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2018 Dodge Durango 4 R/T Long-Term Verdict

Whether carrying seven people, hauling an entire Ikea kitchen, or towing a boat, our Hemi Durango never strained or stumbled.

It’s like the end of summer camp. We’ve said our tearful toodle-oos, we’re relishing fond memories of fun times, and we’re dogged by that resigned feeling that life must now go back to normal—no more growling V-8 acceleration, no more yanking ski boats and tailgate-trailers around like they were Radio Flyer wagons, and no more intimidating left-lane dawdlers with that menacing SRT mug. The party’s over.

The party actually lasted 388 days and 18,525 miles, with the only metaphorical turds in our proverbial punchbowl being a fogged right rear taillight lens and a seatbelt buckle that refused to release a dog tether. Those warranty repairs were swiftly completed in November 2017 (along with an unsolicited software module update). Our only other hiccups were a couple of one-off electronic glitches. The first involved a remote-start event after which the truck temporarily refused to transition to fully started, and the other involved a strange crash of the Uconnect infotainment system, which we remedied by pulling and reinserting a fuse. There were no recalls, and the truck ended its year with us essentially free of squeaks and rattles, with its bordello-red leather showing little evidence of the hard work it endured.

Despite its sterling performance, our Dodge occasionally drove us to drinking—literally and figuratively. During our yearlong party, the Durango delivered us to five of the 14 distilleries along the official Kentucky Bourbon Trail plus three of the 13 stops on the Trail’s Craft Tour (fear not—quarter-ounce pours keep tasters legal and lucid). Figuratively, poor radio reception had us straining to hear through static on FM stations that most vehicles lock onto easily. The truck was also quick to panic—abruptly braking when reversing out of my garage on multiple occasions with nothing in the way and screaming “BRAKE!” when pulling out to pass behind a faster-moving car (most systems can deduce that a rapidly departing object poses no danger, no matter how close it is).

Of course, the Durango drove itself to drinking plenty, too, swilling gallons of midgrade unleaded at an average rate of 16.9 miles per. That average dipped as low as 14.4 mpg for the tank that included our performance testing, and ranged as high as 18.9 mpg during a 2,000-mile round-trip journey between Detroit and Vicksburg, Mississippi (incidentally, that trip’s average matched the 7,169-mile average our V-6-powered rear-drive Durango GT logged before it was stolen in May 2017). Virtually all miles were logged in Eco mode (the 5.7-liter’s default calibration seemed frisky enough to render Sport mode unnecessary), but most highway miles were at 80 mph. That’s why we never achieved the 22- or 25.1-mpg EPA or RealMPG highway estimates. At least our overall average topped the EPA and RealMPG city estimates (14 and 16.0 mpg)—impressive given that so many miles were logged doing dray-horse duty schlepping supplies to and from my summer-cabin project. That’s well below averages achieved by our Honda Pilot (21.7 mpg) and Mazda CX-9 (20.6 mpg). Even our 2015 Chevy Tahoe averaged 18.2 mpg over 36,685 miles, but it was a rear-drive model and actually weighed 88 pounds less than our Durango 4. It helps to think of the Durango as a narrower, easier-to-park Tahoe/Expedition rather than as a faster Pilot with better towing.

Easy flat-folding rear seats, four tie-down hooks, and a brilliantly conceived luggage rack with crossbars that store flush in the side rails make this a great workhorse. There’s even a handy underfloor bin in back for your ratchet straps and trailering paraphernalia and for the hitch cover when towing. On the downside, aggressive ratchet-strapping deformed some of our tie-down mounts and the tailgate needs an interior hook or handle to tie it down when loads protrude out the back (we refuse to employ the wiper for that purpose).

Having custom-ordered this Durango, we’re happy to report 100-percent satisfaction with our option choices. We never missed the $1,295 sunroof, and we learned to appreciate the Blacktop package when we discovered that gloss-black touchup paint makes curb-rash disappear. Even the nervous-nelly nannies in the $2,495 tech package are worth enduring to get the well-calibrated adaptive cruise control (which can be switched to standard cruise). Sure, our Tahoe trudged through the Michigan winter on snow tires without getting stuck, but given the often soupy springtime conditions of my cabin’s quarter-mile dirt driveway, we utilized the “4” in Durango 4.

Maintenance-wise we spent $77.90 for an oil/filter/inspections/tire rotation, which the oil-life monitor ordered just before 10,000 miles. The second stop was almost due when we returned the truck and would have cost $130 with a cabin-air filter, meaning that over similar mileage the cost of upkeep is on par with that of our Honda Pilot ($378.62 for 38,523 miles) and Mazda CX-9 ($316.25 over 28,978 miles). Chevy covers the first two stops, after which the Tahoe maintenance pricing aligns closely.

