Dodge gave up too early on impressive Durango Hybrid

By ANN M. JOB
THE ASSOCIATED PRESS

As if we need it, here's more evidence that the domestic auto industry is hurting: Production of the newest and most powerful gasoline-electric hybrid sport utility vehicles is ending this year, just a couple of months after the vehicles arrived in dealer showrooms.

It's too bad, because the eight-passenger, 2009 Dodge Durango Hybrid and sibling Chrysler Aspen Hybrid are roomy, capable, fuel-efficient by V-8 standards, and full of utility. They're also the only hybrids on the market to have a Hemi V-8.

And despite the impressive 385 horsepower that the Hemi-hybrid power-plant system generates for the Durango and Aspen Hybrids, these vehicles carry the best federal government fuel economy ratings for four-wheel-drive, large SUVs in the country.

Their 20 miles per gallon in city driving and 22 mpg on the highway rating tops the 20/20 mpg of the four-wheel-drive 2009 Chevrolet Tahoe and Cadillac Escalade SUVs, which have 332-horsepower V-8s.

The Tahoe and Escalade also are offered in two-wheel drive, with mileage ratings of 21/22 mpg. The Durango and Aspen hybrids come only with four-wheel drive.

Parent company Chrysler LLC is hardly giving the new hybrids a chance. But hard-pressed by cratering SUV sales and financial problems, Chrysler is closing the Newark, Del., assembly plant that makes the Durango and Aspen Hybrid by the end of this year and has no plans to move production to another plant.

The Durango and Aspen Hybrids are hardly inexpensive, with starting retail prices of more than $45,000. But they're bargains compared with other big hybrid SUVs. Starting manufacturer's suggested retail prices, including destination charge, are $45,340 for the 2009 gas-electric Durango and $45,570 for the 2009 Aspen Hybrid.

In comparison, the 2009 Chevrolet Tahoe hybrid with two-wheel drive starts at $51,405, and the luxury-branded 2008 Cadillac Escalade hybrid starts at $71,685 for a two-wheel-drive model.

The test Durango Hybrid showed its stuff in a 1,000-mile road trip, lugging boxes, suitcases and at times, a carload of adults. It can tow up to 6,000 pounds, too.

Everyone had comfortable space inside and good views out from the tall Durango. We all bounded out after five hours of travel with no back pain or fatigue, and second- and third-row passengers pleasantly whiled away the time watching movies using the optional entertainment center.

There was a bounciness to the ride, because the Durango uses a truck-based frame and, with 18-inch wheels and tires, sort of shudders over some road bumps. Even in mild curves, there was noticeable head toss as the vehicle mass moved from one side to the other and with it, passenger heads leaned, too.

Emergency maneuvers could bring momentary panic, because the high ride and more than 5,000 pounds of weight of the Durango Hybrid created an unsettling sense that the SUV was about to rotate in a scary way.

But steady steering and electronic stability control helped keep the SUV on proper course.

Engine power is the highlight of this SUV. At slow speeds, I moved silently through parking lots as the Durango Hybrid operated on fuel-saving electric power. But I had to watch pedestrians carefully, because they had no audible warning I was coming up behind them.

The electric motors alone could provide up to 235 foot-pounds of torque right away for quick startups on city streets, and when the 5.7-liter Hemi V-8 kicked in, the Durango Hybrid was as strong and powerful a machine as any big SUV.

I loved how the Hemi engine's 380 foot-pounds of torque at 4,200 rpm just took over when I passed other cars effortlessly on highways. And I never lacked for horsepower. If anything, I had to watch the speedometer closely because it was easy to move right along in this sizable SUV.

Other drivers didn't notice this was a hybrid SUV, and why should they? Other than the words "Hybrid Two-Mode Hemi" on the fenders and tailgate, there wasn't much to tell them this isn't a usual, five-door Durango.

Inside, it was much the same, save for a gauge in the instrument panel that shows a driver whether the hybrid system is charging, whether the driver is in economy mode or using all engine power. There also was a display screen that could be posted in the middle of the dashboard to show a diagram of power usage and generation as the vehicle traveled.

Shifts from the automatic transmission were smooth, and there was no hesitation or weirdness as the power shifted between electric motors and the Hemi V-8.

The only thing that passengers noticed was a high-pitched whine that emanated from the electric system. It was annoying enough that a passenger started to mimic it about four hours into the drive.

The Durango Hybrid uses regular gasoline, so at today's prices, a fill-up of the 27-gallon tank can cost well above $60.

The Durango Hybrid didn't have anything that showed average fuel economy, so I had to pull out a calculator to figure it myself: just over 19 mpg for a loaded SUV making good time on highways and city streets.

The tester had side running boards, which came in handy to help everyone climb up and inside.

The standard rear camera and sensors were necessary during backups, though after rainy weather, I had to clean dirt off the camera lens in order to see clearly.

The rear cargo floor was up a ways from the pavement -- at high thigh level on me -- so items need to be hefted upward. The Durango Hybrid offers 102.4 cubic feet of cargo space, with second and third row seats folded down.