2025 Dodge Durango

The volume GT trim uses the 3.6L Pentastar V6; the 2025 lineup was trimmed to GT, R/T and SRT Hellcat (no SRT 392 this year).

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

Unchanged 295-hp V6 and 8-speed powertrain since 2014+, so instrumented tests of earlier same-generation GT V6 cars carry over; tests cluster 7.4–7.8 s.

The long-serving Pentastar V6 is adequate and responsive at low speeds but gets coarse near its high rev peak and feels strained with a full load; the HEMI V8s add character rather than polish.

The ZF-derived TorqueFlite 8-speed is standard on every 2025 Durango 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; the volume V6 GT is rated 6,200 lbs, still strong for the segment.

AWD is available on GT and R/T and standard on the SRT Hellcat, with a rear-biased system and drive modes, but there is no low-range transfer case or locking differential option.

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

Three distinct gas engines (V6, 5.7L HEMI, supercharged 6.2L HEMI) cover a huge power spread, but the 2025 lineup lost the 6.4L SRT 392 and still offers no hybrid, PHEV or EV.

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

EPA city rating for the GT V6 AWD; no hybrid assist to help in urban driving.

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

A large fuel tank offsets mediocre economy, giving the volume V6 competitive highway range.

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

The volume GT V6 runs on regular unleaded, but the R/T's 5.7L HEMI is rated on midgrade and the SRT Hellcat needs premium — a mixed lineup.

NHTSA rates both 2025 Durango drivetrains 4 stars overall: 4-star frontal, 5-star side, and a 4-star (RWD) / 3-star (AWD) rollover rating.

No IIHS award. The 2025 Durango's most recent driver-side small overlap result is Marginal, with a Poor structure/safety cage and Poor lower leg/foot. Its Good original moderate-overlap and roof-strength results come from older tests, and it has not been run through the updated moderate-overlap or updated side tests.

Blind-spot monitoring with rear cross-path detection is standard on every trim. Forward collision warning with active braking, adaptive cruise and lane departure warning/lane keep assist come in option packages (GT Plus/Technology Group) rather than as standard equipment. Most mid-size SUV rivals make all of these standard.

AEB is optional (FCW-Plus) and IIHS has never tested it. IIHS lists pedestrian front crash prevention as not available on this model, so there is no pedestrian or nighttime detection at all.

Blind-spot monitoring with rear cross-path detection is standard on every trim and covers the trailer length (Trailer Tow Detection), which matters for a tow-oriented SUV. 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 corrects the car back toward the lane edge rather than centering it. No lane-centering function is offered.

Adaptive Cruise Control with Stop is available (GT Plus and up) and covers the full speed range including stop-and-go. It is not paired with lane centering into an integrated highway assist, and it is not standard on the base GT.

No hands-free highway driving system is offered on any 2025 Durango trim.

IIHS has no headlight rating for the 2025 Durango, so performance is unverified. Since the 2021 refresh the lineup uses LED projector headlamps. Automatic high beams are bundled with the optional driver-assist packages rather than standard.

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

IIHS rates LATCH ease of use Acceptable. Two second-row positions have full LATCH hardware and three more have tether anchors only. Wide rear doors and three rows give room for multiple seats, but the anchors take some digging.

Seven-passenger configuration is standard on the volume GT; captain's chairs drop it to six.

Front headroom is mid-pack for a mid-size three-row SUV.

Front legroom is short by segment standards — the LX-derived cabin gives up front stretch-out room.

Generous second-row headroom thanks to the tall roofline.

Second-row legroom is comfortable for adults and above the segment midpoint.

Third row has decent headroom but tight legroom and a low cushion; best for kids and short adult trips, with fold-and-tumble second-row access and powered third-row head-restraint fold.

Behind-second-row space is below class leaders like the Telluride/Palisade/Traverse.

Max cargo is competitive for a mid-size three-row SUV.

Conventional but functional storage — full-length console, covered cargo bin, fold-flat front passenger seat; 115V outlet is package-dependent.

Front seats are supportive with 8-way power driver and power lumbar standard; cloth base seats get mixed owner reviews and 12-way Nappa seats require the Plus Package. Second-row bench is flat but roomy.

Composed body control but firm, especially on the 20-inch wheels standard on GT AWD and R/T and the sport suspension of the R/T.

Engine and wind noise are reasonably muted but tire roar on coarse pavement is a recurring complaint; no acoustic glass or active noise cancellation listed.

Heated front seats, heated wheel, remote start and tri-zone automatic climate with rear controls are standard; ventilated front and heated second-row seats come with the Plus/Premium packages.

