الجمعة، 25 يوليو 2014

2015 Porsche Cayenne First Look



2015PorscheCayenne
Competes with: Land Rover Range Rover, Audi Q7, Mercedes-Benz GL-Class
Looks like: The current Cayenne with slightly different headlights
Drivetrain: 240-hp, turbocharged 3.0-liter V-6 diesel; 416-hp, supercharged 3.0-liter V-6 plug-in hybrid; 420-hp, twin-turbo 3.6-liter V-6; 520-hp, twin-turbo 4.8-liter V-8; eight-speed automatic transmission; all-wheel drive
Hits dealerships: Nov. 1
Pricing: $62,695-$114,595 including destination
A redesign of Porsche's most popular model has just been unveiled, updating what has been a surprisingly successful experiment for the German sports car company. The new 2015 Cayenne SUV will hit dealerships on Nov. 1 with a new face, new tail, lightly updated interior and two new powertrains that should serve to separate the truck from the new entry-level Macan SUV.

Exterior

Not much has changed on the outside: The Cayenne now sports a slightly revised face featuring the four-element LED running lights that we've seen on other models like the Panamera sedan. The hood and front fenders are new, as are the addition of fins located on the vehicle's front end that are actually functional - they're used to guide airflow to the various engine intercoolers. Out back, new 3-D taillights echo the four-element daytime running lights, and exhaust outlets are now integrated into the lower bumper. The changes are minimal at best, and do not appreciably change the look of the Cayenne.

Interior

Not much was touched inside. A new multifunction sport steering wheel with paddle shifters that is based on the one in the new 918 Spyder supercar has been added. Mild revisions to the rear seating system for improved comfort and the addition of a ventilated rear-seat option complete the list of interior changes for 2015.

Under the Hood

More has changed under the hood, however, starting with the entry model for the new Cayenne, the Diesel. It features a turbocharged 3.0-liter V-6 diesel that makes just 240 horsepower but a healthy 406 pounds-feet of torque, enabling the big SUV to go from zero-to-60 mph in 7.2 seconds. That's not terribly exciting for a Porsche; presumably fuel economy is the name of the game with the Diesel, however.
Stepping up from the Diesel model is the Cayenne S, powered by an all-new twin-turbocharged 3.6-liter V-6 making a healthy 420 hp, a gain of 20 hp from the previous model. The standard eight-speed Tiptronic S automatic transmission and all-wheel drive will scoot the Cayenne S from zero-to-60 mph in just 5.2 seconds, or 5.1 with the optional Sport Chrono Package, nearly half a second faster than the outgoing model.
Moving up from the S shoppers will be faced with a hybrid Cayenne. The new Cayenne S E-Hybrid, which builds off of last year's Hybrid with the addition of a plug-in charger, is the first PHEV in the premium SUV segment. The new E-Hybrid has a 10.8-kilowatt-hour lithium-ion battery and an electric motor that's twice as powerful as the outgoing Hybrid, meaning it can operate in all-electric mode up to speeds of 78 mph. It also uses a supercharged 3.0-liter V-6 engine making 333 hp; when combined with the electric motor's 95 hp it carries a system rating of 416 hp. The E-Hybrid is almost as quick as the Cayenne S, with a zero-to-60 mph time of 5.4 seconds and a top speed of 151 mph. The battery can be recharged using a plug-in charger or while driving, from the engine itself. There was no mention of the anticipated range of the E-Hybrid in all-electric mode, however.
Topping the lineup is the Turbo, featuring a twin-turbocharged 4.8-liter V-8 engine that cranks out 520 hp and 553 pounds-feet of torque. This makes the Cayenne Turbo into a family rocket ship, blasting from zero-to-60 mph in just 4.2 seconds (4.1 with the Sport Chrono Package).

