2005 Dodge Dakota: Test Drive:
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08-05-2004, 04:20 PM
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2005 Dodge Dakota: Test Drive:
My Buddies over at http://www.pickuptruck.com, just got done test driving the new 2005 Dodge Dakota...
First Drive: 2005 Dodge Dakota
By: Mike Magda, Editor Posted: 08-01-04 00:00 ET
© 2004 PickupTruck.com
The new 2005 Dodge Dakota—which is considered a midsize pickup—is every bit as capable as the half-ton fullsize pickup of just 20 years ago. In the life cycle of a pickup, that’s not very long. Trucks can easily serve owners that many years on the road or ranch.
So just what is a half-ton pickup, anymore? The astonishing pace at which midsize trucks have developed completely blurs the line between our traditional classifications of pickups.
A 1985 Dodge D100 pickup had a GVWR of 4800 pounds. The D150 was rated between 4800 and 5850 pounds. The biggest engine available that year for the half-ton pickup was a 5.9-liter V8 rated at 185 horsepower.
For 2005, a 2-wheel-drive Dodge Dakota Club Cab carries a GRWR of 6010 pounds and can be ordered with a 250-horsepower 4.7-liter V8. The 6010-pound rating is the same base GVWR as the revolutionary 1994 Dodge Ram 1500 2WD pickup. The 5.9-liter V8 that year was rated at 230 horsepower.
In other words, the new Dakota is big and powerful. Maybe too big? Hardly. Most other so-called compact/midsize trucks—the Nissan Frontier, Chevy Colorado, GMC Canyon and Toyota Tacoma—have grown considerably for 2005. Only the Ford Ranger, which is still the best-selling truck in this category, remains unchanged. The days of a truly inexpensive, lightweight, fuel-efficient regular cab pickup are fading fast. Small trucks are in competition with big trucks, mostly due to the massive incentives and desirable content available on fullsize pickups. A few years ago, cross-shoppers of small trucks would list a small car as their second choice. Now it’s a fullsize truck.
Dodge expects Dakota to improve on its traditional fourth-place standing in small-truck sales race not only by boasting it’s the biggest, but by boasting it can do the work of a big truck.
“Dakota delivers fullsize capability in a midsize package,” says Dodge Vice President Mike Donoughe, noting the Dakota can do the job of a fullsize pickup and still offer better fuel economy and maneuverability.
Of course, fullsize trucks have grown considerably in recent years, so the one-upsmanship between manufacturers won’t end soon. Dakota has always been the biggest of the small trucks but lacked a reputation for fit ‘n’ finish and reliability. The new Dakota has addressed those issues and more.
We spent a muggy day driving a variety of Dakotas over different conditions in the hills of Tennessee. We went off-road and towed a travel trailer. We tried Club Cabs and Quad Cabs. We worked a manual transmission and cruised in a leather-clad Laramie. Overall reaction is positive to the changes. Here are the high points:
CONFIGURATIONS: No more regular cab. The Dakota comes in a Club Cab with rear access doors and the 4-door Quad Cab. Both are on a 131.3-inch wheelbase with a wheel track of just under 63 inches. The Club Cab has a 6.5-foot long bed while the Club Cab’s cargo bed comes in at 5-feet-4. Three trim levels are available: ST, SLT and Laramie.
SAFETY: Dakota grew 3.7 inches longer, mostly to provide added crush space for improved crash-test performance. Dakota has the same octagonal front frame rail as the Durango that absorbs frontal impacts. Side curtain air bags and middle 3-point seat belt in the rear seat of the Quad Cab are welcomed additions.
DESIGN: The Dakota does not share the same sheetmetal as the new Durango. The edges are sharper and the grille is in-your-face chrome and bold. Muscle also comes in the form of defined angles, not just bulk. There are no bulging fender flares to signify off-road prowess; rather, the fenders are shaped with a lean but robust flow. Unfortunately, the truck has a busy look, especially on the sides. There’s a strong character line that links the front and rear fenders, and it’s overwhelmed with a chrome door guard. The integrated front mud-flaps send one’s eyes in another direction. The chrome bumper insert doesn’t complement the signature grille; it just seems to bother it. Love the jeweled headlights and afterburner taillights, though.
