Chrysler LLC is late to the hybrid game, but during a recent media preview, the American automaker clearly stated that they think they’re introducing the right vehicles at the right time.
As Bob Feldmaier, chief engineer for the Aspen/Durago/Dakota products, pointed out, the all-new 2009 Dodge Durango Hybrid and Chrysler Aspen Hybrid are no compromises SUVs.
2009 Dodge Durango Hybrid
Engine: 5.7-liter Hemi V-8 with MDS
Horsepower: 345 (385 combined with 300-volt batter)
Torque: 380 pound-feet
Wheelbase: 119.2 inches
Length: 202.1 inches
Height: 73.6 inches
Width: 76 inches
MPG (city/hwy): 18/19
Base price: $45,340
Available options: Rear DVD entertainment system ($1,400), trailer tow package ($460), sunroof ($850)
“If you buy one of these vehicles,” he said, “this is what you’d have to give up: Nothing.”
While the market for a full-size SUV is diminishing (with the current spike in gas prices) there will always be those who need the flexibility and functionality of vehicle that can not only fit eight passengers but also tow trailers and boats. Chrysler would like to see those consumers turn to the Aspen or Durango hybrids.
Though the Aspen and Durango have different images from the classier side of Chrysler to the sportier side of Dodge, the pricing on both hybrids is surprisingly similar. The only configuration available for the 2009 model year is the four-wheel drive Limited model equipped with the 5.7-liter Hemi. Yet the Durango has a base price of $45,340, and the Aspen has a base price of $45,570.
Obviously, badging, interior finishes and exterior façade will be specific to each vehicle, but in terms of fit-and-finish and luxury amenities, I didn’t notice any major differences, which I found odd. Plus, the only options available on either vehicle are the rear DVD entertainment system ($1,400), the trailer tow package ($460) and the sunroof ($850). Premium standards on both vehicles include leather seating surfaces, heated front seats, side-curtain airbags for all three rows, navigation and a power liftgate.
So, for the purposes of the preview, my driving partner and I chose the Dodge Durango for the test drive and figured that Durango and Aspen could be used relatively interchangeably.
With its entry into the hybrid world, Chrysler utilized a partnership with General Motors, Mercedes-Benz and BMW Group to create the two-mode, full-hybrid system appearing in the Durango and Aspen. The “two modes” refer to the low- and high-speed electric continuously variable transmission modes, which allow the electric motors to kick in both while driving in stop-and-go situations and at highway cruising speeds.
As a full-hybrid, both the Durango and Aspen will be able to operate in the full range power from electric-only all the way to gasoline-only. With gentle acceleration and speeds up to about 30 mph, the electric motor carries the weight of motivation. But as soon as you add in hard acceleration, the gasoline engine kicks in immediately.
I had the opportunity to drive the shelled-out Durango Hybrid a year ago in a prototype stage, and I was impressed then with the overall acceleration and easy transition between full-electric and full-gasoline modes. With all the finishing touches, leather surfaces and slick gauges, the Durango Hybrid has only gotten better.
The 5.7-liter, V-8 Hemi engine in the hybrids delivers 345 horsepower and 380 pound-feet of torque, and if you throw in the 300-volt battery, total horsepower output increases to 385 horsepower. Maximum towing capacity is 6,000 pounds.
Driving the Durango Hybrid, I often forgot about the sheer size of the vehicle because the acceleration was virtually instantaneous and the interior quietness was surprising. Having just got out of the Dodge Challenger with the 6.1-liter Hemi prior to the preview, I knew there was some sound produced by the engine. But the noise was muted inside the cabin … as it should be in a large SUV with luxury amenities.
In addition to the hybrid powertrain, the Hemi engine utilizes Chrysler’s Multi-displacement System (MDS). This allows the engine to fire zero (in electric-only mode), four or eight cylinders depending upon the amount of power needed at any given moment. During the four-hour test drive, I noticed that shifts between zero, four and eight cylinders were almost unnoticeable. You can feel a little bit of a click as it makes the transition, but often the only clear way to keep track of how many cylinders were firing was to watch the information screen.
Fuel economy for the hybrids is estimated to be 18 mpg in the city and 19 mpg on the highway. This may not seem like a big deal, but consider that in addition to seating eight, the Durango and Aspen weigh more than 5,500 pounds, only come as four-wheel drive models and have 20.1 cubic-feet of cargo volume behind the third row seats. Plus, the regular gasoline models have city/highway fuel estimates of 13/18 mpg. This translates to an overall fuel economy improvement of about 25 percent, and Chrysler points out that these hybrids will reduce fuel consumption by several hundreds of gallons of gasoline per year.
The ride in the Durango Hybrid is surprisingly comfortable for such a large vehicle. Stepping up into the vehicle was more of a climb for me, and the initial impression is of sheer largesse. Yet in taking time to properly adjust the seat and the pedals, I was able to get a really good driving position that put me far enough away from the steering wheel, close enough to the pedals and high enough to see over the front end of the vehicle.
After the first 50 miles of the drive, I felt like an old pro at driving such a large vehicle– so much so that other vehicles on the road actually began to appear small. We passed an H3, and my first thought was that Hummer was in the area testing an H4 or some such small vehicle. But no, I had simply become used to the gargantuan proportions of the Durango, and they had become somehow normal.
Before ending the review, I would be remiss if I didn’t at least mention the Chevrolet Tahoe and GMC Yukon hybrids, the GM vehicles that resulted from the GM-Chrysler-Mercedes-BMW partnership. The Tahoe and Yukon hybrids are similarly equipped with plush amenities, but the base price flies up past $50K, creating a $7K difference in pricing between the GM and Chrysler counterparts. All of these full-size hybrids weigh more than 5,500 pounds, can tow up to 6,000 pounds, can seat eight and have four-wheel drive models.
But excluding price, there are other differences of note. The GM vehicles offer two-wheel drive models in addition to the four-wheel drive model, and gas mileage is better in the Yukon and Tahoe with 20/20 mpg ratings in the four-wheel drive model. The two-wheel drive models get even better fuel economy with 21/22 mpg, and they can tow up to 6,200 pounds. On the other hand, the Chrysler models offer more horsepower, more torque and more cargo volume behind the third-row seat. Just something to consider.
The Durango and Aspen are set to enter the market this fall, and all I have to say is: Hurray! I think the full-size utility market is where hybrid technology is needed the most. And, frankly, I’m surprised Toyota hasn’t traveled this way yet. However, I have to admit, I’m glad for the Americans that they’re traversing this path first – and they’re coming up with some darn good products in the process.
