2024 Dodge Durango

The volume GT uses the 3.6L Pentastar V6 (295 hp with dual exhaust). The 2024 lineup spans four engines: 3.6L V6, 5.7L HEMI (360 hp), 6.4L SRT 392 (475 hp) and supercharged 6.2L SRT Hellcat (710 hp).

Peak torque of the volume GT's 3.6L V6; the V8 trims add substantially more.

The 295-hp V6 and 8-speed are unchanged across this generation since 2014, so instrumented tests of same-generation GT V6 cars apply; results cluster 7.4–7.8 s.

The long-serving Pentastar V6 is adequate and responsive around town but grows coarse near redline and feels strained when loaded; the HEMI V8s bring character and torque more than polish.

The ZF-derived TorqueFlite 8-speed is standard across the 2024 range and is well regarded for smooth, decisive shifts and prompt kickdowns.

Dodge markets best-in-class three-row SUV towing of up to 8,700 lbs on the SRT models; even the volume V6 is rated a strong 6,200 lbs.

AWD is available on every V6 and 5.7L trim and standard on SRT models, with a rear-biased system and drive modes, but no low-range transfer case or locking differential is offered.

Road- and tow-oriented, with about 8 in of ground clearance, no dedicated off-road trim, no low range and no lockers — unlike its Grand Cherokee platform-mate.

Four distinct gas engines (3.6L V6, 5.7L HEMI, 6.4L HEMI, supercharged 6.2L HEMI) give 2024 one of the widest power spreads in the segment, but there is still no hybrid, PHEV or EV.

EPA combined rating for the volume V6; the V8 trims are markedly thirstier.

EPA city rating for the V6 AWD; no hybrid assist for urban driving.

EPA highway rating for the V6 AWD; the 8-speed helps, but the heavy three-row body limits it.

A large fuel tank offsets middling economy, giving the volume V6 strong range.

EPA annual fuel-cost estimate for the V6 on regular gas; the V8 trims cost far more to run.

The volume V6 runs on regular unleaded, but the 5.7L HEMI is rated on midgrade and both SRT models need premium — a mixed lineup.

NHTSA rates both 2024 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 2024. 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 original moderate-overlap rating is carried over from a 2011 Grand Cherokee test, and the updated moderate-overlap and side tests have not been run.

IIHS lists blind-spot detection as standard but lane departure warning/prevention as optional. Forward collision warning with active braking, Adaptive Cruise Control with Stop and LaneSense come with trim or package upgrades rather than across the line, while most mid-size rivals make all of them standard.

IIHS lists pedestrian front crash prevention as not available on the 2024 Durango, so there is no pedestrian or nighttime detection. The vehicle-to-vehicle FCW with active braking has no current IIHS rating.

Blind-spot monitoring with Rear Cross Path detection is widely fitted (IIHS lists it standard), and the 2024 Trailer Tow Detection extension covers the trailer's length. It only alerts: there is no active steering intervention, rear cross-traffic braking or safe-exit alert.

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 not standard everywhere and is not paired with lane centering into an integrated highway assist.

No 2024 Durango trim offers a hands-free highway driving system.

IIHS gives no headlight rating for the 2024 Durango, so performance is unverified. Pre-2021 halogen and projector setups rated Marginal, and the LED projector lamps that arrived with the 2021 refresh have not been retested. Automatic high beams are bundled with optional driver-assist 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 GT volume trim seats seven as standard; captain's chairs drop it to six.

Interior dimensions are unchanged across the 2021-2025 WD Durango; 2024 is a carry-over year for the body.

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

Generous second-row headroom thanks to the tall roofline.

Competitive second-row legroom for the class.

The third row has decent headroom but tight legroom; it is a kids/short-trip space, with access helped by the fold-and-tumble second row.

Cargo space behind the second row trails roomier three-row rivals.

Maximum cargo volume is mid-pack for three-row mid-size SUVs.

The 2021-refresh console adds bin storage and a key-fob pocket, and the cargo area has covered underfloor storage, but there are no standout storage ideas; wireless charging is only optional on the GT.

The front seats are comfortable and supportive, but the GT's base 8-way cloth seats offer less adjustment than the Nappa 12-way seats on upper trims and packages.

The ride is composed and fairly supple on standard-suspension trims, with some firmness on 20-inch wheels and the R/T sport tune.

Highway refinement is acceptable but tire noise is noticeable, and active noise cancellation is reserved for Tow N Go models.

Heated front seats and a heated wheel are standard on the volume GT and three-zone climate is standard, while ventilated fronts and heated second-row seats come only with the Citadel or upper packages.

