2011 Dodge Journey Lux, an AW Drivers Log Car Review:

The 3.6-liter V6 in the Dodge Journey is rated at 283 hp.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: I was thinking this 2011 Dodge Journey Lux was too pricey for the market, but a comparable three-row, AWD, V6-powered Chevrolet Traverse prices out at about $6,000 more. Right away that starts to reframe my opinion from thinking the Journey isn't quite up to the competition, even in this high-level trim, when in fact it's a clear winner on the value equation. Then it comes down to what you give up to pay less.

To the naked eye, you're not giving away any features or capability by going with the Dodge--and in some areas you might even find the Journey more practical in terms of special storage built-in all over the vehicle. All the electronics are there, and in this trim, the interior looks 100 percent better than the first Journeys on the market. The third row isn't up to Traverse standards, but it does exist for those limited times when you need somewhere to belt in two more riders.

The engine is up to snuff, as is the transmission, but I found an odd continuation of power even though I was off the gas pedal, at least when running in manual mode in first gear. Overall, the vehicle drives a lot like a minivan or like the underlying Avenger with which it shares a chassis.

What you give up is class-leading ride, handling, performance and styling--General Motors is holding all those cards for now with its excellent three-row crossovers. The Journey might get Dodge by for now, but 2014, when the Fiat-based crossovers arrive, can't come soon enough.

EDITOR WES RAYNAL: Wow, this Journey is a heck of an improvement inside. I remember this having a weird angular dash made of inexpensive materials. This is much better with good materials, much better fits and a third row for emergencies.

It doesn't drive badly, either, thanks to the chassis fixes such as a revised rear suspension, shocks and spring rates. It's a much more refined driver now and feels better planted. Power is also decent from the Pentastar V6.

Overall, I liked this Journey way better than I thought I would. This is definitely in the running for my most-improved award. I don't know whether it would pry me out of a Mazda CX-7, though.

AUTOWEEK.COM EDITOR DALE JEWETT: I have to admit to being surprised by the level of comfort in this SUV. Every penny spent on upgrading the interior trim was worth it.

On surface streets and freeways the ride of this Journey strikes a nice balance between comfort and control.

One area I needed to focus on was the braking feel. There's some heft to this SUV. It's not all that apparent in normal driving but if traffic is coming to a rapid stop, you need to really get into the brake pedal to haul this thing down.

The new generation of navigation/audio/HVAC controls on the center console is user-friendly. It's nice to see all the song info on the large, two-din display screen. There are a number of redundant buttons for the climate controls, which is good.

With the third-row seats up, there's not much storage room in back. Drop those seats and you can swallow the standard basket-load from Costco. In my case, I used the Journey to claim a 60-inch flat-screen television. This required dropping the second-row seat backs to create the flat load flow. All the levers on the passenger side of the second-row seats can be confusing--I spent minutes trying to get the seatback to fold flat, not tilt and slide forward.

Oh, and the second row is pretty comfortable for passengers. The third row looks to be strictly for kids.

Finally, there's a storage bin hidden under the front passenger seat. It looks like the perfect hiding spot for a purse. Pretty neat.

NEWS EDITOR GREG MIGLIORE: I did a commuter lap in the 2011 Dodge Journey and I liked it, for the most part. The refresh is most evident inside and underhood, I would say.

The cabin has nicer plastics and a better feel all-around. It's comfortable, well-laid out and displays color, easy-to-read gauges. Seems like a great environment for families. The power is also a nice leap, with this Pentastar V6 shining in this and every other Chrysler product I've sampled. It's not spectacular, but it's an engine consumers will like in everyday use.

The looks are almost wagonlike, and it's a reasonable well-sorted crossover. The looks are decent, too, nonoffensive but a bit different from others.

Still, given the option, I'd take the long-gone Magnum wagon with rear-wheel and V8 power.

