2008 Dodge Dakota Review

Specifications

I’ve found that what’s true in the world of cars or sport utility vehicles does not necessarily apply in the world of trucks. Unlike cars and SUVs, which have been downsizing, trucks don’t tend to shrink, they only grow, and seemingly in spurts. Another anomaly is the divisions of the pickup segment. While cars can be had in subcompact, compact, mid-size, full-size and near-limousine size, all living in harmony amongst each other, there really isn’t the same broad spectrum in the truck market, at least not here in North America. These days, trucks come in big and freakin’ gargantuan (think of Ram Heavy Duty 3500 MegaCab Dually). With the Ranger on the chopping block, there are only two trucks on the market with inline-fours, the Chevrolet Colorado (and badge-engineered GMC Canyon twin) and the Toyota Tacoma, but the latter only in its most basic trim. In the world of pickups, there aren’t any little dogs.

I don’t suppose too many of the Dakota’s buyers sit around and philosophize about size, because they’re probably too busy working and playing. After all, why ponder when the Dakota is pretty much the healthiest and most capable of the midsize pickups. It’s the biggest, it can tow the most and it also has the only V8 in the segment, all tidbits that can add up to make this Dodge an attractive buy. And now that it’s been facelifted for 2008, it’s arguably a better buy than before.

What the Dakota received is, in many ways, a textbook case of a facelift. The entire front end is completely new, and is very easy to tell apart from the old model, unlike some of the milder refreshes that have occurred in the Dodge lineup recently, like the Viper, Magnum and Chrysler 300. Some folks don’t like its new face, but I do. Its less boxy snout took a while to grow on me, mainly because in pictures and online, the “aero” look of the face didn’t seem to match the unchanged chiseled fenders that are an integral part of the rest of the bodywork. In the metal the truck looks better, and unlike the old model, which I particularly liked in subdued hues, the new look takes on lighter colors like orange, yellow, bright red and bright blue quite well. Like the Ram and so many other pickup trucks, Dodge has a series of different grilles, bumpers and headlamps to suit the characters of different models, something I’ll get into later. Being a “facelift” there really isn’t much else to the exterior revisions, but for some new alloy wheels, and on some models a plastic spoiler above the tailgate deck to improve aerodynamics at speed.

Included in the update was a refresh on the interior too, but it doesn’t stand out as much as the truck’s exterior redesign. The most notable difference to me was the new floor console, which has been completely reworked to provide plenty of additional bins for storing knick-knacks and clutter, plus the addition of three proper cupholders. Looking over to the right from the driver’s side, Dodge has hollowed out the dash in front of the passenger creating an open cubby good for maps, gloves or commonly retrieved items. The armrest also has a little pop out enclosure meant for holding cell phones or MP3 players, much like that in the Dodge Caliber. What didn’t strike me at first, at least until comparing it to last year’s model, was that the entire dash and center console are different! The dash top has the same mini overhang as the Magnum and Charger, with new vents. I just wish the plastics were a bit better; they’re as cheap as cheap can be. This, I understand, is a very affordable truck, but of course with the new Ram, Dodge claims to be setting the standard using softer-touch plastics, or at least plastics with nicer, matte grains, so why not include them here too?

Other items of change worth talking about include the addition of YES Essentials fabrics as a premium seat trim, and the fact that you can now get a 40/20/40 bench seat that’s heated too. On the new Crew Cab (renamed from Quad Cab), Dodge engineers have come up with a clever new organization system called “Crate ‘n Go”. Flip up the rear bench, and rather than the usual flat surface with a shallow enclosure you’ll find collapsible Dodge-branded milk crates. Open ‘em up and they can hold bags of groceries, ropes, bungee cords, washer fluid, or a camera bag full of filters and lenses. They lock into the floor too, so they don’t slide around. The Extended Cab (renamed from Club Cab) doesn’t have flip-up seats at all, but its tiny rear quarters include jump seats that are accessible by rear-hinged doors that swing out 180-degrees. Both Extended and Crew Cabs are the same overall length with the same wheelbase, the only difference is bed and cab length.