2024 is the last year the SXT, Citadel and SRT 392 were sold, so the V6 SXT RWD is still the entry point. 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 neighbouring model years. The V8 R/T is a strong seller, but the V6 GT family makes up most volume.

Edmunds projects mid-pack maintenance and repair spend for the V6, with a year-4 service spike of about $2,280. Other estimators (KBB, for the 2025 GT) project noticeably higher, so treat this as the optimistic end. HEMI V8 trims cost more.

KBB projects steep depreciation for the V6 trims. That reflects fleet and rental exposure and heavy incentives, and leaves the residual well behind Toyota and Honda rivals.

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. Owners get roadside assistance for the length of the powertrain warranty and short Uconnect connected-services trials. SRT 392 and Hellcat buyers also get an SRT track experience, which is a niche perk.

$47,015 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $20,216) leaves about $26,799 in depreciation. Add the projected $4,658 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $31,457 in total.

The two main sources disagree. J.D. Power gives the 2024 Durango an owner-reported Quality & Reliability score of 83/100 ('Great'). Consumer Reports rates it only 'about average', and its subscriber sample for 2024 is too small to publish detailed trouble areas. Mixed signals put it mid-band, just under the segment median.

For years, Dodge and its Stellantis siblings have sat in the bottom third of Consumer Reports' brand reliability rankings and below the industry average in J.D. Power's Vehicle Dependability Study. With the Charger and Challenger ending in 2023, Dodge's lineup has shrunk, which also makes brand-level samples thin.

NHTSA has no recall campaigns on record for the 2024 model year itself. Across the WD generation, recalls have been steady but mid-severity: a rear spoiler that can detach (2021–2023), ABS/ESC module software (2018–2022), a steering-rack bar (2021–2022), shared FCA backup-camera campaigns and a shifter heat-treatment defect. None was a fire or engine-failure recall, but the generation's recall count is above the segment norm.

The volume SXT/GT trims use the 3.6L Pentastar V6 with the ZF-licensed 8HP 8-speed automatic. That pairing carries over unchanged for 2024 and has a long high-mileage record. The early Pentastar cylinder-head and rocker-arm issues were resolved years ago. The 5.7L HEMI on the R/T is proven, though wear on its MDS lifters is a known long-term concern.

The 2021 interior refresh, carried into 2024, brought a driver-oriented dash, a 10.1-inch Uconnect 5 screen and better upper-dash materials. The lower cabin still has hard plastics, and the architecture dates to 2011. It is competitive for the price, and the upper trims add leather and Alcantara, but it is not class-leading.

This is a mature platform built at Detroit's Jefferson North plant, and owner-reported quality for 2024 is strong (J.D. Power 83/100). The repeated spoiler-misalignment recalls on 2021–2023 builds show recent assembly-consistency lapses in this generation, which keeps the score mid-band.

Chrysler-Dodge-Jeep-Ram stores make up one of the densest dealer footprints in the US, so service is close at hand almost everywhere. Service satisfaction for the Stellantis mass-market brands is mid-pack to below average.

The Pentastar V6, HEMI V8 and 8HP transmission share parts with millions of Ram, Jeep and Chrysler vehicles. The platform is also shared with the 2011–2021 Grand Cherokee. Parts are cheap and plentiful, the aftermarket is huge, and typical repair costs are about average for a mid-size SUV.

The GT volume trim keeps the 8.4-inch Uconnect screen for 2024; the 10.1-inch Uconnect 5 display only became standard on every Durango for 2025.

Uconnect is widely praised for logical menus and quick response, and the dash keeps physical climate and seat controls; on the GT, the smaller 8.4-inch base unit is less capable than Uconnect 5.

CarPlay and Android Auto are standard on every Durango, but wireless projection is tied to the 10.1-inch Uconnect 5 (standard R/T and up, optional on GT), so the volume GT is wired unless optioned.

TomTom navigation and Alexa integration come with Uconnect 5 on upper trims and the GT Premium Group; the base 8.4-inch GT setup relies mostly on phone projection.

The six-speaker base system is ordinary, but the Alpine 9-speaker upgrade is available on the GT and the 19-speaker Harman Kardon is offered on upper trims.

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

Uconnect 5 supports map and firmware OTA updates, but the base 8.4-inch GT unit has limited OTA capability and nothing extends to whole-vehicle feature updates.

The Dodge/Uconnect app handles remote start, lock/unlock, and vehicle locate, plus Alexa, but remote services are subscription-gated after the trial and there is no phone-as-key.

The front media hub has USB-A and USB-C ports, with second-row ports and a 115-volt outlet available in packages; wireless charging is optional on the GT.