2011 Dodge Journey Lux

Base Price: $35,190

As-Tested Price: $36,060

Drivetrain: 3.6-liter V6; AWD, six-speed automatic

Output: 283 hp @ 6,350 rpm, 260 lb-ft @ 4,400 rpm

Curb Weight: 4,195 lb

Fuel Economy (EPA/AW): 19/19.1 mpg

Options: Navigation convenience group including universal garage-door opener, Garmin navigation system and Uconnect touch-screen CD/DVD/MP3/NAV ($500); second-row seat with two child booster seats ($225); trailer tow prep group including four-pin connector wiring, engine oil cooler ($145)

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2011 Dodge Durango Citadel, an AW Drivers Log Car Review:

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NEWS EDITOR GREG MIGLIORE: What an upgrade this 2011 Dodge Durango is. From its overly curvy, awkward predecessor to this bold, in-your face henchman of an SUV, the new Durango delivers. It's luxurious, powerful and imposing. The only drawback is that the gas mileage is not great. But remember, you're driving a Hemi-powered fortress.

The updated Durango now feels like a utility-vehicle version of the Ram. That's a good thing. The pickup is one of the best-driving in its class, and this Durango now shares that dynamic. The V8 power is exactly what one wants in a vehicle this large. The 360 horses come on smooth, and this five-speed automatic is effective and efficient. Dial up more than 5,000 rpm, and this ute blasts off. Power from launches is impressive yet civilized, and the Hemi growls and purrs depending on what it's being called upon to do.

The steering is light, similar to that of the Ram, but adds satisfying feedback into maneuvers. The chassis is all-conquering, and I annihilated a pothole on the expressway without even blanching. This trench was the kind of obstacle that would have ripped the bottom off a smaller car. The Durango was unflinching.

The styling is beefy and taut. I like the way the sheetmetal fits yet still has some attitude. Whereas the old version was almost cartoonish, this one is well-tailored and sharp. The headlights are perfect, and the wheels are simply huge.

Inside is a smart black and caramel layout, and the white-and-red-accented gauges present well. You sink into these seats, and there's a commanding road view. The Citadel package marks the summit for the Dodge Durango. I'd take one for our long-term fleet in seconds. I like this muscle ute even more than I like our long-term Infiniti QX56, which is a tank in its own right. But the Dodge is pretty much just as blinged-out, looks better to my eye and costs $24,030 less than our long-term Infiniti. That's high-protein food for thought.

EXECUTIVE EDITOR ROGER HART: I would agree with Greg on liking this better than our long-term Infiniti QX56. Actually, I was stunned at just how good this new Durango really is. Think of this as a Jeep Grand Cherokee with a third row. I actually had two different people come up and ask me about the vehicle, what it was, etc. Both commented that it looked so good that they were surprised it was a Durango. That's a good thing, because the old Durango was, well, let's just say it didn't have anywhere near the refinement this one has.

I loaded this up with seven passengers for a trip to Michigan State University for my daughter's graduation, and a trip after to dinner. Even those in the way-back seats had nothing to complain about. I like the black and caramel two-tone treatment, and the seats are very comfortable. The Hemi underhood is strong and made no complaints as we loaded the thing up.

The Chevrolet Suburban/Tahoe is probably still the leader in the clubhouse when it comes to full-size sport-utes. But there is nothing wrong with this new Durango. It is so much better than the vehicle it replaces it probably should have had a new name. It is that good.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: Add me to the chorus singing the all-new 2011 Dodge Durango's praises. I think Dodge should have just dropped the link to past vehicles and used that Citadel moniker as the vehicle's new brand name. It's that different, and good, compared with the old Durango. The old truck was barely competitive, while this one offers a ton of Hemi grunt, sharp styling, a superb interior, and top-notch ride and handling for a 5,400-pound, four-wheel-drive beast. As much as the Grand Cherokee, with which this shares its platform, is a great vehicle, the Durango's three rows and Hemi power might put it a step above the Jeep. And looking at Roger's observed fuel-economy numbers, posting nearly 20 mpg is certainly livable.

