This second-generation Durango is big. Its exterior dimensions place it between the Chevy Tahoe and Ford Expedition in size, but it benefits greatly from a space-efficient design. Durango can seat up to eight passengers with the optional 60/40 folding third row seat. Folding down the seats reveals more than 100 cubic feet of cargo space. You can slide full-size sheets of plywood in back. And a properly equipped Durango with the Hemi engine is rated to tow up to 8,950 pounds.

Two V8s are available and both are superb. The popular 4.7-liter V8 and the 5.7-liter Hemi V8 are smooth and powerful. They come with a five-speed automatic that's smooth, refined, and responsive, including a Tow/Haul transmission feature we like that holds lower gears longer when towing to reduce gear searching.

The base model has been dropped for 2006, so the Durango SXT is the entry level for the Durango line-up. For 2006 the optional 5.7-liter Hemi V8 engine is now equipped with the new Multi-Displacement System (MDS) that disables four cylinders when cruising to improve fuel economy.

The Durango was awarded the National Highway Traffic Safety Administration's Five-Star frontal impact rating in 2005, in part due to the Durango's frame design, which absorbs front impacts. For 2006, dual stage front air bags and an occupant-sensing system for the passenger-side front air bag are standard. Curtain airbags and electronic stability control are available as options.

The short hood and flared fenders give the Durango the look of a big-rig truck. That short hood leads into a steeply raked windshield and sloping roof. The front fenders make the hood look as narrow as it is short. The windshield is aerodynamically efficient and offers good visibility.

The roofline slopes briefly downward at the rear, and the liftgate window curves in to meet it. This reduces that boxy look common on so many SUVs and minivans. Durango's taillights are distinctive as well, looking like afterburners from a jet fighter with two big red stacked circles per side. The sheet metal is molded around them to suggest speed.

Chrysler has an expensive new wind tunnel at its headquarters in Auburn Hills, Michigan, and it was used extensively when designing the second-generation Durango to reduce wind noise. The aerodynamics are fine-tuned, including the contours of the exterior mirrors, and the subtle ducktail at the trailing edge of the hood under the wipers that minimizes wind noise over the windshield. The motor mounts were calibrated to reduce the frequencies and harmonics of each engine. The windows have an extra layer of lamination to deaden sound. Foam is injected into many of the body and chassis crannies, which would otherwise serve as tiny echo chambers.

Behind the second row of seats is 68 cubic feet of cargo space, equal to the total for many SUVs. Put the second row down, and there's 102 cubic feet of cargo capacity. The distance between the wheel housings is 48 inches, so full-size sheets of plywood can be loaded flat. Speaking of loading cargo, this task is aided by the liftgate, which opens very easily. A power liftgate is available on 2006 Durango models, a handy feature. Also, the cargo floor is relatively low, thanks to the rear suspension design.

The second and third rows are notably easy to access because the rear doors open an exceptionally wide 84 degrees. The second-row seat easily flips forward with the touch of one hand, and the seatback flops flat just as easily. This is no small virtue. For 2006, a 60/40 third-row seat, large enough for three passengers, is an available option on SLT and Limited models.

The second-row seats recline and have their own climate control, so back-seat passengers can snooze in comfort. Details are carefully thought out, including convenient grab handles cleverly molded into the stubby rear leg of the second-row seat, which ease climbing back to the third row. Once back there, a small bubble in the ceiling provides additional headroom for third-row passengers. Rear A/C can be a useful feature for dogs.

The front seats are comfortable, neither too soft nor too firm, and the four-spoke steering wheel is nice. The SLT has orange-hued wood trim, while the Limited presents a cleaner look with its brushed aluminum. And that trim is real wood and real aluminum, not plastic.

Instrumentation is clean, handsome, easy to read and easy to operate. It looks classy. We especially like the simple black-on-white gauges and rectangular black Venetian-blind style heating and cooling vents. The center console is deep, under a removable tray. Forward of that is another important compartment designed to serve as a fast-food bin. Two integrated cup holders with removable neoprene for different sizes of drink containers are provided.