For 2025 Dodge dropped the SXT, Citadel and SRT 392, so the V6 GT is the entry point. That puts the 3-row Durango near the middle of the mid-size SUV price range.

I treated the V6 GT with the GT Plus package as the volume retail configuration, matching the V6 GT scored elsewhere for this year. The package adds leather, a sunroof, a hitch, ventilated seats and forward-collision braking. The V8 R/T was cut to $51,590 with AWD standard, and its sales grew strongly in 2025.

This is above the segment median for maintenance and repairs on an aging platform, and the HEMI V8 trims run higher still.

KBB projects heavy depreciation for the V6 GT. That reflects its exposure to fleet and rental buyers and heavy incentives, which keep the residual weak against Toyota and Honda rivals.

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

This is the floor of the segment band. It is 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 connected-services trials. SRT Hellcat buyers also get an SRT track experience, which is a niche perk.

$46,090 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $19,819) leaves about $26,271 in depreciation. Add the projected $7,915 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $34,186 in total.

The two main sources disagree: J.D. Power's owner-reported Quality & Reliability score for the 2025 Durango is a strong 83/100 ('Great'), while Consumer Reports predicts only about average reliability, based on Dodge's brand score and the Durango's history. Mixed signals place it mid-band, just under the segment median.

Dodge and its Stellantis siblings have spent years in the bottom third of Consumer Reports' brand reliability rankings and below the industry average in J.D. Power's Vehicle Dependability Study. With Charger/Challenger production winding down, Dodge sold too few eligible vehicles to be ranked in the 2025 VDS at all.

The 2025 model year itself has no NHTSA recall campaigns on record. The WD generation as a whole has a steady stream of mid-size recalls: a rear spoiler that can detach (2021–2023, reissued in 2026), ABS/ESC module software (2018–2022), shared FCA backup-camera campaigns and a shifter heat-treatment defect. None is a fire or engine-failure campaign, but the volume across the generation is above the segment norm.

The volume trim (SXT/GT) uses the 3.6L Pentastar V6 with the ZF-licensed 8HP 8-speed automatic, a pairing in production since the 2011–2014 period with a long high-mileage record. The early Pentastar left-cylinder-head and rocker-arm issues are long resolved. The 5.7L HEMI on the R/T is proven, though its MDS lifter wear is a known long-term concern.

The 2021 interior refresh brought a driver-oriented dash, a 10.1-inch Uconnect 5 screen and better upper-dash materials. Reviewers still note hard plastics low in the cabin and dated bones from 2011. It is competitive for the price, and leather and Alcantara on the upper trims lift it, but it is not class-leading.

This late model year of a long-running platform at Jefferson North assembly is generally tight, and J.D. Power owner quality data for 2025 is strong. The repeated spoiler-to-roof misalignment recalls on 2021–2023 builds show real assembly-consistency lapses within this generation, which holds the score in the mid band.

Chrysler-Dodge-Jeep-Ram stores make up one of the densest dealer footprints in the US, so service is easy to reach almost anywhere. Service satisfaction for the Stellantis brands is mid-pack to below average in J.D. Power's CSI.

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

A 10.1-inch Uconnect 5 screen is standard but small next to rivals' 12-inch-plus displays.

Uconnect 5 is quick and logically laid out, with physical climate and heated-seat buttons retained below the screen; the screen is angled toward the driver.

Wireless Apple CarPlay and Android Auto are part of the standard Uconnect 5 NAV radio on every trim.

Standard TomTom navigation with SiriusXM Traffic and integrated voice command; Alexa is compatibility-based rather than a native assistant, so most owners still default to phone projection.

Base GT gets six speakers; the nine-speaker Alpine system needs the GT Plus Package, and the 19-speaker Harman Kardon is limited to the R/T Premium Package and SRT Hellcat.

Only a 7-inch reconfigurable TFT display between analog gauges is offered for 2025 — the larger 10.25-inch full-digital cluster is not listed on any trim.

Uconnect 5 supports map and firmware over-the-air updates for the infotainment system, but there is no evidence of vehicle-wide OTA that adds features.

Remote start, lock and vehicle locate run through the Dodge/Uconnect app via SiriusXM Guardian, which is a trial that converts to a paid subscription; no phone-as-key.

Front media hub has four USB-A/C ports; second-row USB-C ports come with GT Plus (standard on R/T); wireless charging and a 115V outlet are available via packages.

Remote start and a power liftgate are standard across the lineup and Keyless Enter 'n Go proximity entry is covered in the owner's manual; no phone-as-key or hands-free liftgate.