Our Durango proved itself to be plenty reliable, well built, competent, and capable—worthy attributes that can be cross-shopped extensively and found in thriftier vehicles. What hooked our heartstrings—and will prove trickier to find somewhere else—was its unabashedly American style and its Hemi V-8 swagger. That, we’re gonna miss.

Volkswagen Says it May Use Ford Plants to Build Cars in the U.S.

We already knew that Volkswagen is partnering with Ford on commercial vehicles. We also found out there’s a chance VW will make cars for Ford in Europe and Ford will make a Ranger-based pickup for VW. Now, the CEO of VW says his company may use Ford’s factories in the U.S. to build cars.

“We are building an alliance with Ford which will strengthen Ford’s position in Europe because we will share platforms,” VW CEO Herbert Diess told reporters in Washington, D.C. “We might use Ford capacity here in the U.S. to build cars for us.”

VW could also build a second car plant, Diess said. According to the CEO, the German automaker is in “quite advanced negotiations in Tennessee but there might be other options as well.”

Expect more news on the alliance in January. Whatever the automakers cook up, it will not involve VW taking an equity stake in Ford, Diess confirmed.

Diess made the comments after a meeting at the White House to talk about trade. There, President Donald Trump discussed “his vision of all automakers producing in the United States and creating a more friendly business environment,” according to White House spokeswoman Lindsay Walters. Also at the meeting was Daimler boss Dieter Zetsche as well as BMW Chief Financial Officer Nicolas Peter.

If Trump has his way, VW could suffer a 25-percent levy on imports from the EU. Trump’s efforts to balance trade would also affect BMW and Daimler, the biggest car exporters from the U.S. to China. Then there’s the recently signed replacement for NAFTA, called USMCA, which calls for more North American parts content if automakers want to avoid tariffs. The deal would also require more high-wage labor if it passes in Mexico, Canada, and the USA’s legislatures. Volkswagen has a plant in Puebla, Mexico, where it produces the Tiguan crossover, Jetta sedan, and (for now) Beetle hatchback for the U.S. and other markets.

Ford is keeping mum about the exact details of its alliance with VW. In a statement to MotorTrend, Ford said, “Our MOU [memorandum of understanding] with VW covers conversations about potential collaborations across a number of areas. It is premature to share additional details at this time.”

Source: Automotive News (Subscription required)

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Is This the Mid-Engine 2020 Chevrolet Corvette’s Key Fob?

Technically, Chevrolet has yet to confirm that it’s working on a mid-engine Corvette, but it may as well just come out and admit it. We’ve seen prototypes testing at the Nurburgring, in the snow, and even at the McDonald’s drive-through. At this point, the question is when it will be revealed, not whether it exists. In fact, we’re pretty sure a recent FCC filing has even leaked photos of the key.

Huf Huelsbeck & Fuerst, a German automotive parts supplier, is the company behind the filing. In addition to tire pressure monitoring and telematics systems, it also specializes in manufacturing electronic locking systems for cars. Considering Huf has a history of working with General Motors and Chevrolet specifically, it’s entirely reasonable to believe the key shown here is the real deal. And the newly updated Corvette logo on the back confirms we’re looking at a Corvette key.

Assuming these photos really do show the next-generation Corvette’s key, they either reveal or confirm all sorts of little details. For example, the outline of the car shown on several of the buttons has clear mid-engine proportions. It also looks like the car will offer rear storage in addition to a front-trunk, as there would be no reason to be able to remotely open the rear of a mid-engine car otherwise.

The bottom button appears to be some sort of power-retractable roof, which would mean the Corvette will come as either a Targa-top or hardtop convertible. Finally, while there could still be a manual option, the remote-start button suggests this key goes to a car with either an automatic or dual-clutch transmission. The design also appears identical to a fob that leaked online last month wearing a Cadillac crest rather than the ‘Vette’s crossed flags. That could mean the rumored Cadillac version of the mid-engine Corvette is also happening.

If you read through the test report, a few more details emerge. Not only did Huf describe it as a “General Motors Keyfob,” it also listed it as a “GM MY20 B1 KEYFOB.” We can’t be certain, but to us, that looks a lot like confirmation that the mid-engine Corvette will be sold as a 2020 model. Assuming that’s correct, there’s a good chance Chevrolet will reveal the mid-engine Corvette relatively soon.