I like this truck--a lot.

2011 Dodge Durango Citadel

Base Price: $44,645

As-Tested Price: $48,530

Drivetrain: 5.7-liter V8; AWD, five-speed automatic

Output: 360 hp @ 5,150 rpm, 390 lb-ft @ 4,250 rpm

Curb Weight: 5,397 lb

Fuel Economy (EPA/AW): 15/18.7 mpg

Options: 5.7-liter Hemi V8, dual rear exhaust with bright tips, two-speed on-demand transfer case, heavy-duty engine cooling and 220-amp alternator ($1,895); customer preferred package 25j including rear DVD entertainment, video entertainment system, satellite radio and TV ($1,695); inferno red crystal pearl coat exterior paint ($295)

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2011 Dodge Durango Crew V6 AWD Tested: Athletic, But Still a Comfortable Cruiser

2011 Dodge Durango Crew V6 AWD Road Test – Review – Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › Reviews › 2011 Dodge Durango Crew V6 AWD - Short Take Road Test

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2011 Dodge Durango Crew V6 AWD - Short Take Road TestThe V6 Durango offers the R/T’s sportiness without the harshness penalty.BY JON YANCA , PHOTOGRAPHY BY PATRICK M. HOEY
May 2011

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Photos (16)Highs and Lows

Highs:Attractive exterior, buttoned-down handling, efficient and handsome interior.

Lows:Late power delivery, transmission needs another ratio.

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What Is It?

It’s the third-generation Dodge Durango, and it marks the nameplate’s return from the sabbatical it took for the 2010 model year. Built on a lengthened version of the Jeep Grand Cherokee’s unibody platform—instead of the old body-on-frame underpinnings of its forebears—the Durango retains a rear-drive layout, but a full-time all-wheel-drive system as tested here is an option on each of the five trims. We’ve already tested an entry-level rear-drive V-6 Durango and an all-wheel-drive V-8, but this is our first go with the more-affordable all-wheel-drive/V-6 combo.

How Does It Drive?

The Durango’s chassis delivers very impressive dynamics. At 5068 pounds, the SUV tested here is far from light, but it handles twists and turns with a fluid ease, remaining flat and composed as it challenges the laws of physics. Unlike most others in this segment, the Durango’s steering offers a good degree of feel, and the same can be said for the brake pedal. Not only is the Dodge an agile machine, but the ride, even on this example’s optional 20-inch wheels, was comfortable and well damped. We noted some dissatisfaction with the 20s worn by the V-8–powered R/T we previously tested, but without the stiffened and lowered suspension of that model, the 20s were not a problem.

Our only real gripe came with the five-speed automatic transmission, which is in dire need of at least one more forward gear. The 3.6-liter V-6’s 290-hp peak coincides with the 6400-rpm redline, and the 260-lb-ft torque peak occurs at a similarly high 4800 rpm. The wide spacing needed to stretch the five ratios and the transmission’s eagerness to upshift can strand the engine at the low end of the rev range without any power on tap. Around town, Durango drivers need a heavy right foot to keep the tranny in a low gear and keep things moving.

How Does It Stack Up?

If it’s hot sheetmetal you’re after, then the Durango should be at the top of your three-row-crossover list. We’d make the same recommendation for those buyers seeking a quiet, well-crafted interior with nice materials and an efficient layout that doesn’t overcomplicate the simple tasks of changing the temperature or radio station.

If expediency—or towing, a more likely application of power in a truck—is a priority, though, the all-wheel-drive Durango V-6 is at the other extreme. It would have placed near the back of the pack in our last round-up of three-row, AWD crossovers, with its 8.2-second run to 60 mph slotting just ahead of the test’s slowest, the Ford Flex SEL (8.4 seconds). But the Durango’s brakes, as we’ve noted in previous tests, are excellent. Its 178-foot stop from 70 mph would have been just two feet longer than that of the Mazda CX-9, which stopped the shortest in that test and is a Car and Driver crossover favorite. Over our time behind the wheel of the Durango, we returned 19 mpg, smack in the middle of the estimated 16/22 city/highway figures.