Pricing

The base Diesel model starts at $62,695 (all prices include destination), moving up to $75,095 for the Cayenne S and $77,395 for the S E-Hybrid. Likely to be a rare choice, the Turbo makes a whopping $37,200 price jump to get from PHEV to twin-turbo V-8: Its starts at $114,595.
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الخميس، 5 يونيو 2014

2015 Subaru Outback Pricing Starts at More Than $25,000

2015 Subaru Outback Pricing Starts at More Than $25,000

2015SubaruOutbackPricing
The redesigned 2015 Subaru Outback goes on sale later this summer and features a number of improvements over the current generation. One thing Subaru didn't decide to improve on was the manual transmission, which is no longer standard. Only a continuously variable automatic transmission will be offered.
That impacts the Outback's starting price tremendously as the 2015 starts at $25,745 and the 2014 starts at $24,320. However, a 2014 with a CVT is $1,000 more, making the comparable 2015 2.5i base model just a $425 increase over the previous generation. Opt for the 2.5i Premium and that price difference is just $225.
Both higher trim levels, the 2.5i Limited and 3.6R Limited, see steeper price hikes of $925. All pricing includes destination charges, which also increased $25 to $850 for 2015.
The 2.5i base model comes with a few extra features standard. In terms of capability, Subaru's X-Mode system, hill descent control and hill start assist are now standard. Inside, the biggest addition is a new multimedia system with a 6.2-inch touch-screen, HD radio, Pandora integration, Bluetooth audio streaming, and USB and iPod integration. It has just four speakers standard, though.
When you move up to the 2.5i Premium, there are considerably more features including the All-Weather Package with heated front seats standard, dual-zone climate control, 10-way power driver's seat and an upgraded multimedia system with a 7-inch touch-screen, dual USB ports and six speakers.
There are a host of option packages, as well. We list them and full pricing below.
Learn more about the 2015 Subaru Outback:

2015 Subaru Outback Pricing

  • 2.5i: $25,745
  • 2.5i Premium: $27,845
  • 2.5i Limited: $30,845
  • 3.6R Limited: $33,845

2015 Subaru Outback Option Packages

  • Moonroof + Power Rear Gate: $1,695
  • Moonroof + Power Rear Gate + Navigation: $2,195
  • EyeSight + Blind Spot Detection & Rear Cross Traffic Alert + Power Rear Gate: $1,695
  • Moonroof Pkg +Power Rear Gate + Navigation System + EyeSight +Blind Spot Detection & Rear Cross Traffic Alert: $3,390
  • Moonroof Pkg +Keyless Access & Start + Navigation System: $2,195
  • Moonroof Pkg + Keyless Access & Start + Navigation System + EyeSight: $2,990

الاثنين، 2 يونيو 2014

FirstLook:2016 Audi A7

FirstLook:2016 Audi A7 

2016-audi-a7
Competes with: BMW 5 Series GT, Porsche Panamera
Looks like: Audi's striking four-door coupe retains its swoopy profile but gains a more chiseled front and rear end
Drivetrain: 310-hp, supercharged 3.0-liter V-6 (3.0T); 240-hp, turbocharged 3.0-liter diesel V-6 (TDI); 420-hp, 4.0-liter V-8 (S7); 560-hp, 4.0-liter V-8 (RS 7)
Hits dealerships: Audi said the car will go on sale in Germany late this summer, but would only confirm a 2015 on-sale date for the U.S. market
Audi's sleek "four-door coupe" is getting a light refresh for the 2016 model year. The 2016 A7 is updated with a slightly revised face, tweaked rear-end design and updated cabin materials.

Exterior

The A7's stunning good looks only get enhanced for 2016. Its large, aggressive grille gets a sharper look with a flatter LED headlight design and more chiseled looking bumper. In back, the sedan wears a sleeker taillight design and wider, shapelier exhaust ports.

Interior

The 2016 model's cabin also gets a light update with new materials as well as more color and seat options. The new materials include aluminum, Beaufort walnut inlay trim and Valcona leather; the color palette has been expanded to five colors for the seats and there are now four different types of seats to choose from.
The controls, including Audi's MMI Navigation Plus system with screen, knob and touchpad controls will again carry over, as will the Audi Connect in-vehicle WiFi connectivity system.

