT/GT/Citadel trims that make up most sales; the 5.7L (360 hp), 6.4L SRT 392 (475 hp) and returning 6.2L supercharged SRT Hellcat (710 hp) are higher trims.

Peak torque of the standard 3.6L Pentastar V6, unchanged within the 2021+ refreshed generation.

The V6/8-speed/AWD powertrain is unchanged from 2021, so instrumented results for the refreshed V6 carry over to 2023.

The Pentastar V6 is smooth at light throttle but strains moving the ~4,800 lb Durango and gets vocal under load; the V8s are praised for sound and pull but that isn't the volume configuration.

The 8-speed automatic (ZF 8HP family; 850RE on the V6) shifts smoothly and decisively in normal driving with little hunting.

Item asks for maximum conventional towing in any configuration; 8,700 lbs is best-in-class among three-row SUVs.

AWD is optional on the V6 and 5.7L trims (RWD standard) and standard on the SRT models, but it is a single-speed on-demand system without low range; selectable drive modes are largely SRT-only.

A pavement-oriented unibody SUV with ~8.1 in ground clearance, no skid plates, no low-range gearing and no off-road trim in the restructured 2023 lineup.

Four distinct gas V-engines for 2023 (3.6L V6, 5.7L V8, 6.4L V8, and the returning 6.2L supercharged Hellcat V8) give unusually wide output range, but there is no hybrid, PHEV or EV option.

EPA combined rating for the volume 3.6L Pentastar V6, identical for RWD and AWD.

EPA city rating for the volume V6 AWD configuration.

EPA highway rating for the volume V6 AWD configuration.

EPA combined MPG multiplied by the 24.6-gallon tank, unchanged across this generation.

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

The volume 3.6L V6 runs on regular unleaded; EPA lists the 5.7L on midgrade and the SRT V8s on premium, so higher trims carry costlier fuel.

NHTSA rates both 2023 Durango drivetrains 4 stars overall: 4-star frontal, 5-star side, and a 4-star (RWD) / 3-star (AWD) rollover rating.

No IIHS award for 2023. The driver-side small overlap result is Marginal, with a Poor structure/safety cage and Poor lower leg/foot, and the passenger side was never tested. The Good moderate-overlap (original test) and roof-strength results date from 2011 tests, and the updated moderate-overlap and side tests have not been run.

Blind-spot monitoring with rear cross-path detection is standard, but forward collision warning with active braking, adaptive cruise and LaneSense are optional or upper-trim equipment. Most mid-size three-row rivals make all of these standard.

IIHS lists pedestrian front crash prevention (day and night) as not available, so there is no pedestrian or nighttime detection. The optional vehicle-to-vehicle FCW with active braking carries no current IIHS rating.

Blind-spot monitoring with Rear Cross Path detection is standard across the line. It alerts only: there is no active steering intervention, rear cross-traffic braking or safe-exit alert, and the trailer-aware extension did not arrive until 2024.

LaneSense lane departure warning with lane keep assist is optional, and it nudges the car back from the lane edge rather than centering it. No lane-centering function is offered.

Adaptive Cruise Control with Stop covers the full speed range including stop-and-go, but it is optional on volume trims and not paired with lane centering into an integrated highway assist.

No 2023 Durango trim offers a hands-free highway driving system.

IIHS gives no headlight rating for the 2023 Durango, so performance is unverified. Pre-2021 headlights rated Marginal, and the LED projector lamps fitted since the 2021 refresh have not been retested. Automatic high beams come with optional packages.

Upright three-row proportions and large side glass give good forward and side sightlines. Thick rear pillars and third-row headrests limit the view out the back. A rear camera and park sensors help, and a surround-view camera is offered only on upper trims or packages.

IIHS rates LATCH ease of use Acceptable. Wide rear doors and three rows give room for multiple seats, but the anchors take some digging.

The 2023 Durango seats seven as standard; Citadel and SRT models switch to six with captain's chairs.

Front headroom is the WD-generation figure, unchanged across the 2021–2025 spec sheets.

Front legroom is on the short side for a mid-size three-row SUV.

Generous second-row headroom thanks to the tall, upright roofline.

Competitive second-row legroom for the class.

The third row works for kids and short adult trips. Access is reasonable, but legroom only matches the class average.

With the third row folded, cargo space behind the second row is middling for a three-row SUV.

Maximum cargo space is solid for the mid-size three-row class.

Everyday storage is competitive, with a redesigned console, a fold-flat front passenger seat and wireless charging on upper trims. It has no standout innovation.

The seats are comfortable and supportive for most occupants. Ventilation and the nicest upholstery are reserved for upper trims.

