Tow, Tow, Tow Your Boat

What makes the Dakota perfect is that you get all the attributes of a full-size pickup in a mid-size package. Even the styling of the new Dakota reminds you that this truck is definitely a member of the Dodge family. The grille is bold and bright, but with more angular shapes than on the full-size trucks. Large quad headlamps, a lower airdam and a giant front bumper say this truck means business. From the side, the Dakota features chiseled quarter panels that flare out to accommodate the standard 16-inch tires or optional 17s on SLT and Laramie versions. In back, the Dakota features “afterburner” taillamps and a sculpted tailgate that finishes the overall design treatment. All in all, it’s quite stylish.

The mid-size Dakota will be available in either Club Cab or Quad Cab configurations. As on the upcoming Nissan Frontier, the Regular Cab has gone the way of the dinosaurs. People are getting bigger and carrying more stuff, so the demand was gone. The Club Cab comes with the 6-1/2-foot bed length, while the Quad Cab gets a 5-foot, 4-inch bed.

Not only is the Dakota bigger on the outside, but there’s lots more room on the inside. We drove both a base-model ST and SLT version, in two-wheel-drive and four-wheel-drive configurations, and we were impressed not only with the interior roominess, but the fit and finish and contemporary looks and features as well. The dash is clean and the gauges are easy to read; the switches are well placed; and the seats were comfortable on our three-hour test drive.  

One of the things Dodge focused on was refinement as far as NVH, and we have to say it was a successful outcome. The door glass is 20 percent thicker than before, there’s extensive use of sound-damping materials, improved design for wind-noise reduction and an overall feeling of quality that’s in keeping with Dodge and Chrysler’s new image to step up the quality in all its products, as we saw on the Magnum and 300 car models. 

Under the hood is the true beauty of the Dakota. There are two engine choices: an SOHC 3.7-liter V-6 good for 210 hp and 235 lb-ft of torque, or the 4.7-liter Magnum V-8 that delivers 250-plus hp and over 295 lb-ft of torque. Dodge will wait until just before the truck goes on sale to finalize the numbers, but we’re assuming this is because the Frontier hasn’t come up with its final numbers yet and the game of one-upmanship is waiting for an outcome. Although we didn’t get in a V-6-equipped truck, we did like the performance of the V-8, especially since you can get it in a base ST truck for under $20,000. It pulled well all the way through the powerband, and made it fun to drive because it never ran out of breath.

Depending on the model, engine and transmission, there are three different axle ratios: a 3.21, 3.55 or 3.92. Payload ratings also vary, from a low of 1,210 lbs on the Quad Cab Laramie four-wheel-drive short bed with the 4.7-liter V-8 and five-speed automatic, to a maximum of 1,740 on the Club Cab two-wheel-drive SLT short bed with the 3.7-liter V-6 and the four-speed auto. Towing capacity also varies, from a low of 3,150 lbs to a maximum of 7,150, the highest rating in the class. In fact, that high number is only 50 lbs less than the max tow for the full-size Toyota Tundra. It also holds the best-in-class title for a GCWR of 11,700 lbs. We had a chance to drive the Dakota with a 5,000-lb trailer, and it still took on hills and the highway without any extra effort. There is something to be said for a big V-8.

There are three transmissions, of which we drove two: we skipped the four-speed auto that comes with the V-6, and drove the five-speed AT and the new Getrag six-speed manual. We have to say we loved the automatic; we did not like the manual. Not because of gear spacing, but because of the long throws from the floor-mounted shifter that instantly sent the new truck back to 1980. It just didn’t feel precise, and there was a fair amount of rowing going on in our truck. Add in the fact that we had to sit really close to the steering wheel in order to reach the clutch, and we couldn’t wait to get out of that version. If Dodge added a telescoping steering wheel and/or adjustable pedals, we’d reconsider, but for now, you need long legs and a short torso to be comfortable in it.

The ride was much better than we expected. The refinements by Dodge also included engineering ones, such as a bigger, stronger frame, a new lower control arm crossmember for added stiffness and a new coilover-shock design that, combined, improve the damping characteristics and ride quality of the truck. It’s trite to say car-like attributes, but the Dakota’s suspension, along with good feedback from the new rack-and-pinion power-steering system, delivers on its promise of improved overall handling and road feel.

Although Dodge didn’t load up the Dakota with a lot of high-tech features such as Electronic Throttle Control, downhill braking mode, power pedals or interactive vehicle dynamics, it did spend the cash where it counted: in safety. The new Dakota meets new federal safety standards for 2008, including the rear 50-mph impact standard. It also has the occupant classification system, available side-curtain airbags, ABS with EBD and other active and passive features.

The best news in the entire Dakota story is the pricing. For 2005 models, you can get an ST Club Cab in two-wheel drive with a Magnum V-8 for $19,995. The V-6 comes in below that at $19,210. The top-of-the-line Laramie, loaded with the Quad Cab design, V-8 and four-wheel drive, will run $29,324. 

Combine the looks, the value, the ride and handling, the overall improvements in quality and the impressive tow and payload capacities, and this adds up to one terrific truck for towing your boat, Jet Skis or fifth-wheel to the lake. Having a mid-size truck that thinks it’s a full-size is not a bad thing at all.