It handles well when driven briskly down narrow roads with tight corners and sweeping turns. The Durango feels a bit sportier than other sport-utilities, particularly the bigger ones. Steering is precise and the suspension provides excellent transient response, responding crisply when dodging quickly from left to right and back again. On unpaved roads, the Durango provides predictable handling. We never bottomed the suspension out in spite of bouncing around in the rough stuff.

Durango's competent off-road capability and on-road handling response don't come as a free lunch, however. We found ride quality on downtown Washington's crumbling infrastructure a bit on the harsh side. The Durango should be fine for most folks, but it's something to note on your test drive. Ride quality on rough pavement is not as smooth as it is in, say, the new Ford Explorer or GMC Envoy.

As mentioned, two V8 engines are available. Unless you plan to tow, we recommend the more modern 4.7-liter overhead-cam engine over the older 5.9-liter V8.

The sophisticated 4.7-liter V8 was a clean-sheet design for 2000. It uses a modern overhead-cam configuration, as opposed to the 5.9-liter engine's traditional overhead-valve design. Rated 235 horsepower and 295 foot-pounds of torque, the 4.7 still meets California's low emissions vehicle (LEV) standards, and returns an EPA-certified 14/19 mpg with 2WD and four-speed automatic.

The 4.7 was designed and engineered in tandem with an innovative four-speed automatic transmission that features two second-gear ratios. Engine and transmission talk to each other and choose the optimum ratio based on driver input and load conditions. Most often, it will choose the numerically higher ratio when starting off from rest, or when towing; and a numerically lower ratio as a more ideal kick-down or passing gear.

New for 2002, is a similarly engineered five-speed automatic, with two overdrive ratios and again two different second-gear ratios. The five-speed automatic adds a new top gear onto the four-speed automatic's ratios that should improve fuel economy on the highway.

The big 5.9-liter Magnum V8 generates 245 horsepower and 335 foot-pounds of torque. That's considerably more robust than the just-released 2003 Expedition's standard 4.6-liter overhead-cam V8 (232 horsepower and 291 pound-feet of torque), and not far behind Expedition's optional 5.4-liter unit, with its 260 horsepower and 350 pound-feet. The Dodge 5.9-liter V8 also compares favorably with the Chevrolet Tahoe's 5.3-liter V8 (285 horsepower, but only 325 pound-feet of torque). Fuel economy for the 5.9-liter Dodge is 12/17 mpg city/highway, as rated by the EPA. The Durango can nearly tow with the big boys, too. With the 5.9-liter engine and 3.92 axle, it's capable of pulling a 7,550-pound trailer. Chevy's Tahoe is rated to pull 7,900 pounds, and Ford's Expedition is rated for 8,900 pounds. Ford's larger-for-2002 Explorer can pull a maximum of 7,300 pounds.

Four-wheel-drive Durangos offer a choice of two different transfer cases: a traditional part-time system for serious outdoors people, and a full-time system that's better for road use in changing weather conditions. Both transfer cases rely on shift-on-the-fly lever mounted on the floor. Without stopping, slide the silky transfer box into part-time four-wheel drive and you're ready to bound through sandy gullies or deep mud. We'd feel comfortable driving a Durango anywhere.

A part-time four-wheel-drive transfer case is standard. Shifting from two-wheel drive into part-time four-wheel drive is only appropriate for mud, snow and other low-traction situations. It's not suitable for dry pavement as there is no speed differential between the front and rear wheels, and the tires will hop and chatter in tight parking-lot maneuvers. Durango's part-time four-wheel-drive system is a good choice for people who live in a dry climate but want to be able to shift into ultimate off-road mode. On really steep grades, Durango can be shifted into low-range four-wheel drive. Overall, it's the best choice for those who want serious off-road capability.

A more flexible option is the full-time four-wheel-drive transfer case ($395). It comes with everything above plus a planetary center differential, so even in four-wheel mode the front and rear axles can turn at different speeds, and the wheels don't fight each other in tight quarters. Yet traction is assured under all but the worst conditions. Full-time four-wheel-drive mode is appropriate for torrential rain, light snow and ice or light off-highway travel. If conditions should get extreme, the driver can manually lock the planetary differential, so the system emulates a part-time four-wheel drive. The planetary differential locks automatically when you shift into low range.