POWER: Two 4.7-liter V8 engines are optional over the base 3.7-liter V6, which is rated at 210 horsepower at 5200 rpm. Peak torque is 235 lb-ft at 3600 rpm. The V6 comes with a new 6-speed manual transmission that has a snappy feel to the shift but somewhat difficult to get into reverse. It likes the clutch all the way to the floor but this Getrag tranny comes with a healthy 4.23:1 first gear. The manual mates to a choice of 3.21:1 or 3.55:1 rear axles. You can also get the manual with the base 4.7-liter V8, which is rated at 230 horsepower at 4600 rpm. Peak torque is 295 lb-ft at 3600 rpm. This single overhead cam engine has a cast-iron block and aluminum heads. The V8 is also available in a High Output version that is rated at over 250 horsepower with peak torque of 300-plus lb-ft (final figures were not available at press time). The High Output gets its extra power with a higher compression ratio and recalibrated engine-management computer. It comes only with a 5-speed automatic transmission that is optional on the base V8. You can also get a 3.92:1 rear axle with the automatic. For 4-wheel-drive fans, there are two New Venture transfer cases, each with a 2.72:1 low range and both electronically controlled. The main difference is that one is fulltime 4WD with a planetary center differential that offers a 48/52 front-rear torque split.
SUSPENSION: A new coil-over front suspension replaces the old torsion bar setup on 4WD models. Sharp-eyed observers will note there is no difference in the ride height between 2- and 4-wheel drive versions. Both models now use the same suspension components to reduce build complexity. The rear Hotchkiss setup is the same as previous Dakotas but Dodge changed spring rates and tuned the shocks to handle the increased tow ratings. Dodge engineers also worked hard on improving the steering feel, adding a rack-and-pinion gear. But for some reason the turning diameter jumped to a wicked 44 feet, almost three feet more than the previous model. The new brake system features front disc-rear drum. That’s a change from the 4-wheel-disc of previous Dakota but the hardware weighs 15 pounds less. Four-wheel anti-lock brakes with electronic brake force distributions are an option.
INTERIOR: Inside cab dimensions grew in almost every direction. For example, front headroom in the Quad Cab went from 39.6 inches to 39.9 inches, but leg room stayed the same at 41.9 inches. Front shoulder room of 57.7 inches is only one-half inch more but hip room decreased to 54.9 inches. If Dodge doesn’t watch the competition, it could lose its size advantage. The new Colorado Crew Cab offers front shoulder room 57.1 inches and hip room of 53.3 inches. Even the new Toyota Tacoma has front shoulder room of 57.7 inches in its Double Cab and hip room of 53.6 inches. Dodge still has more generous legroom in the rear of its Quad Cab than the competition. More attention was focused on style and comfort in the 2005 Dakota interior. The new instrument panel is simpler and well organized but lacking analog engine-function gauges that real truck guys like. Interior surfaces are more cosmopolitan in the SLT and Laramie trims (we didn’t get to drive the base trim). Sound system choices include an Infinity 288-watt, 6-speaker setup with a 6-CD in-dash changer. Dodge also offers SIRIUS satellite radio and UConnect hands-free communications. The seats take advantage of Dakota’s size and offer a firm but spacious foundation. Dakota will also be the first automaker to offer heated cloth seats. When the rear seats in the Quad Cab fold down, 37.1 cubic feet of storage space open up. That’s an increase of 7.2 cu. ft. over the previous model
TOWING: A base 2WD Dakota Club Cab has a tow rating of 3250 pounds. But add a V8, automatic transmission and 3.92:1 rear axle and you can tow up to 7150 pounds. We pulled a 7000-pound trailer around rolling hills outside Nashville with no problem starting or stopping. The engine had to work hard but the transmission maintained a steady gear on the mild slopes we covered. We wouldn’t want to tow that load over the Rockies, but most people with a Dakota are going to be towing personal watercraft, family boats or a dual-stall horse trailer. For those chores, the Dakota will definitely shine. Some other manufacturers of small trucks have lowered their trailer ratings to improve ride and handling. Their philosophy is that if someone has to tow over 5000 pounds, they’ll get a fullsize truck. Dodge wants to keep that potential customer.
In an attempt to get away from the ridiculous incentive wars, Dodge is lowering the price of a new Dakota by an average of $1,000 across the line. In fact, you can get a V8 Club Cab for less than $20,000. That’s impressive considering no other automaker offers a V8 in a small truck. A top-of-line 4WD Quad Cab Laramie starts at $29,324.
The new Dakota is a major step up in refinement over previous models. Drivers will appreciate the attention to detail, extra horsepower and distinctive looks. With a tow rating over 7000 pounds and payload capacity of between 1310 and 1740 pounds (depending on the engine, transmission and configuration), the truck is just as capable as a workhorse as a regular fullsize truck of just a few years ago.
PickupTruck.com will have closer looks at each Dakota model as they become available for full road tests.
redriderbob
First Drive: 2005 Dodge Dakota
By: Mike Magda, Editor Posted: 08-01-04 00:00 ET
© 2004 PickupTruck.com
The new 2005 Dodge Dakota—which is considered a midsize pickup—is every bit as capable as the half-ton fullsize pickup of just 20 years ago. In the life cycle of a pickup, that’s not very long. Trucks can easily serve owners that many years on the road or ranch.