The ride is supple and composed for a heavy three-row SUV, though larger wheels on sportier trims add firmness.

Reviewers call the cabin quiet, but tire noise is noticeable. Active noise cancellation is limited to some R/T and Citadel configurations.

Heated seats and a heated wheel come on the volume GT. Ventilated front seats and heated second-row seats are confined to Citadel and SRT trims.

The V6 SXT RWD is still the 2023 entry point, sitting between the 2022 ($38,495) and 2024 ($41,265) figures. That puts the 3-row Durango near the middle of the mid-size SUV price range.

I treated the V6 GT Plus as the volume retail configuration, the same choice used for the neighbouring 2022 and 2024 years. The figure is the GT RWD base ($42,995) plus the $1,595 destination and the Plus package, so it is an estimate rather than a quoted sticker.

Edmunds projects well above the segment's maintenance-and-repair ceiling for the V6 Durango, in line with its 2022 projection. HEMI V8 trims cost more.

Estimators put the Durango's 5-year retention in the low-to-high 40s for the V6 trims, reflecting rental-fleet exposure and heavy incentives. I placed 2023 between the 2022 (~51%) and 2024 (~43%) projections.

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, half the 10 yr/100k powertrain coverage from Hyundai and Kia.

Dodge includes no scheduled maintenance on the 2023 Durango. Owners get roadside assistance for the length of the powertrain warranty and short Uconnect connected-services trials; SRT 392 and returning Hellcat buyers also get an SRT track experience, a niche perk.

$46,600 volume-trim price minus its estimated resale value after 5 years (46% retained, or about $21,436) leaves about $25,164 in depreciation. Add the projected $10,794 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $35,958 in total.

The sources disagree. Consumer Reports rates the 2023 Durango below average for its model year, while owner-complaint aggregators and J.D. Power's owner-reported scores for this generation (80–83/100 on the 2020, 2024 and 2025 models) sit in the good range. That mixed signal puts it in the lower half of the average band, below the segment median.

Through 2021–2023, Dodge and the other Stellantis mass-market brands sat in the lower part of Consumer Reports' brand reliability rankings and around or below the industry average in J.D. Power's VDS. Dodge's 2023 J.D. Power IQS win is a brand-level, Charger/Challenger-weighted result that measures initial quality, not dependability.

MY2023 has a light recall record of its own: a rear spoiler alignment defect that can let the spoiler detach, shared with the 2021–2022 builds and recalled twice, and a shifter-boot interference recall limited to 125 Pursuit police units. The 2021–2022 ESC/ABS software and steering-rack campaigns do not cover 2023. However, the WD generation's overall recall count is above the segment norm.

The volume SXT/GT trims carry over the 3.6L Pentastar V6 and the ZF-licensed 8HP 8-speed automatic, a pairing with a long high-mileage record across millions of FCA vehicles. The 5.7L HEMI on the R/T is proven but carries known long-term MDS lifter and cam wear risk, and some owners report rough or hesitant shifts.

The 2023 cabin carries over the 2021 refresh: a driver-oriented dash, the 10.1-inch Uconnect 5 screen and upgraded upper-dash surfaces. Hard lower-cabin plastics and the 2011-era architecture remain. It is competitive for the price but not class-leading.

The mature Jefferson North platform is generally solidly assembled, but the 2023 builds share the rear-spoiler misalignment defect recalled across 2021–2023. That is a direct assembly-consistency lapse for this model year, so the score sits just under the 2024 figure.

The Chrysler-Dodge-Jeep-Ram dealer footprint is one of the densest in the US. Service satisfaction for the Stellantis mass-market brands ran below the industry average around 2022–2023, with widely reported parts and repair delays.

The Pentastar, HEMI and 8HP share parts with millions of Ram, Jeep and Chrysler vehicles, and the platform is shared with the WK2 Grand Cherokee. Parts are cheap and abundant with a large aftermarket, and annual repair costs run below the segment average.

The volume GT ships with the 8.4-inch screen as standard. The 10.1-inch Uconnect 5 display is a Premium Group option on GT.

Uconnect is fast, logical and keeps physical climate and seat controls, so it is easy to use daily. The cabin and screen now look dated next to rivals.

CarPlay and Android Auto are standard on every trim, but wireless projection needs the 10.1-inch Uconnect 5 (optional on GT).

TomTom navigation and Alexa integration are functional, but most owners default to phone projection, and native nav needs the larger screen.

The base six-speaker system is ordinary. Alpine and Harman Kardon 19-speaker upgrades are available higher in the range.

