When I first saw the restyled Dodge Durango at the Chrysler Proving Grounds outside of Detroit last year, my first reaction was, “Whoa! We’re talkin’ BIG here.” Even though it doesn’t look like it, the 2004 Durango sport utility vehicle (SUV) is actually smaller than the full-size Ford Expedition and Chevy Tahoe — but can haul almost as much stuff as a Tahoe and tow as much as an Expedition.
   Originally built on the Dakota truck platform when it debuted in 1988, the 2004 Durango is new from the ground up, with a platform designed specifically for this vehicle. Engineers focused on improving the ride by using a new boxed-rail frame that doesn’t shudder or bounce nearly as much as its predecessor.
   Walkaround: Styling is bold — and big. Even though it’s all new, you still know this a Durango at first glance — even though according to Dodge, virtually every piece of sheet metal is different from the previous version — because, frankly, no other SUV on the road looks anything like it.
   Overall, the new Durango is approximately two inches wider, three inches taller, and seven inches longer, than the previous Durango. But it’s still shorter than the Expedition by about five inches and the Tahoe and Expedition have it by almost three inches in width, as well as some in height. It’s just that everything in the new Durango seems bigger.
   Under the hood: “That thing got a Hemi?” Well, Duh! The big story for the 2004 Durango is under the hood. There are three engines offered — including a 210 horse V6, and a 230-horse, 4.7-liter, single overhead cam, Magnum V8 with 290 lb.-ft. of torque at 3,600 rpm.
    But the 5.7-liter, hemispherical-head, Magnum, V8 is the one all the buzz is about. Expected to go into nearly half of all Durangos sold, the Hemi delivers 335 horses with 370 lb-ft or torque at 4200 rpm. It gives the Durango — not to mention Durango owners — some serious attitude.
   Even light accelerator pressure evokes a deep growl from the Hemi, the likes of which many folks haven’t heard since the late 60s — when Chrysler’s 426 Hemi was the absolute baddest of the very bad.
   Although it won’t snap your head back ala the 1969 Hemi Charger, it moves the big SUV where you want to it to go with absolute authority. The Hemi is an approximately $1,500 option on upper level models.
   The V6 provides a lower entry point for buyers — just under $26,000 — but Dodge expects only about 15 percent of Durango buyers will opt for the V6. All engines are married to a standard 4-speed automatic.
   Inside: As you’d expect, there’s an immediate feeling of roominess in the front seats, and excellent visibility for all passengers. A large center console dominates the space between the seats and silver-colored trim on the dash adds a clean appearance. Instrumentation is large, round, and easy to read, with soft green lighting.
   Rear door entryways are wide and the lever to fold and flip second row seats forward to provide entry to the third row is large and easy to use. However, adults in the rear, two-person seat are forced to sit with knees up, because the seat sits close to the floor.
   There’s 20.1 cubic feet of storage space behind the third row seat compared to 16.3 in the Tahoe 20.6 in the Expedition. With the second and third row seats folded, there’s 102.4 cubic feet., compared to 104.6 in the Tahoe and 110.5 in the Expedition.
   Behind The Wheel: The front suspension uses upper and lower “A” arms, but the rear suspension is where the real work was done. The Durango’s rear live axle now is tied to trailing arms and a Watt’s linkage for improved control. Despite the new design, my test Durango didn’t deliver as refined a ride as I’ve experienced in some other SUVs with independent rear suspensions, feeling the road bumps. There was also some body sway, even in slow speed curves. The Durango still doesn’t offer stability control, an electronic device on many other SUVs designed to help a driver maintain control and prevent rollovers.
   Other Stuff: The Durango’s towing capacity is a maximum 8,950 pounds, which is equal to the Expedition. Maximum Gross Vehicle Weight Rating — the total of vehicle, passengers and cargo — is 6,600 pounds — 700 pounds less than the Expedition’s 7,300, but close to the Tahoe’s 6,800-pound maximum.
   Fuel economy is poor, EPA rated at 14 city and 19 highway, which I found to be pretty accurate. But you don’t buy an SUV with gas mileage in mind either.
   This is the first Durango to offer side curtain airbags designed to provide passenger protection for all rows of seats during a rollover — but they’re a nearly $500 option.
   Whines: It’s a big step up to get inside the Durango. — even for me who is six feet tall. There were running boards on my test vehicle, but they’re a $400 option. There’s also a slope to the floor at the front of the rear seat, meaning feet aren’t comfortably flat unless they’re away from the seat’s forward edge.
   Bottom Line: The Dodge Durango is completely redesigned for 2004, and is now a much larger vehicle. But the overall brute styling and “look” that made it popular in the first place is retained. Too bad the ride remains less refined than in many other SUVs, but towing capacity is impressive.
   “That thing got a Hemi?” You better believe it. Sweet!