So just what is a half-ton pickup, anymore? The astonishing pace at which midsize trucks have developed completely blurs the line between our traditional classifications of pickups.
A 1985 Dodge D100 pickup had a GVWR of 4800 pounds. The D150 was rated between 4800 and 5850 pounds. The biggest engine available that year for the half-ton pickup was a 5.9-liter V8 rated at 185 horsepower.
For 2005, a 2-wheel-drive Dodge Dakota Club Cab carries a GRWR of 6010 pounds and can be ordered with a 250-horsepower 4.7-liter V8. The 6010-pound rating is the same base GVWR as the revolutionary 1994 Dodge Ram 1500 2WD pickup. The 5.9-liter V8 that year was rated at 230 horsepower.
In other words, the new Dakota is big and powerful. Maybe too big? Hardly. Most other so-called compact/midsize trucks—the Nissan Frontier, Chevy Colorado, GMC Canyon and Toyota Tacoma—have grown considerably for 2005. Only the Ford Ranger, which is still the best-selling truck in this category, remains unchanged. The days of a truly inexpensive, lightweight, fuel-efficient regular cab pickup are fading fast. Small trucks are in competition with big trucks, mostly due to the massive incentives and desirable content available on fullsize pickups. A few years ago, cross-shoppers of small trucks would list a small car as their second choice. Now it’s a fullsize truck.
Dodge expects Dakota to improve on its traditional fourth-place standing in small-truck sales race not only by boasting it’s the biggest, but by boasting it can do the work of a big truck.
“Dakota delivers fullsize capability in a midsize package,” says Dodge Vice President Mike Donoughe, noting the Dakota can do the job of a fullsize pickup and still offer better fuel economy and maneuverability.
Of course, fullsize trucks have grown considerably in recent years, so the one-upsmanship between manufacturers won’t end soon. Dakota has always been the biggest of the small trucks but lacked a reputation for fit ‘n’ finish and reliability. The new Dakota has addressed those issues and more.
We spent a muggy day driving a variety of Dakotas over different conditions in the hills of Tennessee. We went off-road and towed a travel trailer. We tried Club Cabs and Quad Cabs. We worked a manual transmission and cruised in a leather-clad Laramie. Overall reaction is positive to the changes. Here are the high points:
CONFIGURATIONS: No more regular cab. The Dakota comes in a Club Cab with rear access doors and the 4-door Quad Cab. Both are on a 131.3-inch wheelbase with a wheel track of just under 63 inches. The Club Cab has a 6.5-foot long bed while the Club Cab’s cargo bed comes in at 5-feet-4. Three trim levels are available: ST, SLT and Laramie.
SAFETY: Dakota grew 3.7 inches longer, mostly to provide added crush space for improved crash-test performance. Dakota has the same octagonal front frame rail as the Durango that absorbs frontal impacts. Side curtain air bags and middle 3-point seat belt in the rear seat of the Quad Cab are welcomed additions.
DESIGN: The Dakota does not share the same sheetmetal as the new Durango. The edges are sharper and the grille is in-your-face chrome and bold. Muscle also comes in the form of defined angles, not just bulk. There are no bulging fender flares to signify off-road prowess; rather, the fenders are shaped with a lean but robust flow. Unfortunately, the truck has a busy look, especially on the sides. There’s a strong character line that links the front and rear fenders, and it’s overwhelmed with a chrome door guard. The integrated front mud-flaps send one’s eyes in another direction. The chrome bumper insert doesn’t complement the signature grille; it just seems to bother it. Love the jeweled headlights and afterburner taillights, though.
POWER: Two 4.7-liter V8 engines are optional over the base 3.7-liter V6, which is rated at 210 horsepower at 5200 rpm. Peak torque is 235 lb-ft at 3600 rpm. The V6 comes with a new 6-speed manual transmission that has a snappy feel to the shift but somewhat difficult to get into reverse. It likes the clutch all the way to the floor but this Getrag tranny comes with a healthy 4.23:1 first gear. The manual mates to a choice of 3.21:1 or 3.55:1 rear axles. You can also get the manual with the base 4.7-liter V8, which is rated at 230 horsepower at 4600 rpm. Peak torque is 295 lb-ft at 3600 rpm. This single overhead cam engine has a cast-iron block and aluminum heads. The V8 is also available in a High Output version that is rated at over 250 horsepower with peak torque of 300-plus lb-ft (final figures were not available at press time). The High Output gets its extra power with a higher compression ratio and recalibrated engine-management computer. It comes only with a 5-speed automatic transmission that is optional on the base V8. You can also get a 3.92:1 rear axle with the automatic. For 4-wheel-drive fans, there are two New Venture transfer cases, each with a 2.72:1 low range and both electronically controlled. The main difference is that one is fulltime 4WD with a planetary center differential that offers a 48/52 front-rear torque split.
