When Dodge announced that the 2026 Durango lineup would go all-HEMI®, it felt like a bold move—but not necessarily a smart one. As someone who’s been very vocal about this on my The Mopar Junkie YouTube channel, I have to say this decision leaves a lot of longtime Dodge fans scratching their heads. Instead of clarifying the lineup, it adds confusion—and risks alienating buyers who have been the backbone of Durango sales for years.
The Pentastar Problem –
Let’s start with the obvious: Dodge dealers already had 2026 Durango models sitting on lots powered by the 3.6-liter Pentastar V6 when Dodge declared that the 2026 lineup would be exclusively HEMI-powered. That’s not just a small miscommunication—it’s a marketing headache. When customers see two “2026 Durango GT” models at dealerships—one with a V6 and another with a V8—they’re bound to be confused about which one is truly “new.”
The Pentastar-powered Durango wasn’t just a base engine; it was the volume seller. For years, it offered a balanced mix of performance, efficiency, and affordability. By eliminating it, Dodge is gambling that customers will step up to the pricier HEMI-powered GT. The problem? Not everyone wants—or can afford—a V8, even if it sounds better at full throttle.
Price and Practicality –
The pricing shift makes the situation worse. The 2026 Durango GT with the 3.6-liter Pentastar V6 started at $38,995 (plus $1,995 destination). But now, with the GT packing a 5.7-liter HEMI V8 and all-wheel drive (AWD), that starting price jumps to $42,495 before destination. The previous GT AWD with the V6 was $40,995—still less expensive than the new HEMI model.
That might not sound like a big gap, but it’s enough to push the Durango out of reach for many families who used to buy them. And that’s before you even consider the added costs of insurance and fuel. The HEMI Durango is one of the most stolen vehicles in the country, which drives premiums up. Add in lower fuel economy, and the cost of ownership quickly rises.
Sure, the HEMI roars. But at the end of the day, buyers in this segment care just as much about monthly payments as they do about horsepower.
The R/T Identity Crisis –
Then there’s the R/T situation. Dodge’s decision to drop the 5.7-liter HEMI from the R/T and make it exclusive to the GT trims feels like another odd play. The R/T badge has long been synonymous with the 5.7-liter engine—it’s part of the nameplate’s DNA. By swapping in the 6.4-liter (392 cubic-inch) HEMI for 2026 and rebranding it as the R/T 392, Dodge is watering down what “R/T” really means.
On top of that, both the R/T 392 and the HELLCAT models will be unavailable in most California Air Resources Board (CARB) states. That means the only nationwide HEMI offering will be the 5.7-liter. It’s hard to call that a full performance lineup when some of the most desirable trims can’t even be sold in key markets like California, New York, and Washington.
The Missed Scat Pack Opportunity –
Here’s where Dodge could have gotten it right. Instead of turning the R/T into a 392-powered model, they should’ve gone with the Scat Pack name. It’s a brand within a brand—one that Dodge fans instantly recognize and respect. The Scat Pack badge has become one of Dodge’s most successful trim names in recent memory, especially on the outgoing Charger and Challenger.
Rebranding the Durango’s 392 model as a Scat Pack would’ve made perfect sense. Imagine it: the Durango Scat Pack, complete with bold bee badges, high-impact color options, Tow ‘N Go suspension, and Brembo® brakes. Add in sporty seats with embroidered Scat Pack logos, and you’ve got a model that would practically sell itself on dealer lots.
The Scat Pack name has a sense of fun and attitude—something Dodge desperately needs right now. The R/T 392, on the other hand, feels like a confusing half-step between what used to be R/T and what used to be SRT 392.
A Brand at a Crossroads –
Right now, Dodge’s lineup is shrinking faster than its audience would like. With the halt of Hornet production, the brand is down to just two vehicles—the Charger and the Durango—both starting north of $40,000. That’s a far cry from a decade ago, when the Dodge Dart SE started at just $16,995 (plus $995 destination). Back then, Dodge still had cars for average working people who wanted something sporty without breaking the bank.
Dodge has always been the “mainstream performance” brand—the one that blended muscle car swagger with blue-collar affordability. But the current Dodge lineup doesn’t live up to that image. It’s expensive, limited in choice, and harder to justify in a competitive market full of hybrids and efficient turbocharged SUVs.
The Durango could’ve been Dodge’s bridge between mainstream utility and muscle car performance. Instead, the all-HEMI approach pushes it into a niche where fewer buyers live.
What Dodge Needs to Do –
If Dodge really wants to bring back its mojo, it needs to balance performance with accessibility again. Keeping a Pentastar-powered GT would have provided a strong entry point, while a cheaper 5.7-liter R/T and a Scat Pack 392 rebrand could’ve created a clearer performance ladder—something Dodge fans understand and love.
And yes, I’ve said it before and I’ll say it again here: Dodge needs to embrace the Scat Pack identity. It’s one of the most iconic sub-brands in modern Mopar history, and bringing it to the Durango would align the SUV perfectly with the new Charger Daytona and Charger SIXPACK Scat Pack models.
It’s time for Dodge to stop confusing customers and start rebuilding a lineup that captures the excitement—and affordability—that made it a household name.
So, what do you think? Would you rather see a Durango Scat Pack badge over a Durango R/T 392 one? I know where I stand.