The most important component of the new Dakota is, however, its new V8 engine. As you will recall, the Dakota was the first, and up to this point the only midsize pickup to be powered by a V8. The only problem up until now is that its V8 wasn’t exactly the muscle machine its cylinder configuration made it out to be. Rivals’ V6s produced more horsepower and more torque than both the low and high output versions of the 4.7-liter mill, and they did it without the steep fuel bills. I can understand why most magazines and quite a few consumers asked Dodge to stick a Hemi under the Dakota’s hood. Setting things straight is a new Magnum V8 engine, an engine which I think is the most underrated makeover to happen in recent times. The new model’s 290 horsepower and 320 lb-ft of torque (on the new SAE standards too) just about makes up for its lack of Hemi designation, which wasn’t possible due to the costs of re-engineering the frames and bushings and other key suspension components. In some ways, the new 4.7 is a semi-Hemi, not in that it’s got hemispherical combustion chambers, but because, like the famous 5.7, it has twin spark plugs per cylinder for more efficient combustion. These changes are combined with an increased compression ratio and redesigned internals for better airflow, plus the ability to run on E85. Even without MDS cylinder deactivation, the newer, more powerful V8 actually posts better fuel economy numbers than either of the old 4.7s. Many components have also been refined to be quieter and smoother, so under light throttle the engine is near silent inside, but roll down the window and you can hear the hearty V8 as it rumbles away.

When it comes to the new Dakota’s strong suits, comfort reigns supreme. Dodge tweaked the suspension on its littlest truck by fitting new dampers and springs with different compression rates, reducing the size of the front anti-roll bar and removing the rear one completely. When the Dakota came out, it was one of the smoothest riding trucks out there, but it lacked vertical control. By this I mean that over bumps – and not even the harsh ones – the Dakota’s nose would rebound and then settle into a bob. Cushy, yeah, but a little odd in a pickup and reminiscent of Detroit land yachts from a time that’s best forgotten. New Dakotas have minimized this problem noticeably, making them more… um… truck-like than boat-like, and with it comes reduced nose lift and dive when accelerating from standstill and stopping. In general, the Dakota’s ride is still trucky, with the shimmy of the live rear axle, but it now feels like there’s some yield and give, resulting in what I’d say is the most refined and comfortable setup in a truck yet, with the exception of the independently sprung, car-like Ridgeline.

If you know a thing or two about suspension setups, you might be ready to chime in with a “but …”, and yes there is a caveat. The removal of the rear sway bar means two things: a) if you go off-roading the live axle in back will give you better articulation, handy with the TRX4 and 4WD, and b) it allows for more suspension travel, softening the blows over bumps, but c) if all the driving you do is on the road, you’ll notice that the Dakota feels softer and fuzzier around the edges as understeer has been dialed up. By removing the rear sway bar, the Dakota has been knocked down a peg or two in terms of its on-pavement agility and sprightliness; it just doesn’t have the same response that it used to. It’s not terribly noticeable around town, but the difference is there nonetheless. On the flip side of the coin, the trade-offs in Dodge’s case aren’t as big as they might’ve been on something like a Magnum RT, and in a truck understeer is the safer of the two routes to go, especially if it’s loaded up with 1,710 pounds of payload or towing 7,050 pounds of trailer, two areas where it leads its class.

Probably the best part about the Dakota is that Dodge has turned the different trim packages into new models with their own special touches. The Auburn Hills brand has doubled the range from three (ST, SLT, Laramie) to six, adding the SXT, Sport and TRX4. The Sport model features a monochrome body appearance, with body coloured grille and chrome inserts, optional 18-inch black-painted alloy wheels and a low step-in height. Inside, it gets cool bucket seats with bigger vinyl bolsters, red (or grey) mesh with accent stitching. The Laramie, the luxury model, is chrome galore with chrome side trim, chrome grille, chrome rear bumper, optional 18-inch chrome-plated wheels and a leather-trimmed interior with more standard toys and goodies. My personal favorite is the TRX4, however, the off-road special that comes with heavy duty shocks, an anti-spin diff, skid plates, and lots of matte black plastic as an accent to the wheel arches and fenders, and it comes with blacked out headlamps for a more serious look. Its wheels are smaller at 16-inches, but come wrapped in meaty off-roading rubber.

I wish that Dodge would step up the Dakota’s brakes, which are standard front discs and rear drums and rear-only ABS, with an upgrade to four-wheel discs. Everyone except for Dodge has four-wheel ABS as standard, which is a pretty vital thing to have, especially if you’re going to be towing and hauling the loads that it’s capable of.

These minor points aside, I came away from a week behind the wheel of the segment’s biggest and most capable truck liking it. I liked its maneuverability, its size and its comfort too, not to mention its new look. I think the Dakota’s got a real purpose in Dodge’s lineup, and that it’s got the look and now the real goods to maintain it as king of the hill. In terms of sticker MSRP, you’ll be looking at dropping $20,080 to get going and $36,695 for a fully loaded Crew Cab with nav and all the toys. A reasonably equipped one, such as the red one pictured in the photos with the Magnum V8 and a few options like heated seats, will run you just under $32,000 going by the book. Not bad at all.