A Detroit auto show reveal would make the most sense, especially since it will be the last time the show takes place in January. But with a car this important, we wouldn’t put it past Chevrolet to do a standalone event. If that’s the case, who knows when we’ll officially see the mid-engine Corvette. Let’s just hope it’s sooner rather than later because the possibility of an 850-hp mid-engine Corvette has us feeling really impatient.

Source: FCC via Carscoops

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Audi Plans to Leave Massive Grilles to Toyota

Ever since 2007 when we first saw the refreshed A8, a large trapezoidal “Singleframe” grille has been Audi’s trademark. The trend quickly caught on, and these days, Audis are far from the only cars with massive grilles. Take the 2019 Toyota Avalon, for example, which now has a front end that may as well be all grille. But over the next few years, it sounds like Audi plans to abandon big grilles.

In a recent interview with Car Throttle, Andreas Mindt, Audi’s head of exterior design, said he’s done with the Singleframe grille. “It’s not the big mouth anymore,” said Mindt. “It’s not growing growing growing, it’s not like this.”

From the sound of it, Mindt and his design team are still in the process of figuring out what the next generation of Audi grilles will look like, but he has some ideas. “When you paint the frame black, it looks bigger,” he said. “When you paint the frame body color, it looks smaller … there are a lot of things you can do architecture-wise to change that and we have a lot of good ideas for that.”

Then again, Audi could be done with grilles altogether. At least the way we think about them right now. “Maybe the border between grille and no grille will meld together – the frame is not like a border anymore. Just think about what you can do in the future to make it meld together. It would be interesting to see,” he said.

And he’s right. It would be interesting. But will other automakers follow suit? Is the big-grille era finally over? We’ll find out soon enough.

Source: Car Throttle

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Porsche to Increase Taycan Production

Porsche initially estimated it would sell 20,000 units per year of the all-electric Taycan. But after receiving so many early reservations, the automaker decided it will build more to meet the strong demand.

The higher-than-expected volume will be split between the sedan and the Cross Turismo variant. Speaking to WirtschaftsWoche, Porsche CEO Oliver Blume said, “Due to the positive response, we will adjust this number upwards, especially since the Cross Turismo as the first derivative of the Taycan got green light for the series.”

Norway is one of the markets that showed high demand. Porsche received nearly 3,000 reservations with deposits, but it usually only sells around 600 new vehicles in the market each year.

Porsche will begin production of the Taycan in mid-2019. It will be built in a new production facility in Zuffenhausen. In a recent press release, Member of the Executive Board for Production Albrecht Reimold revealed Porsche is prepared for more volume, giving the Taycan facility its own paint shop and assembly line. Reimold said, “We took the decision to build a new paint shop and assembly area as we firmly believe the Taycan has the potential to sell more than just 20,000 units per year. The new manufacturing facility gives us the requisite flexibility for the future.”

The Porsche Taycan, formerly known as the Mission E, will achieve a total system output of more than 600 hp with the help of two permanently excited synchronous motors. Porsche estimates a 0-60 run of less than 3.5 seconds. It should also run more than 300 miles on a single charge with an 800-volt battery. A Targa version will come later, according to reports.

Source: WirtschaftsWoche via Electrek

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2020 Chevrolet Silverado HD Makes 910 LB-FT of Torque

Earlier this year, Chevrolet introduced the redesigned 2019 Silverado. Its updated interior and slick 10-speed transmission helped make the new Silverado 1500 a finalist in this year’s Truck of the Year competition. But interestingly, Chevrolet chose not to reveal the heavy-duty version of the Silverado. Until now.

As you can see, the 2020 Chevrolet Silverado HD is big. Really big. Features editor Scott Evans stood next to one at a preview event and found the Duramax badge was almost at eye level. And those helpful bed steps you see in front of the rear wheels? Those are mid-thigh height. So if yo}re 6-foot-6 and need a new truck, look no further than the Silverado HD.

You just might not want to look directly at it, though, because this thing is seriously, uh, “controversially styled.” Surprisingly, the roof is the only sheetmetal it shares with the 1500. There’s a lot going on with the Silverado 1500’s design, but the HD goes even further. As a result, you have to really like what Chevrolet did with the regular truck in order to appreciate the Silverado HD’s new look. If you ask Chevrolet, it’s meant to look like a piece of heavy machinery.

“We set out to make a statement with the 2020 Silverado HD and wanted to visually capture the power and capability of the truck,” Brian Izard, the Silverado HD’s head designer, said in a release. “The result is a truck that looks like a piece of heavy machinery with modern, chiseled finishes and customer-focused details.”

