The Dodge Dakota

Review Notes: Dodge Dakota Quad Cab
Personality More like a premium SUV than a truck
Quirks What's with the old engines?
Unique features V8; mid-sized truck
Above Average: Style, power, comfort, 5-speed automatic
Needs Work In: Gas mileage


Three engines are available, two in the Magnum series. The base 3.9 V6 is based on the LA series V-8 engines, long known for their durability. Most people would find its 175 horsepower and 225 lb.-ft. of torque to be enough; after all, that's more than the 318 V8 had for many years. It can tow up to 4,900 pounds. (Click here for a history of the LA series engines).

The other LA series engine is the 5.9 liter (360 cid) V-8, the largest LA engine every made. It provides the most power of the Dakota's engines, as well as gobs of low-end torque. With the 5.9, the Dakota Quad Cab can pull up to 6,350 lb, quite a nice load for a "compact" pickup. It generates 245 hp and 335 lb.-ft. of torque, at relatively low engine speeds.

The best option is the new 235-hp 4.7 liter V-8. It pumps out 295 lb-ft of torque and can tow just over 6,000 pounds. Though the 5.9 is larger, we'd generally recommend the more-economical 4.7 for most people. The five-speed automatic alone makes the 4.7 worthwhile.

Transmissions Available (2000)
Maximum Towing
Power (200)
3.9 V6
NV-3500 five-speed, 42RE automatic
4,900 lb
175 hp, 225 lb-ft
4.7 V8
NV-3500 five-speed, 42RE automatic, new five-speed automatic
6,100 lb
235 hp, 295 lb-ft
5.9 V8 46RE automatic
6,350 lb
245 hp, 335 lb-ft

The revised NV-3500 five-speed manual transmission is available with the V6 and 4.7 V8. A four-speed 42RE (medium-duty) automatic is available with the 3.9 V6; those with heavier loads can get the heavy-duty 46RE four-speed automatic with the 5.9 V8. A new five-speed automatic (actually a four-speed automatic with a clever alternative second gear ratio) is available with the 4.7 liter V8 only. This transmission is reportedly being updated for 2001 models with two optional gear ratios.


Our test Dakota came with a heavy-duty suspension and trailer towing package, which made the ride a bit rougher than it would on a base model. It was not bad, but somewhat trucklike (not surprising given the Dakota's towing capacity). Loading up the bed with firewood improved the ride substantially, making us think that Dodge should throw 300 lb of sand into the bed before letting journalists drive it. This is normal behavior for trucks with heavy duty suspensions: the heavy springs tend to jounce a little unless there is some weight to carry.

Out of fairness: the ride of the Dakota is surprisingly good for its capacity. The base models are as pleasant to drive as smaller pickups from other makers, and the heavy-duty model is smoother and more carlike than comparable Ford and Chevrolet models.

The turning circle was better than we expected, given the fact that the truck is about the same length as a Yukon. With four wheel drive on, the turning circle was much larger, but still not bad compared with competitive vehicles with their four wheel drive on. The optional NV242 full-time transfer case provides all-condition, full-time four wheel drive, but is not available with the V6. This system does not penalize fuel efficiency as much, is more convenient, and it lets drivers use the system on dry or moderately slippery roads as well as very slippery surfaces.

Braking was good, and brake feel was very satisfactory. Handling was better than we expected, and was in fact almost carlike. We don't know if the standard models perform as well as the Sport, but if they do, it's an impressive achievement. There was some wheel hop without a load, but again, that's to be expected of a heavy duty suspension.

Speaking of firewood, we were gratified to see the Mopar bed protector installed. This is a must-buy item for any pickup; otherwise, it is far too easy to scratch the bed, with rust to follow. The Mopar item fit perfectly and seemed to cover up any place where we could scratch the paint.

Inside the cab were a number of amenities, some not readily apparent. There was a place to put pens and coins, well-hidden cupholders (in case your friends think cupholders are not macho?), a removable ash tray, a cigarette lighter and extra power outlet, and roof-mounted sunglass and garage door opener bins. The cab was very well lit at night, though some controls could use better lighting. We recommend the overhead console, which provides a compass, exterior thermometer, gas mileage, and other gadgets. You can fit three people in the back seat; the interior is about the same size as a compact sedan.

There was a large, flat fold-down armrest between the front seats, which has storage areas for two stacks of CDs and a bunch of cassettes or, in our case, an electric shaver. This armrest is designed so that you can flip it up without having the contents in disarray. It also contains a well-made coin holder.

Some exploration led us to find the hidden cupholder for the rear seats, which, we also discovered, flip up in case you need more storage space in back. Combined with the fully-opening rear doors, this gives the truck a surprising amount of versatility, even on rainy days. Elastic bands sewn onto the bottom of the rear seats can hold objects upright (or stow snow brushes, umbrellas, etc). The system was, like those on the minivans, surprisingly well designed. The rear seats themselves recline more than those in some other extended cabs, making them more comfortable. You can have one seat flipped down at a time, allowing for four passengers plus a folded-down seat.

The Infinity stereo option lets you play both CDs and cassettes (not at the same time), and provides excellent bass response with dedicated tweeters. At high bass levels, though, one of the doors rattled a bit, and it was hard to turn the bass down to comfortable news-radio levels.

Wind noise was an issue at higher speeds, as was ventilator noise with the fan at any but the lowest positions.

Visibility was excellent, with large mirrors, strong, well- focused headlights, low windows, and good sun visors (though we missed the two-way visors in the big pickups). We liked the remote mirror control, which was logical and easier to use than most. The washers and wipers were effective.

The Quad Cab's rear doors open all the way, unlike most car doors, so you can more easily fit large objects into the opening. These are fully independent, "real" doors. The liftgate was also easy to lower and raise back, and didn't require a slam.

It was relatively easy to get in and out of the Dakota, compared with a full-size model. Getting cargo in was also easier. There was an incredible amount of headroom, so you can leave that ten- gallon hat on.

Those who like to tow will love the Dakota. With the Quad Cab, it provides the convenience of a Yukon or Durango, at a lower price and with somewhat better gas mileage. The towing capacity is nearly as high as the base one-ton pickups and full-size SUVs, and the 4.7 liter V8 has lots of power.

The engine warmed quickly and idled smoothly. Heat was on tap with surprising speed. On our Sport model, every touch of the accelerator brought exciting exhaust noise, not unlike that of the Toyota MR2. It made ordinary city driving seem more interesting, though some may not like the drone on the highway. We liked the Sport sound, but not everyone will.

Gas mileage on our vehicle improved substantially when we stayed at around 60-65 mph. Higher speeds cause economy to drop by about 2 mpg.

Strong competitors include the upcoming 2003 Chevrolet S-10 Crew Cab and the Chevrolet TrailBlazer. The Ford Explorer Sport Trac is a similar concept, but we find the Dakota better executed.

Overall, this is an impressive pickup, and a viable, attractive alternative to full size pickups, and macho-looking enough to replace those heavyweights in the land of the ego and id.