Under the Hood


A host of gas and diesel engines are available in Europe for 2016, but the U.S. model's powertrains carry over. The standard engine is again the 310-horsepower, supercharged 3.0-liter V-6. New for 2014, the optional 240-hp, turbocharged 3.0-liter diesel V-6 returns; both engines are mated to an eight-speed automatic.
The higher performance S7 model and its 420-hp, 4.0-liter V-8 will again be available; it will again pair with a seven-speed automated manual transmission. The uber-beefed-up, new-for-2014 RS 7 model and its 560-hp, 4.0-liter V-8 is also likely to carry over to the 2016 model year.
The car will go on sale first in Germany late this summer and will hit the U.S. market in 2015. The automaker hasn’t yet announced U.S. pricing.
 Audi A7 Sportback
 Audi A7 Sportback
 Audi A7 Sportback

الجمعة، 30 مايو 2014


Vehicles Affected: Approximately 196,000 model-year 2010-14 Ford Taurus sedans registered in states where road salt is used

The Problem: The Detroit News is reporting that salt could get into the license plate lamp, causing it to rust. This could lead to a fire; Ford is aware of 18 fires and one minor injury related to this issue.

The Fix: Dealers will replace the license plate lamp assembly for free.

What Owners Should Do: Ford will notify owners but has not yet provided an owner notification schedule. Owners can call Ford at 800-392-3673 for more information.

Need to Find a Dealer for Service? Go to Cars.com Service & Repair to find your local dealer.

2011-13 Ford Explorer

Vehicles Affected: About 177,500 model-year 13 Ford Explorer SUVs
2011-
The Problem: A potential electrical issue in the steering gear may result in the loss of electric power steering assist while driving. This could cause the steering system to default to manual mode, making the vehicle more difficult to steer, especially at lower speeds, and increasing the risk of a crash. According to the Detroit News, Ford said drivers will hear a chime and see a message in the instrument cluster if electric power steering assist is lost.

The Fix: Ford will notify owners, and dealers will either update software for the power steering control module or replace the steering gear for free.

What Owners Should Do: Ford has not yet issued an owner notification schedule. Owners can call Ford at 800-392-3673 for more info.

Need to Find a Dealer for Service? Go to Cars.com Service & Repair to find your local dealer.

الأربعاء، 28 مايو 2014

Shredded, bleached, and pressed trees are about to make a comeback. In the face of the paperless office and print media’s oft-proclaimed doom (we do still put out a magazine, subscribe today!), wall posters are about to drag paper back from the brink—and it’s all thanks to this year’s Geneva auto show. If there’s one thing that looks better on a huge roll of paper than it does as wallpaper on your smartphone, it’s an unobtainable dream car like this 950-hp LaFerrari, which is debuting at the Swiss show. Oh, that won’t quite do it? What about two limited-production Italian supercars? Because Lamborghini also rolled out its Aventador-based Veneno, with a price tag of nearly $4 million. In villages across the Italian peninsula, we imagine old women are wailing in the streets, for the Almighty returneth. But hark! The devil followeth in his wake, for the British cheetah falcon, McLaren’s P1, accompanies the horse- and bullmen.
What Did You Call Me?
There’s no avoiding that name. Yes, it’s called the LaFerrari. Not Ferrari LaFerrari, just LaFerrari. It seems that, like Sting and P!nk and Beyoncé, Ferrari has realized one-word names signify true status. “Oh, Sting Anderson, the mortgage broker?” “No, just Sting. You know, the legendary musician.” Notice how “legendary” isn’t even necessary in that sentence? Now imagine that conversation taking place in your garage. (They call them dream cars for a reason.) “Is that a Ferrari 458 Italia?” “No, it’s my LaFerrari, the legendary supercar.” [Understanding nods all around.] And, hey, at least LaFerrari avoids the confusion that would have resulted from Ferrari using the car’s internal code name, F150. Just think of the embarrassment at the Home Depot loading dock.
While nobody would mistake the LaFerrari for a truck, they might mistake it for a different Ford, perhaps 1995’s GT90 concept. The curvaceous, low wedge seems torn straight from the studios of mid-’90s concept-car designers, as they scribble what they think prominent Ferrari collectors of the 20teens will be driving. Within its many lines are important active aerodynamic elements, though, including active diffusers front and rear, guide vanes on the underbody, and an active rear spoiler all aimed at providing downforce when needed without any additional drag when not. (Note the homage up front to F1 cars’ front wings.) The LaFerrari is a needle-nosed amalgam of bulges and vents and aerodynamic filigree, topped by a menacing squint of greenhouse coddling two of the happiest people on the planet.