What’s the Cost?

Of the five trims (Express, Crew, Citadel, Heat, and R/T) offered on the 2011 Durango, the Crew is the second rung up the ladder. It’s very nicely equipped at $34,270, and AWD is a $2000 premium on top of that. Standard features include upscale items like keyless entry and ignition, a power liftgate, a 6.5-inch touch-screen infotainment display with 30 gigs of storage, Sirius satellite radio, Bluetooth, power front seats, and a back-up camera. After adding $295 for the Inferno Red Crystal Pearl paint and $5000 for the Crew Lux package—leather seats (heated in rows one and two), 20-inch wheels, power tilt/telescope steering wheel, navigation, rain-sensing wipers—our all-wheel-drive Crew V-6 totaled $41,565, which is par for the course of a large, luxurious family hauler. With its comfortable yet sporty dynamics complemented by a strong equipment list, the Durango Crew has few shortcomings. If Dodge can find a modern transmission with at least one more ratio, there’s little else to improve.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 7-passenger, 5-door wagon

PRICE AS TESTED: $41,565 (base price $36,270)

ENGINE TYPE: 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 220 cu in, 3604 cc
Power (SAE net): 290 hp @ 6400 rpm
Torque (SAE net): 260 lb-ft @ 4800 rpm

TRANSMISSION: 5-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 119.8 in Length: 199.8 in
Width: 75.8 in Height: 70.9 in
Curb weight: 5068 lb
C/D TEST RESULTS:
Zero to 60 mph: 8.2 sec
Zero to 100 mph: 22.9 sec
Street start, 5–60 mph: 8.5 sec
Standing ¼-mile: 16.4 sec @ 88 mph
Top speed (governor limited): 112 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft-dia skidpad*: 0.75 g

FUEL ECONOMY:
EPA city/highway driving: 16/22 mpg
C/D observed: 19 mpg
*Stability-control-inhibited

 


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Zagato’s TZ3 Stradale is a Dodge Viper–Based Homage to Alfa Romeo

Italian design and engineering house Zagato has released a second TZ3 model, the TZ3 Stradale following a gorgeous one-off called the TZ3 Corsa, revealed last year. A little background for those who don’t read Small Italian Coachbuilders Weekly: Zagato’s TZ3 models are being built to commemorate the 100th anniversary of Alfa Romeo, and pay homage to the original Zagato-bodied Alfa Romeo Giulia TZ and TZ2 sports cars from the 1960s.

Zagato labels the new Stradale an “avante-garde design exercise,” despite its track-ready Dodge Viper ACR underpinnings. (For reference, last year’s TZ3 Corsa used underpinnings from the Alfa Romeo 8C Competizione.)  The ACR bones show through in a few places, namely the car’s prodigious width and well-defined shoulders, windshield surround, staggered front–rear tire sizes, side-exit exhaust, and Viper side-view mirrors. The ZT3 Stradale also inherits the ACR’s 600-hp, 8.4-liter V-10 and six-speed manual, creating what Zagato calls the “first American Alfa Romeo.”

Don’t think that the TZ3 Stradale is all Dodge, though. The ACR chassis is wrapped in classically-proportioned, long hood-short deck bodywork rendered in carbon fiber. (That the Viper shares these proportions no doubt helps.) The rear features Zagato’s signature Kamm tail, highlighted by a blacked-out panel with an integrated vertical rear window that augments the gunslit backlight. The taillights look to be taken straight off of an Alfa 8C, while the wheels recall various Alfas with their rotary-phone-dial look. The b-pillar is hidden behind the glass, giving the greenhouse a pillarless look, and the front-end treatment is more aggressive than the “track car” TZ3 Corsa’s, with more chiseled headlights and an Alfa grille with exaggerated chamfering. The Stradale is very attractive, but there are some parts that look like they need more work, like the unfinished-looking, gaping hole of a grille out front, the unadorned fender and hood vents, and the De Lorean–style inset windows.

