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Transfer cases: MP3010 for V6 (full time AWD, 50/50 torque split) and MP3022 for V8 (2.72:1 low range, variable torque split).
On AWD models, front axle has 7.7” ring gear diameter, rear axle has 8.4 inch ring gear on V6 and 8.9 inch on V8.
A 160, 180, or 220 amp alternator is used depending on options, with a 750CCA Group 65 battery.
The front suspension is a short-and long-arm independent setup with coil springs, gas-charged twin-tube coil-over shock absorbers, upper- and lower-control arms (“A” arms), and stabilizer bar. In back, the Durango uses a multi-link suspension with coil springs, twin tube shocks (including load leveling for towing), aluminum lower control arm, independent upper links (tension and camber), and a separate toe link.
The power steering pump is electro-hydraulic on V6, hydraulic on V8; it has a 19:1 steering ratio, turning radius of 37.1 feet, and steering wheel movement of 3.67 rotations, lock to lock. Brakes use 13.0 x 1.26 vented discs up front and 13.0 x 0.55 sold discs in back, with the standard duty setup; heavy duty discs are 13.8 x 1.26 vented up front, and 13.0 x 0.87 vented in back.
Tires on SXT and Limited are P265/60R18 Micheline Latitude Touring. Tires on others, and optional on SXT and Limited, are P265/50R20 Goodyear Fortera HL. The parking brake is a mechanical drum-in-hat setup on rear wheels only, with a single-rate tandem diaphragm vacuum booster for the regular brakes. Axle ratios are 3.45:1 on V6, 3.09:1 on V8; maximum towing is 6,200 lb on V6, 7,400 lb on V8 with rear wheel drive, and 7,200 lb on V8 with all wheel drive.
Also see the main 2014 Dodge Durango page, Pentastar V6, Hemi V8, and eight-speed automatic pages.
New standard and optional features include adaptive cruise control with stopping power, forward collision warning with crash mitigation, and 911 and roadside asisstance.
Chrysler 1904-2018 •
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