We found the SLT's manual heating controls and the wiper controls a bit fussy, and the high beams seemed a little lacking one wintry night. The Limited model's high-tech climate-control panel with automatic temperature adjustment is better. And we welcome the availability of seat heaters.

The 4.7-liter V8 engine is competent, powerful and very smooth. It is rated at 230 horsepower and 290 pound-feet of torque, but it only gets 14/18 mpg with 4WD, using 87 octane.

The 5.7-liter Hemi is rated at 335 horsepower and 370 pound-feet of torque. That's a lot more power than the 4.7-liter, with around-town mileage suffering only slightly at 13/18 mpg with 89 octane recommended, 87 acceptable. For 2006, fuel economy is enhanced with the introduction of Chrysler's Multi-Displacement System on the Hemi, which disables four of the eight cylinders when cruising by deactivating the valve lifters. In our tests of variable displacement on other Chrysler products, we found the transition between cruising and power modes was nearly indiscernible. The Hemi seems like a good value. Plus, it can tow up to 8,950 pounds with the optional 3.92 rear axle, compared with 7,400 pounds for the 4.7-liter. Also, the two-speed transfer case comes standard with the Hemi 4x4, optional with the other engines.

Hemi, by the way, refers to the overhead-valve, hemispherical combustion chamber design, and harkens back to the late '60s when the 426-cubic-inch (7.0-liter) Dodge Hemi Ramcharger ruled. Chrysler modernized the basic design in 2004 after it had been gone (but not forgotten) for decades. Still, the Hemi didn't feel like 335 horsepower to the seat of our pants. The 5.7-liter Hemi felt a little more powerful than the 4.7-liter, but it wasn't a night-and-day difference. The double overhead-cam, 5.6-liter, 305-horsepower Nissan Armada feels more responsive than the 5.7-liter Durango, which feels solid, but heavy.

We were most impressed by the five-speed automatic transmission that comes with both V8 engines. The shifts were incredibly smooth. Shifting up or down between third and fourth gears is undetectable. The transmission features a Tow/Haul mode, which holds the gears longer and will even downshift under deceleration, as might be needed with a trailer. It's cool when you come toward a turn at high speed and back off, and your automatic transmission drops a downshift for you.

The best fuel economy goes to the 3.7-liter V6, rated at 210 horsepower and 235 pound-feet of torque and 16/21 mpg. It comes with a four-speed automatic and is rated to pull a 3700-pound trailer.

The Durango has good brakes. When you need to slow down or stop, they'll be there. They're big vented disc brakes with twin-piston calipers in front, just the thing for slowing down this heavy beast. ABS helps the driver maintain steering control by eliminating wheel lockup, while electronic brake-force distribution (EBD) balances braking forces front and rear for more stable stopping. We slammed on the brakes several times from 70 mph and found the Durango stopped steady and true.

The current Durango represented a clean-sheet design when it was introduced as a 2004 model, with nothing borrowed from the Ram pickup (as before). New manufacturing processes resulted in a more rigid chassis, which benefits from hydroformed boxed frame rails, a new independent front suspension and innovative adaptation of a Watts link rear suspension with coil springs. Cornering and handling are excellent, maybe even superb, for a big SUV.

The ride quality is quite good, way better than the old Durango. There's a lot more travel in the suspension. The rack-and-pinion steering provides a 39.9-foot turning circle, three feet larger than a Ford Explorer, but pretty good for a vehicle of this size.

We found the Durango offered good, responsive handling over more than 100 miles of remote twisty roads in the Texas Hill Country. It stayed on an even keel through some very hard cornering. The engine sits relatively far back in the chassis resulting in better balance. We drove 4.7-liter and 5.7-liter models. Driving a 5.7-liter Durango SLT around Detroit in January backed up our earlier impressions. It felt very secure in icy conditions.

In off-road driving, our Durango didn't hit bottom even when driving aggressively over rough terrain. However, crawling over irregular terrain in 4-Low reveals the suspension is set up more for on-road handling than off-road flex. On a great 4x4, the suspension articulates to let the wheels droop to the ground. That's fine for severe off-highway use, but it's at odds with good handling on pavement. In the Durango's case, Dodge has traded some extreme off-road capability for superior on-road handling, which more people will appreciate on an everyday basis. The off-highway capability, meanwhile, is plenty good enough to get the Durango down primitive roads and two-tracks in the backcountry.