As for the TZ3 Stradale’s pricing, that’s a number only nine customers will find out for certain.

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2011 Dodge Charger Rallye Plus, an AW Drivers Log:

The V6 in the Dodge Charger is rated at 292 hp. A Charger R/T is shown.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: If $4 per gallon gasoline becomes the norm, I could see cars like this (and V6 Camaros and Mustangs, etc.) becoming the top choices for enthusiasts. Will the V6-powered Rallye slap you back in the seat like an SRT8 Hemi? Heck no, but its fuel consumption also won't drain your wallet at the same rate either.

It used to be that these lesser-powered models were just that, lesser-powered, meek, mass-market models for the wannabe set. But today, with V6 outputs pushing at or near 300 hp, there's enough power there to get even a 3,900-pounder like this Charger up to speed in a reasonable hurry. The car still handles and corners much like its higher-output sibling--it's not great, but the steering is quick and precise, and the car sticks to the road fairly well. I often find the weight balance and lesser power delivery of V6 models like this make them much more driveable vs. monster motor V8s that constantly put you at risk of breaking loose and spinning into the nearest ditch.

Top it all off with an exterior styling and paint job that is eye-catching and sporty, and a fully optioned, well-made and high-styled interior that features lots of quality materials, and it's hard to find something that's not to like.

I think most owners would love to go out and fire up this “lesser” Charger everyday and enjoy their drive, knowing that they have all the bells and whistles, a sharp package, and a more fuel-efficient engine under the hood. The price of entry is steep, but how much is an SRT8 these days?

AUTOWEEK.COM EDITOR DALE JEWETT: Take a look at Bob's comments: This Charger won't “slap you back in the seat,” the handling is “not great,” and the “price of entry is steep.”

I can't get past all three of these factors.

Sure, the 3.6-liter V6 is cranking out just a smidgen less than 300 hp--but it never feels strong from the driver's seat, even when working the transmission in manu-matic mode. And it certainly doesn't sound beefy, either.

To this powertrain's credit, the power comes on quite smooth, and the five-speed transmissions slides through the gears in rapid fashion. But it's not too exciting. (By the way, it sure looks like there's only one exhaust pipe, even though there are two chrome-trimmed openings in the rear bumper fascia.)

The cove designed into the sides of the Charger adds a heritage feel, but I'm not a fan of the toxic orange paint, which I think overwhelms the styling changes.

I second Bob's comments on the interior--the restyling and addition of soft-touch materials on the dash and door trim add a luxurious feel.

The eight-inch display screen is massive. It's good for seeing all the channel and song data from the Sirius satellite radio stations, as well as a good section of map for the navigation. It's also the only place you can turn heating for the seats and steering wheel on and off--functions that might be better served with dedicated buttons. In addition, the knob to control the power tilt-and-telescope steering wheel takes a bit of hunting the first time.

For as big as the Charger is, it still looks as though back-seat passengers can be crimped for legroom if the front seats are moved back to the limit of travel. And the dive of the roofline at the C-pillar can crimp the headroom for tall passengers in back.

This Charger is loaded with plenty of gizmos, including heated seats in the rear and heating and cooling for the front cupholders.

However, if I were laying out $35,000 for this car, I'd sacrifice some of the gizmos for more horsepower, a clutch and a better-sounding exhaust system.

EDITOR WES RAYNAL: Even after two nights I have to say I'm in the “no thanks” category on this one. I would want my Charger to sound like a Charger and go like a Charger. This Charger doesn't do either of those things. The V6 isn't smooth, could definitely use even more power, and dammit, I want my Charger to have a V8 growl, not a V6 wet fart. Would I pay extra for that pleasure? No doubt. Not that at almost $36K this thing is any kind of bargain. By the way, a version of this engine with slightly less horsepower is also available in the Chrysler Town & Country minivan. So my “Charger” has a minivan engine. Really?