Rear camera and rear park sensors are standard and front sensors come with GT Plus (standard on R/T), but no surround-view camera or automated parking is offered for 2025.

No head-up display is offered on any 2025 Durango.

Bench seats three across with fold-and-tumble third-row access, and optional captain's chairs let car seats latch in each position while keeping a pass-through; tight third-row legroom and modest cargo with all rows up limit it.

Four-star NHTSA overall and a Marginal IIHS small-overlap rating; forward collision warning/AEB, lane-departure warning and adaptive cruise are package options on the GT that families most often buy, and pedestrian AEB is not offered.

Roomy second row, standard tri-zone climate with rear controls and second-row USB-C/heated seats with packages make it comfortable for four to five; luggage space with the third row up is limited.

Smooth eight-speed automatic and commanding seating make it easy in traffic, but heavy steering at low speed, a large footprint and adaptive cruise being optional on the GT add fatigue.

At 20 mpg combined for the V6 and 17 for the V8, the Durango is expensive to commute in versus hybrid three-row rivals.

A 41-foot turning circle, 200.8-inch length and no surround-view camera make tight urban parking a chore despite standard rear sensors.

Best-in-class three-row towing — 6,200 lbs with the V6 and up to 8,700 lbs with the V8 — with an available Class IV hitch and integrated trailer brake.

Long-running WD platform and proven Pentastar/HEMI and 8-speed powertrains, with a Pursuit police derivative, suggest it holds up to hard use.

Cargo tie-downs, 115V outlet and a Class IV hitch with trailer brake are available, but there is no factory work/upfit program for the civilian model.

A 24.6-gallon tank gives roughly 490 miles of V6 range and the seats and ride are fine for long days, but tire noise and the lack of lane centering limit it as a mile-eater.

AWD is optional on GT (standard on R/T), 8.1 inches of clearance and strong tow ratings handle trailers, boats and gravel, but there is no off-road package or low range on the V6.

Fifty-plus seat configurations, flat-folding second and third rows, 85.1 cu ft max and available Stow 'n Place roof rails and Class IV hitch handle bulky gear well, though cargo behind row 2 trails leaders.

The rear-drive-based chassis feels more planted and composed than most three-row rivals, though the volume GT on all-season tires is secure rather than sporty and its mass is evident.

Electric steering is decently weighted with a quicker 16.7:1 ratio on AWD models but transmits little road feel.

Heavy-duty four-wheel discs stop the GT adequately with a firm pedal; Brembos are reserved for the R/T Tow N Go and SRT Hellcat.

The TorqueFlite 8-speed is smooth and quick-shifting; the Pentastar V6 is linear but the engine stop-start restarts are noticeable.

The V6 is quiet at cruise but gets coarse near redline; the HEMI V8 trims trade quiet for an appealing exhaust note.

A 41-foot turning circle is wide for a mid-size SUV.

Commanding seating and a driver-angled dash with physical climate controls; power tilt/telescoping column and 12-way seats need the Plus Package, and rear three-quarter visibility is average.

Rear-drive balance gives even the V6 GT more character than typical three-row crossovers, and the HEMI R/T and SRT Hellcat make it the muscle car of the segment.

For 2025 the GT gets a standard 10.1-inch Uconnect 5 screen, heated front seats, tri-zone climate and blind-spot monitoring. Forward-collision braking and other driver aids still require the GT Plus package. Telluride and Palisade include them at base.

For 2025 the R/T's price was cut to $51,590 with AWD made standard. That leaves it the cheapest way into a V8 3-row SUV, and the GT undercuts many rivals. The dated interior and extra-cost safety tech limit its value for mainstream buyers.

There are fewer trims than in 2024 now that the SXT, Citadel and SRT 392 are gone. The three models still span 11 priced variants from about $40k to $115k, offering RWD/AWD on the GT, Plus/Premium packages, 20th Anniversary editions and three engines (V6, 5.7 V8, supercharged 6.2 V8).

Calendar-2025 sales rose 37% to 81,168, the Durango's best year since 2005, helped by demand for the V8. That is still well below the Explorer, Highlander and Telluride.

The HEMI and SRT muscle image gives the Durango a real enthusiast following. Dodge's wider brand perception for quality and refinement sits in the mainstream's lower-middle tier, and the brand's car lineup shrank sharply in 2025.

Stellantis supported the 2025 Durango with substantial cash: bonus cash, employee pricing open to the public at times, and subsidized APR on select trims.

The WD third generation dates to MY2011, so 2025 is its 15th model year. Refreshes in 2014 and 2021 have kept it current, but the platform is among the oldest on sale and a replacement is expected.

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