A 7-inch reconfigurable TFT display sits between analog gauges. No full-digital cluster is offered.

Uconnect 5 supports map and infotainment firmware OTA updates only, and it is optional on GT.

The Uconnect app covers remote start, lock/unlock and vehicle locate, but connected services become paid subscriptions after the trial.

USB-A and USB-C media hubs are standard. Wireless charging is standard from R/T up but optional on GT, and a 115-volt outlet is package-dependent.

Keyless Enter-N-Go, remote start and a power liftgate are standard on the volume GT. There is no phone-as-key or hands-free liftgate.

A ParkView rear camera and rear parking sensors are standard, front sensors are optional, and surround view is limited to upper trims and packages.

No head-up display is offered on any 2023 Durango.

A roomy second row, easy third-row entry and standard seven seats make family logistics workable. LATCH usability is only Acceptable.

It has 4-star NHTSA and Marginal IIHS small-overlap results, and forward collision and lane assists are optional on family trims. Blind-spot monitoring is standard.

A supple ride, good second-row space and tri-zone climate suit long trips. Cargo behind the third row is modest, and heated rear seats need Citadel.

The smooth 8-speed and composed ride help, but the Durango's heft and slow steering make it feel big in daily traffic.

21 MPG combined and roughly $3,200/yr in fuel make the V6 an expensive commuter.

A 41-ft turning circle and a 200-inch-plus body make tight parking work.

The V6 tows 6,200 lb and the HEMI V8s with Tow N Go tow 8,700 lb, best in class among three-row crossovers.

The long-running WD platform, the Pursuit police variant and the Pentastar/8-speed shared across Stellantis trucks suggest proven hardware.

It has cargo tie-downs, a factory Class IV hitch and a 115-volt outlet with packages, but little else aimed at work.

A ~517-mile range and a composed highway ride make it a good tourer. Adaptive cruise and lane keeping are optional on the volume trim.

Strong tow ratings for campers and boats and available AWD with snow modes. There is no off-road package or low range.

Fold-flat rows, a fold-flat front passenger seat, roof rails and a factory hitch make it flexible for gear. Cargo behind the third row is tight.

Its RWD-based Grand Cherokee platform gives better body control than most three-row crossovers, though its mass is always felt.

The steering is decently weighted but slow and short on feedback.

Heavy-duty four-wheel discs stop the Durango well, with no fade or pedal complaints. Brembos come only with V8 performance packages.

The Pentastar V6 and 8-speed are smooth and well calibrated. Stop-start is a little abrupt.

The V6 is quiet when cruising but gets coarse near redline.

The turning circle is wide for an SUV.

The driver-angled cockpit has physical controls and a commanding view. Rear three-quarter visibility is compromised.

The RWD-biased chassis and muscle-car character make even the V6 more entertaining than most three-row SUVs. The real thrills belong to the V8s and the returning SRT Hellcat.

For 2023 heated front seats became standard and forward-collision warning became available on lower trims, and the SXT already carries the 8.4-inch Uconnect 5 screen and tri-zone climate. Automatic emergency braking, adaptive cruise and leather still sit in Plus/Premium packages, where most rivals make them standard.

The R/T puts a 360-hp HEMI V8 and 8,700-lb towing into a 3-row SUV for well under $60k, which few rivals match. The V6 trims are fairly priced but carry an older interior, extra-cost safety tech, high projected maintenance and weak resale.

The 2023 lineup is one of the widest in the segment: SXT, GT, Citadel, R/T, SRT 392 and the returning SRT Hellcat, each with Plus/Premium steps, RWD or AWD on most, and three engines, spanning roughly $40k to $107k.

Calendar-2023 US sales rose about 25% to roughly 69,200, a solid result for a 13-year-old design, though still well behind the Explorer, Highlander, Telluride and Pilot.

The HEMI, SRT 392 and returning Hellcat give the Durango a genuine enthusiast following, and owners rate it highly. Dodge's broader perception for quality and refinement sits in the mainstream's lower-middle tier.

As Stellantis inventory built through 2023, the Durango carried large bonus cash and cash allowances plus employee-pricing programs, making it quite negotiable even if subsidized financing was only modest.

The WD third generation dates to MY2011, so 2023 is its 13th model year. Refreshes in 2014 and 2021 keep it presentable, but the platform is among the oldest on sale and 2023 was a largely carry-over year apart from the Hellcat's return.

Reviewers praise the V8 power, towing and driving character but mark it down for the dated interior, poor fuel economy and tight third row; it rarely wins comparisons against the Telluride, Palisade or Pilot and earned no major 2023 awards.