Keyless Enter-N-Go push-button start, remote start, and a power liftgate are standard or near-standard on the GT; there is no phone-as-key.

The ParkView rear camera and rear ParkSense are standard and front sensors come in packages, but no surround-view camera is offered on the volume trim.

No head-up display is offered on any 2024 Durango trim.

Large rear doors, a roomy second row, and fold-and-tumble access to the third row make family loading workable, but the LATCH hardware is only Acceptable and cargo behind the third row is small.

A 4-star NHTSA overall rating and a Marginal IIHS driver small-overlap result lag the class, and forward collision braking and lane-keep are not standard on every trim; blind-spot monitoring did become standard on every 2024 model.

The second row is roomy, three-zone climate is standard, and the ride is composed, but heated rear seats are reserved for upper trims and there is little luggage room with the third row up.

The smooth 8-speed and V6 make it easy in traffic, but its heft and slow steering show around town, and adaptive cruise is optional on the GT.

21 mpg combined on the V6 is below newer turbo and hybrid three-row rivals, making it an expensive vehicle to commute in.

A 41-foot turning circle, a long body, and no surround-view camera make tight parking a chore.

Even the V6 GT tows 6,200 lb, and the V8s reach a best-in-class 8,700 lb with Tow N Go, far beyond typical crossover rivals.

This WD-platform truck-like SUV has a long production record, a proven Pentastar/8-speed driveline, and a law-enforcement Pursuit variant, though it is still a unibody family SUV.

It has cargo tie-downs, a factory Class IV hitch with the Trailer Tow Group, and a 115V outlet in packages, but few work-specific features beyond towing.

A composed highway ride and roughly 517 miles of V6 range make it a decent tourer, held back by tire noise and adaptive cruise being optional on the GT.

Available AWD (with Snow mode), 6,200 lb or more of towing for campers and boats, and roof rails make it a capable gravel-road and trailer hauler, though there is no off-road package or low range.

The second and third rows fold flat to 85.1 cu ft, and the front passenger seat folds for long items; standard roof rails and an available Class IV hitch add carrying options.

The rear-drive-based WD chassis has well-controlled body motions for a three-row SUV, but on the GT's standard suspension it feels heavy on winding roads.

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

The heavy-duty four-wheel discs give a firm pedal and average stops for a 4,800-lb SUV; Brembos come only on Tow N Go and SRT models.

The Pentastar V6 and TorqueFlite 8-speed are smooth and well calibrated, though stop-start restarts are noticeable and the V6 needs revs for passing.

The V6 is unobtrusive at cruise but gets thrashy near redline; the V8s sound good but are not the volume trim.

The turning circle is wide for a mid-size SUV.

The cockpit is driver-oriented, with a screen angled toward the driver, dedicated physical seat and climate controls, and a commanding seating position; the GT's manual tilt/telescoping column and 8-way seat are less flexible, and rear three-quarter visibility is poor.

Its rear-drive bias and muscle-car character make even the V6 more engaging than most three-row crossovers, and the HEMI and SRT versions are genuine enthusiast picks.

The SXT comes with an 8.4-inch Uconnect 5 screen, wireless CarPlay/Android Auto, tri-zone climate and blind-spot monitoring. Forward-collision braking, adaptive cruise and leather still require Plus packages or higher trims, where most rivals include them as standard.

The R/T puts a 360-hp HEMI V8 and 8,700-lb towing into a 3-row SUV for about $55k, which few rivals match. The V6 trims are priced fairly but carry an older interior, extra-cost safety tech and weak resale.

2024 is the widest Durango lineup: SXT, GT, Citadel, R/T, SRT 392 (including the AlcHEMI send-off edition) and SRT Hellcat, with Plus/Premium packages, RWD or AWD, and three engines spanning about $41k to $109k.

Calendar-2024 US sales were about 59,400, a steady mid-pack result for an old model and well behind the Explorer, Highlander, Telluride and Pilot. The surge to 81k came only in 2025.

The HEMI, SRT 392 and Hellcat give the Durango a real enthusiast following. Dodge's wider perception for quality and refinement sits in the mainstream's lower-middle tier, and the end of the Charger/Challenger V8s left the brand in transition.

Stellantis carried heavy inventory through 2024, and the Durango routinely had large bonus cash, employee-pricing events and subsidized APR, making it highly negotiable.

The WD third generation dates to MY2011, so 2024 is its 14th model year. Refreshes in 2014 and 2021 keep it presentable, but the platform is among the oldest on sale and a replacement has long been expected.

Reviewers praise the V8 power, towing and driving character. They mark it down for the dated interior, poor fuel economy and tight third row, and it rarely wins comparisons against the Telluride, Palisade or Pilot.