SUSPENSION: A new coil-over front suspension replaces the old torsion bar setup on 4WD models. Sharp-eyed observers will note there is no difference in the ride height between 2- and 4-wheel drive versions. Both models now use the same suspension components to reduce build complexity. The rear Hotchkiss setup is the same as previous Dakotas but Dodge changed spring rates and tuned the shocks to handle the increased tow ratings. Dodge engineers also worked hard on improving the steering feel, adding a rack-and-pinion gear. But for some reason the turning diameter jumped to a wicked 44 feet, almost three feet more than the previous model. The new brake system features front disc-rear drum. That’s a change from the 4-wheel-disc of previous Dakota but the hardware weighs 15 pounds less. Four-wheel anti-lock brakes with electronic brake force distributions are an option.
INTERIOR: Inside cab dimensions grew in almost every direction. For example, front headroom in the Quad Cab went from 39.6 inches to 39.9 inches, but leg room stayed the same at 41.9 inches. Front shoulder room of 57.7 inches is only one-half inch more but hip room decreased to 54.9 inches. If Dodge doesn’t watch the competition, it could lose its size advantage. The new Colorado Crew Cab offers front shoulder room 57.1 inches and hip room of 53.3 inches. Even the new Toyota Tacoma has front shoulder room of 57.7 inches in its Double Cab and hip room of 53.6 inches. Dodge still has more generous legroom in the rear of its Quad Cab than the competition. More attention was focused on style and comfort in the 2005 Dakota interior. The new instrument panel is simpler and well organized but lacking analog engine-function gauges that real truck guys like. Interior surfaces are more cosmopolitan in the SLT and Laramie trims (we didn’t get to drive the base trim). Sound system choices include an Infinity 288-watt, 6-speaker setup with a 6-CD in-dash changer. Dodge also offers SIRIUS satellite radio and UConnect hands-free communications. The seats take advantage of Dakota’s size and offer a firm but spacious foundation. Dakota will also be the first automaker to offer heated cloth seats. When the rear seats in the Quad Cab fold down, 37.1 cubic feet of storage space open up. That’s an increase of 7.2 cu. ft. over the previous model
TOWING: A base 2WD Dakota Club Cab has a tow rating of 3250 pounds. But add a V8, automatic transmission and 3.92:1 rear axle and you can tow up to 7150 pounds. We pulled a 7000-pound trailer around rolling hills outside Nashville with no problem starting or stopping. The engine had to work hard but the transmission maintained a steady gear on the mild slopes we covered. We wouldn’t want to tow that load over the Rockies, but most people with a Dakota are going to be towing personal watercraft, family boats or a dual-stall horse trailer. For those chores, the Dakota will definitely shine. Some other manufacturers of small trucks have lowered their trailer ratings to improve ride and handling. Their philosophy is that if someone has to tow over 5000 pounds, they’ll get a fullsize truck. Dodge wants to keep that potential customer.
In an attempt to get away from the ridiculous incentive wars, Dodge is lowering the price of a new Dakota by an average of $1,000 across the line. In fact, you can get a V8 Club Cab for less than $20,000. That’s impressive considering no other automaker offers a V8 in a small truck. A top-of-line 4WD Quad Cab Laramie starts at $29,324.
The new Dakota is a major step up in refinement over previous models. Drivers will appreciate the attention to detail, extra horsepower and distinctive looks. With a tow rating over 7000 pounds and payload capacity of between 1310 and 1740 pounds (depending on the engine, transmission and configuration), the truck is just as capable as a workhorse as a regular fullsize truck of just a few years ago.
PickupTruck.com will have closer looks at each Dakota model as they become available for full road tests.
redriderbob
#2
03-10-2014, 07:06 PM
I'm not sure that I get it, all that writing sounds like it came from when the 05 Dakota was introduced...exactly.
What year is it?
EDIT: I'm not sure why I'm getting the earliest posts listed in the forum...fixed it...
What year is it?
EDIT: I'm not sure why I'm getting the earliest posts listed in the forum...fixed it...
Last edited by dakotaff; 03-10-2014 at 07:09 PM.
#3
03-10-2014, 07:27 PM
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03-10-2014, 08:20 PM
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SO the forum is listing old posts first. Brand new posts are on the last page... Not sure what's going on. It won't let me comment on My other post either.....