Money Buys Horsepower Equals Happiness
We assume that those people must be happy because horsepower is happiness, and the driver has 950 at his command. The 6.3-liter V-12 makes 789 at 9000 rpm—and revs another 250 rpm beyond that—as well as 516 pound-feet at 6750. And we were impressed by the 730 hp this engine makes in the F12 Berlinetta. A lighter crankshaft, variable-length intake runners, and equal-length six-into-one headers hydroformed from Inconel help make the extra 59 hp. An electric motor hanging off the back of the seven-speed automated-manual transaxle contributes another 161 hp, and Ferrari only will say that the combo makes more than 660 lb-ft of torque. With an expected curb weight barely more than 2800 pounds—that’s about half a ton lighter than the mind-blowingly fabulousF12berlinetta—the LaFerrari is expected to accelerate to 62 mph in less than three seconds, to 124 mph in less than seven, to 186 in about 15, and top out above 217. ...

الاثنين، 26 مايو 2014

By 


Cars.com National



I expected the 2014 Dodge Durango to be a brute that I would have to manhandle, but instead I got a refined and capable SUV that comfortably hauls a serious load, a growing family and even just li'l ol' me.
The Durango even has enough extras to feel ultra comfortable and luxurious — not to mention the fact that it was nimble and easy to drive.
After driving the Durango I found its associated "Ron Burgundy" ad campaign, with the silent "D" in "Dodge," even more ironic given that this SUV is so refined. It's so not the Anchorman image, which would have been a much better fit for the older, more retro and brash Dodge Durango. For 2014, there are quite a few changes, including a new eight-speed automatic transmission, improved fuel economy and a face-lift. Compare the 2014 version with last year's Durango here. The Durango comes in both rear- and all-wheel-drive versions in SXT, R/T, Limited (which I drove) and Citadel trims. Compare the all-wheel-drive versions side by side here.
If the Durango isn't quite the perfect fit you're looking for, you may also want to take the time to research a few of its competitors: the Ford Explorer, Chevy Traverse and Honda Pilot. Compare them all side by sidehere.
Exterior & Styling
The Durango's exterior definitely maintains a very masculine look and feel, yet it's not as extreme as previous renditions. The large front grille reminds me of a shark coming up to consume that fishy Smart car in a single gulp, yet from the side it looks sleek, well-balanced and sophisticated enough to let me feel like myself while driving it. Many large SUVs make me look and feel like I'm driving my husband's car while mine is in the shop.
I am not, however, a big fan of the rear, especially the "racetrack" lighting strip that's illuminated by 192 LEDs. While it certainly ties the entire Dodge lineup together and makes each one instantly recognizable from the rear, I think it looks strangely like overly injected, illuminated lips. It cheapens an otherwise aesthetically pleasing design.
For its size — which is substantial, at a length of 201.2 inches — the Durango is rather slim, with a width of just 75.8 inches. This svelte figure allowed it to slip quite comfortably into our garage. For comparison, the Pilot and Traverse are both 78.5 inches wide, while the Explorer is 78.9 inches wide.
When I walked up to the car, at my towering 5-foot-3 height, I did not feel like I was going to have to ascend a mountain just to get into the driver's seat. It was easily accessible in pants or a skirt, even without running boards.
How It Drives
I'm usually a little apprehensive before driving a large SUV, especially one with a reputation that's all brawn and very little refinement. I'm generally not a fan of the "trucky" feel that many of them still exude on the road, with enough tilt and roll in the corners to make you seasick. I was pleasantly surprised by how easily the Durango drives.
The new eight-speed transmission is more than adequate. However, in Eco mode (which is the mode to which the vehicle defaults) there was a slight lag before accelerating past cars, which seemed to bother several of my coworkers more than it did me. (They drove a different but similarly equipped V-6 Durango Limited in Chicago as well as a V-8-powered Citadel model.) One commented that, with the V-6, the Eco mode could jerk the SUV around when it was time to pass or accelerate. Another editor cited some herky-jerkiness in stop-and-go traffic and said the first step on the accelerator was always a reminder to lean over and turn off Eco mode. They had less criticism for the V-8 version.
The Durango Limited's 3.6-liter V-6 engine gets an EPA-estimated 17/24/19 mpg city/highway/combined with all-wheel drive and 18/25/20 mpg with rear-wheel drive. This is a slight improvement over last year, when both the rear- and all-wheel-drive  versions with the V-6 were rated 16/23/19 mpg.
For comparison, the Hemi V-8 version of the Durango is rated 14/23/17 mpg with rear-wheel drive and 14/22/16 mpg in the all-wheel-drive version we tested in Chicago. Appropriately, the SUV's thirst comes with substantial power. One editor likened its acceleration and sound to that of the Challenger muscle car — and averaged 14 mpg to prove it.