We towed a 5,950-pound trailer for about 30 miles behind a Durango with the 5.7-liter Hemi and decided that's what you need if you need to tow something that heavy. The 4.7-liter wouldn't have been enough motor.

Durango SXT 4x2 ($28,200) comes standard with a 210-horsepower 3.7-liter V6 and a four-speed automatic transmission. The SXT 4x4 ($31,180) is equipped with the 230-horsepower 4.7-liter V8 with five-speed automatic transmission. Naturally, the 4.7-liter powertrain is available for the 4x2 ($860). Standard SXT features include air conditioning, cloth interior, power mirrors, illuminated entry lighting, front and rear power outlets, bucket seats, 40/20/40 folding second-row seat, AM/FM stereo radio with in-dash single-disc CD player and four speakers, cruise control, tilting steering column, and remote keyless entry. A full-size spare, 17-inch steel wheels with on/off-road tires, and a 27-gallon fuel tank come standard. Options include rear climate controls, a power sunroof, AM/FM/6CD/MP3, halogen headlamps, running boards, a towing package, a bigger alternator and battery, heavy-duty shocks and springs, skid plates, and a two-speed transfer case for 4x4 models.

Durango SLT 4x2 ($30,350) and SLT 4x4 ($33,330) adds fog lamps, woodgrain instrument panel, power-adjustable driver's seat, and 160-amp alternator. The SLT comes standard with the same cloth seats as the SXT, but leather-trimmed front bucket seats are available ($1,025). Other options include a 60/40 folding three-passenger third-row seat ($300), power liftgate ($400), power sunroof ($850), power-adjustable pedals ($120), an overhead console with trip computer, heated front seats, Sirius Satellite Radio ($195), Infinity eight-speaker audio with subwoofer ($225), a rear-seat DVD entertainment system with wireless headphones, steering-wheel audio controls, full-time 4WD shift-on-the-fly two-speed transfer case, 17-inch chrome-clad aluminum wheels, HomeLink remote system, Sentry Key engine immobilizer, and UConnect ($275), which uses Bluetooth wireless for hands-free cell phone operation.

The Adventurer 4x2 ($32,290) and Adventurer 4x4 ($34,410) are essentially SXT models equipped specifically for off-road and sport use. Adventurer models come with tubular side steps, reversible slush mats, rubberized washable cargo liner with built-in rear cargo organizer, and unique machine-finished wheels. The Adventurer is equipped with a Thule roof rack with a choice of six rack systems or an Adventurer accessory kit. The subtle mineral gray side molding and front and rear fascias distinguish the Adventurer.

Limited 4x2 ($35,085) and Limited 4x4 ($37,210) offer, in addition to the features of the SLT, heated front bucket seats with premium leather, power front passenger's seat, reclining second-row 40/20/40 folding bench seat, air conditioning with automatic temperature control, premium instrument panel bezel and luxury floor mats, a 384-watt eight-speaker MP3 sound system with subwoofer, six-disc CD and radio memory system, electronic stability control, 18-inch cast aluminum wheels, security alarm and Sentry Key engine immobilizer, folding power heated auto-dimming side mirrors, and a memory system for seats, mirrors, radio, air conditioning and adjustable pedals. A full-screen navigation system with CD/DVD capability with integrated control unit, hands-free communication system with Bluetooth wireless technology, and 18-inch chrome-clad aluminum wheels are optional.

Safety features include optional curtain air bags with roll-over sensors added for 2006, and we recommend them highly for the head protection they can provide to occupants in a side impact or rollover accident. Side-impact air bags are not available. The advanced front air bags deploy with varying power based on the weight of the person in the seat. ABS is standard. Electronic stability control and traction control to minimize wheelspin and skids are optional. Government (NHTSA) crash tests resulted in a five-star frontal crash test rating (the best rating) for both driver and front passenger.