Aspen should please Chrysler fans

Durango and Aspen are towns in Colorado.

I have always imagined Durango as a wide-open, broad-shouldered Western town, where cattle roam and a fella knows his way around a six-gun. A beer-drinkin’, tequila-slammin’ place

Aspen? Well, I imagine Aspen as a more genteel hideaway. Symphonies and upscale ski slopes. Martinis and fine wine.

But how would I know? I’ve never been either place.

Someone else must share my perceptions, though, because Durango and Aspen also happen to be SUVs from Daimler-Chrysler. They’re built on the same platform and share the same mechanicals.

And — guess what — the Dodge Durango is the bluff and burly one, while the Chrysler Aspen is the sophisticate.

Or so the folks at Chrysler marketing would have it.

The Durango, which has been around for a few years, has earned a reputation as a sturdy rig. Though not quite full-size (it’s smaller than its primary competitors from GM and Ford), it has full-size towing capacity, especially when equipped with the optional 355-horsepower, 5.7-liter “Hemi” V-8.

New for 2007

The Aspen Limited is a new, 2007 model that’s available in 2WD form from $31,490 and as a 4X4 from $34,265. Ostensibly, it can be had only in a single trim level, but a $3,470 options package — elegantly known as 28J — elevates it into the realm of leather seats and wood trim, sound-system subwoofers and automatic dual-zone climate control.

Our tester had the Hemi, the 28J package, a rear-seat entertainment system and other goodies. It rang out at $44,135.

But Why?

In light of a shrinking SUV market, curious minds are asking why? Who needs another big SUV, especially one that so closely mirrors another product from the same manufacturer?

It’s simple: If there’s one thing a brand hates, it’s losing customers due to a lack of product. The dealer who sold you your Town & Country minivan would also like your SUV business. Until now, Chrysler dealers didn’t have that option.

A Real SUV

Like the Durango, the Aspen utilizes traditional body-on-frame construction and a solid rear axle. These truck attributes contribute to its 8,950-pound towing capacity.

It’s also available with a two-speed transfer case for those owners committed to fording streams and creeping over boulders.

But truck platforms also present ride-and-handling challenges, which perhaps helps explain the Aspen’s timing. Now in the fourth year of its product cycle, the Durango was due for an upgrade. The engineering staff took the opportunity to dial in a batch of suspension and steering improvements that freshen the Durango and serve the Aspen’s upscale aspirations.

New engine and body mounts reduce noise and vibration and improve ride comfort; suspension modifications enable the addition of optional 20-inch wheels; and increased body insulation reduces cabin noise.

Sedan-based CUVs run circles around the Durango in the twisties, but they’ll never tow its load. Besides, the handling package is more than adequate when not pushed beyond its envelope of competency.

Chrysler increased the boost on the rack-and-pinion steering system for a lighter, more upscale feel, although it’s a little sloppy on center and not as communicative as it might be. The coil-over spring suspension is compliant over bumps without sacrificing body control.

A trailer-control system uses braking and engine control to counter the effects of trailer sway.

Chrysler Cues

To help differentiate the Aspen from its cousin, Chrysler declined to adopt the Durango’s base six-cylinder engine and instead offers two V-8s. The standard, flex-fuel 4.7-liter makes 235-hp and will run on E85 ethanol fuel. The gasoline-only Hemi uses Chrysler’s Multi-Displacement System, which deactivates half its cylinders under light loads. Both are paired with a five-speed automatic transmission, which unfortunately allows the driver manual access to only the lowest two gears; left to its own devices in the upper gears, the tranny is prone to search for the correct ratio.

On the other hand, two axle ratios are available, allowing buyers to gear down if they intend to tow.

Although the Aspen shares many of its body panels with the Durango, the Aspen wears Chrysler’s bold signature grille and borrows the Crossfire’s hood strakes for a touch of flash.

Identical to the Durango’s, the Aspen interior is comfortable and roomy — but for a surprising shortage of rear-seat legroom. Second-row captains’ chairs are available and there are abundant storage cubbies and bins.

Safety equipment includes anti-lock brakes, three-row curtain airbags and vehicle stability control with anti-rollover sensors.

Having driven both vehicles, but having visited neither town, I’m going out on a big limb here and guess the towns are less alike than the vehicles. Still, for Chrysler fans who’ve been pining for a big SUV they could call their own, the Aspen is a ready-made solution.