Traditionally, large SUVs tend to roll and tilt through corners, but the Durango felt tight and connected to the road. Even in tight cornering at speed, this large vehicle almost felt like it hunkered down a bit, with practically no body roll. This was confidence-inspiring, even in my native Rocky Mountain inclement weather and dicey road conditions.
You do, however, feel its size when backing up, and the high belt line makes rear visibility tough. The available backup camera was very useful and worked well along with the 8.4-inch screen. The Durango's size is also an issue for smaller drivers when pulling forward into a garage and not being able to see up and over the vehicle's nose. Every time I pulled into our garage, I wished I had front park-assist sensors to help me find the proper distance between the front bumper and the wall. Only rear park assist is offered.
While the power-assisted steering was light and easy to turn, the SUV's extended length was also a challenge to parallel park. Perhaps my recent experience of having a Land Rover Range Rover Sport that could park itself was just too fresh in my mind, but I'm a little embarrassed to admit that I now miss that obviously excessive and luxurious feature.
Interior
I was once again pleasantly surprised when I opened the new Durango's door. The interior is very well-done and feels much more expensive than its price suggests. I love the rotary-dial gear selector; it's new and modern, and just simple and clean. Now there's no sliding stick to get in the way of the cupholders or blocking access to any of the other storage areas in the center console.
The standard digital, configurable instrument cluster took some getting used to, and while the large numerical readout was very clear, I preferred switching to the setting that looked like a traditional speedometer.
My kids loved the optional dual, flip-up entertainment screens with Blu-ray/DVD in back that were easy for them to operate with the rear remote control without my help. However, I was quickly disgusted by how instantaneously they took to this, opting to put on headphones and get absorbed into a movie the moment they got in the car after school rather than interacting with the family. After a couple of days, I outlawed the entertainment system for all trips, much to their chagrin. The kids also had easy access to a 115-volt AC outlet and USB ports, as well as audio-video and HDMI inputs on the sides of the seats in front of them.
Without a doubt, the biggest hits were the heated bucket seats in the second row along with the kids' ability to control their own heat via rear controls, plus air vents in the third row. One of the reasons for captain's chairs is that you want your passengers to be significantly more comfortable than they would be sitting on a regular bench seat. The fact that these chairs have all the bells and whistles of front seats really contributes to that overall feeling of comfort and luxury. My daughters (ages 9, 11 and 13) thought they were the "best thing ever!" and often fought over who got to sit in them. My girls loved that the captain's chairs were large and wide enough to sit "crisscross applesauce." Even my 6-foot-2 husband fit comfortably back there. Because the captain's chairs recline, you should be able to fit a wide array of child-safety seats.
One of our editors' growing teenage sons, who is about 6 feet tall, loved the quality and comfort of the second-row seats but found his knees a little cramped in the third row.
My only complaint is that I wish the second row would slide back and forth so I could provide the legroom where it was needed most.
Between the captain's chairs in my test car was a standard, in-floor "mini pass-through console" unit. My girls commented that it would be better if it could flip up when access was needed, then flip back down when not needed (similar to the one in the Mazda5). With the cupholder unit in the floor, it was hard for them to reach their drinks and they were worried the drinks would get knocked over by someone trying to pass into the third row. You can choose a full-size center console between the second-row captain's chairs if you prefer additional closed storage.
There was also a storage bin with bottleholders in each of the front and back doors, which can be a highly utilized feature when the whole family is onboard. One of our editors really liked the big cubby in front of the cupholders for his cellphone, toll money and "other assorted junk."
The front seats were just as comfortable as the second row. One of our editors, whose back can act up during long drives, said the driver's seat was "awesome" — big and wide with just enough support, causing no back discomfort on long commutes.
The optional power liftgate on my test car was a great feature. I am, however, hopeful that all SUVs will someday have a Ford-like foot-swipe sensor to open the liftgate. This technology would truly make day-to-day use much easier for the average parent out there who always seems to have his or her hands full.