I thought the suspension was nicely tuned for Detroit's potholes and such. All the changes Chrysler made (new cradles, monotube shocks, stiffer springs, etc.) work well. NVH seems reduced as well--it's a quieter and smoother overall drive.

The interior is OK, if you like massive expanses of black juxtaposed with orange leather seats. At least the materials are decent.

But no, I'd have to have a V8.

NEWS EDITOR GREG MIGLIORE: The Charger strikes the right chords in the looks department for enthusiasts. If you've ever lusted after a Charger--as I admittedly have--this car is on the money. From the scalloped doors to the protruding grille to the taillights that are almost surreal, it's a smoking, muscular update. Looking at visions of late '90s Charger concept, this 2011 version is probably closer to what hardcore Mopar fans had in mind when the car was reborn in 2005. The angles on the sides really say muscle car, and the headlights offer the same kind of attitude that rides of this ilk possessed 40 years ago.

Inside is a dramatic upgrade. The first version of the Charger six-years ago had very plain interior materials (aside from the gauges), and subtle upgrades did little to keep pace with cars like the Ford Taurus. This trim package, dressed in caramel and black, is luxurious to the eye and hand. Plus, the gauges are smartly redone with an athletic black-and-red look.

So yeah, I like the looks. The drive? Not as much. I think this car carries a bit of a burden with the Charger moniker, and we hold it to a higher standard than we would a similarly powered car of a different badge. The 3.6-liter V6 is smooth and quick--but not overwhelming. And somehow, I couldn't spin the tires in the rear-wheel hulk, something accomplished without thinking on the earlier model. Passing is quick both on surface streets and the expressway, and the steering has been tightened up nicely from the old car. The suspension also feels a bit firmer, but not overly so.

This new Charger is a fun daily driver and looks great to my eye--but the power won't overwhelm enthusiasts.

2011 Dodge Charger Rallye Plus

Base Price: $25,995

As-Tested Price: $35,880

Drivetrain: 3.6-liter V6; RWD, five-speed automatic

Output: 292 hp @ 6,350 rpm, 260 lb-ft @ 4,800 rpm

Curb Weight: 3,961 lb

Fuel Economy (EPA/AW): 21/19 mpg

Options: 27J Charger Rallye Plus package including 8.4-inch touch screen with voice command and Bluetooth, satellite radio, auto-dimming rear view mirror with microphone, remote USB port, auxiliary audio input, 6-speaker sound system, remote car start, security alarm, dual zone climate control, humidity sensor, universal garage door opener, heated front and rear leather seats, 8-way power driver and passenger seats with lumbar adjustment, leather wrapped steering wheel and shift knob, heated and cooled front console cup-holder, compass, overhead LED lighting, front and rear LED map pockets, driver and passenger lower LED lamps and 18-inch chrome clad aluminum wheels ($4,000); driver confidence group including blind spot and cross path detection, parksense rear park assist system, parkview rear back up camera, low-beam HID headlamps, rain sensitive windshield wipers, smartbeam headlights, auto adjust in reverse mirrors, approach lamps, driver' automatically-dimming exterior mirror ($1,495); rallye appearance group including 506-watt amplifier, nine amplified speakers with subwoofer, 20-inch x 8-inch chrome clad aluminum wheels, 245/45R20 all-season performance tires, rear body-color spoiler, performance suspension ($1,195); power sunroof ($950); adaptive cruise control group including adaptive speed control, forward collision warning, heated steering wheel ($925); driver convenience group including power adjustable pedals with memory, memory for radio, driver seat and mirrors, power tilt/telescoping steering column ($575); navigation/rear back up camera group including Uconnect touch 8.4N, Garmin navigation system ($450); toxic orange pearl coat exterior paint ($295)

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