Under the hood, you’ll have your choice of two powertrains. The direct-injected gasoline option comes with a six-speed automatic and is rumored to be a Navistar-sourced 6.6-liter V-8 from MD Trucks. Meanwhile, the diesel version gets a Duramax V-8 and an Allison 10-speed. Horsepower figures haven’t been released, but Chevrolet says the diesel makes 910 lb-ft of torque. That’s not quite the 935 lb-ft the Ford Super Duty makes, but it should be enough to tow almost anything that needs towing.

Look for more official stats and information to trickle out over the next few months before the 2020 Silverado HD goes on sale sometime in mid-2019.

Source: Chevrolet

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Our Car
SERVICE LIFE	13 mo / 18,525 mi
BASE PRICE	$47,390
OPTIONS	Technology package ($2,495: blind-spot, lane-departure, and forward-collision warning, adaptive cruise), class IV trailer hitch package ($995), Blacktop package ($695: black wheels and mirrors), cargo group ($395: roof rails with cross bars, cargo shade)
PRICE AS TESTED	$51,970
AVG ECON/CO2	16.9 mpg / 1.15 lb/mi
PROBLEM AREAS	Seatbelt buckle, fogged taillight
MAINTENANCE COST	$78
NORMAL-WEAR COST	$0
3-YEAR RESIDUAL VALUE*	$36,400 (70%)
RECALLS	None
*IntelliChoice data; assumes 42,000 miles at the end of 3-years

2018 Dodge Durango 4 R/T
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT	Front-engine, 4WD
ENGINE TYPE	90-deg V-8, iron block/alum heads
VALVETRAIN	OHV, 2 valves/cyl
DISPLACEMENT	345.1 cu in/5,654 cc
COMPRESSION RATIO	10.5:1
POWER (SAE NET)	360 hp @ 5,150 rpm*
TORQUE (SAE NET)	390 lb-ft @ 4,250 rpm*
REDLINE	5,800 rpm
WEIGHT TO POWER	15.1 lb/hp
TRANSMISSION	8-speed automatic
AXLE/FINAL-DRIVE/LOW RATIO	3.09:1/2.07:1/2.72:1
SUSPENSION, FRONT; REAR	Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
STEERING RATIO	16.7:1
TURNS LOCK-TO-LOCK	3.2
BRAKES, F; R	13.8-in vented disc; 13.0-in vented disc, ABS
WHEELS	8.0 x 20-in cast aluminum
TIRES	265/50R20 107T M+S Bridgestone Ecopia H/L 422 Plus
DIMENSIONS
WHEELBASE	119.8
TRACK, F/R	63.9/64.1 in
LENGTH x WIDTH x HEIGHT	201.2 x 75.8 x 69.8 in
GROUND CLEARANCE	8.1 in
APPRCH/DEPART ANGLE	16.3/21.5 deg
TURNING CIRCLE	41.0 ft
CURB WEIGHT	5,426 lb
WEIGHT DIST, F/R	51/49%
TOWING CAPACITY	7,200 lb
SEATING CAPACITY	7
HEADROOM, F/M/R	39.9/39.8/37.8 in
LEGROOM, F/M/R	40.3/38.6/31.5 in
SHOULDER ROOM, F/R	58.5/50.4/50.4 in
CARGO VOL BEH F/M/R	84.5/47.7/17.2 cu ft
TEST DATA
ACCELERATION TO MPH
0-30	2.2 sec
0-40	3.4
0-50	4.7
0-60	6.4
0-70	8.5
0-80	11.0
0-90	13.9
PASSING, 45-65 MPH	3.5
QUARTER MILE	14.9 sec @ 92.9 mph
BRAKING, 60-0 MPH	124 ft
LATERAL ACCELERATION	0.80 g (avg)
MT FIGURE EIGHT	27.4 sec @ 0.64 g (avg)
TOP-GEAR REVS @ 60 MPH	1,375 rpm
CONSUMER INFO
BASE PRICE	$47,390
PRICE AS TESTED	$51,970
STABILITY/TRACTION CONTROL	Yes/Yes
AIRBAGS	7: Dual front, front side, f/m/r curtain, driver knee
BASIC WARRANTY	3 yrs/36,000 miles
POWERTRAIN WARRANTY	5 yrs/60,000 miles
ROADSIDE ASSISTANCE	5 yrs/60,000 miles
FUEL CAPACITY	24.6 gal
REAL MPG, CITY/HWY/COMB	16.0/25.1/19.1 mpg**
EPA CITY/HWY/COMB ECON	14/22/17 mpg
ENERGY CONS, CITY/HWY	241/153 kW-hrs/100 miles
CO2 EMISSIONS, COMB	1.16 lb/mile
RECOMMENDED FUEL	Unleaded mid-grade
SAE Certified *Measured on a mechanically identical test vehicle in California