The Durango's keyless entry was a little finicky for me. Sometimes it worked perfectly, but other times I would push the button three times and nothing would happen. Even when I pulled the keys out of my purse, thinking it was having trouble transmitting through the thick leather, it still wouldn't work. Then I would have to press the key fob's unlock button. This might have just been a funky remote or battery, not an ongoing issue for all Dodge owners. The Chicago editors noticed no glitches with their Durangos.
It seems like a small thing, but as a mom who has to deal with the harsh, low winter sun in Colorado, the fact that the Dodge's sun visors slide out on their hinges to extend the range of coverage was much appreciated. It's the little things that count, and it doesn't have to be expensive technology.
Ergonomics & Electronics
I was pleasantly surprised by the ease of use and accessibility — not to mention the quality feel — of all the knobs, buttons and screens.
Another editor shouted praises for Chrysler's Uconnect system, calling the Uconnect 8.4 system one of the best touch-screen entertainment systems around. Its on-screen menus react quickly, with no lag. The layout is logical and the screen works even when wearing gloves.
My iPhone connected easily and worked seamlessly. The stereo's sound quality was great, and the operation was easy to understand without having to pull out and research a 2-inch-thick owner's manual. The touch-screen is large and clear, and I really appreciated the single button that turned it off to help save my night vision while driving in the dark. Turning it back on was also a breeze, with a single touch to the screen.
I and another editor did, however, miss having a physical button for the available seat heaters and steering-wheel heat; I don't like having to first press a button on the touch-screen just to get to the controls screen, then press a button for seat heat, as this is something I use every day for months on end. The options to adjust the heat do pop up when you first start the car, but they only stay on the screen for a couple of seconds, during which time I was — and I'm hopeful all other Moms would be — busy checking to make sure everyone was buckled up.
Cargo & Storage
Even though the Durango drives smaller than it is, there's ample cargo space in the back, even behind the third row. A simple lever on the back of the 50/50-split third row folds both the headrest and seat to create more space and expand the cargo area to a maximum of 84.5 cubic feet. Easy-to-grab, long straps pull them back up without having to climb in the back of the car.
If you regularly need to haul just as much stuff as you do people, you may want to direct your attention more toward the Honda Pilot, which has 87 cubic feet of maximum cargo space, or the Chevrolet Traverse, which has a monstrous 116.3 cubic feet. The Ford Explorer has the smallest trunk of all, at 80.7 cubic feet.
The Durango offers a best-in-class tow rating of up to 7,400 pounds when equipped with the V-8 engine and rear-wheel drive, a big jump over the Traverse's 5,200-pound maximum tow rating, the Explorer's 2,000- to 5,000-pound rating, and the Pilot's 2,000 to 4,500 pound rating. Even with the V-6, the Durango's maximum towing capacity is a stout 6,200 pounds with either rear- or all-wheel drive.
Safety
The 2014 Dodge Durango earned the Insurance Institute for Highway Safety's highest rating of Good in its four main crash tests. In National Highway Traffic Safety Administration crash tests, the 2014 Durango received four out of five stars overall.
The optional blind spot monitor that my test car had was great and incorporated a warning tone as well as a visual indication for cars in my blind spot. The monitor did, however, occasionally go off when it shouldn't have (for example, when turning in a double turn lane, it would alert me that there was a car next to me in the turn lane). While I initially found this a little alarming, I will take the good with a little bad every day because this truly can be a life-saving feature. I hope these monitors will be required on every car someday, given their low cost and ease of implementation.
A forward-collision warning and mitigation system is another optional feature in the Durango that allows the vehicle to brake for the driver if the SUV approaches another vehicle too quickly. Cross-path detection is another optional feature that has helped me avoid rear collisions on numerous occasions in other Chrysler-brand vehicles.
The Durango performed well in our child-safety seat checks, earning both A and B ratings for ease of installation. View the complete Car Seat Check here.
See all the Durango's standard safety features listed here.
Value in Its Class
The new Dodge Durango is truly an impressive model and probably the most surprising one I've driven recently. With the exception of the goofy taillight, this is a car that really impressed from the outside and the inside, as well as with its drive and overall functionality.
It has all the bells and whistles of significantly more expensive competition at a reasonable price, and it can serve as a muscle car, SUV, family-mover, boat-tower and everyday driver, all in one package. It's rare to find a vehicle that does all these things fairly well, but the new Dodge Durango checks nearly all the boxes.