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17:38:33 - 11/14/2024
General Dakota Board
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Sesquash
Dodge Dakota
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3/12/2004
05:02:30
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 Subject: Interesting Dakota Read
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Even though the following was a test report for the 1997 Dakota model year, it still is a good general read for Dakota Lovers!
Cheers!
Sesquash
2003 R/T CC
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ROAD TEST: 1997 DODGE DAKOTA
Make way for little brother
By Tom Morr
When Dodge introduced the Dakota for the 1987 model year, it was a 'weener truck: bigger than a mini and smaller than a full-size. The company tried to create a mid-sized segment, but truck buyers tended to think in term of either full-sized or mini.
With the second-generation Dakota, Dodge decided to call it a compact truck and highlight how much more bigger and powerful it is than the other minis. They're also emphasizing its utilitarianism, considering the Dakota a work truck instead of a play toy aimed at bitchin' dudes with stylin' doos.
Dodge successfully combined the older model's strengths (great compromise between maneuverability and hauling capacity, Magnum power) with many of the full-sized Ram's best features. The overall look is the most obvious mutation. Both the Ram and Dakota are assembled on the same line at Dodge City (Warren, Michigan), and the company kept costs down (and stock prices up?) by using as many common parts as possible. For example, the Dakota's clam-shell hood/grille is formed with the same benders as the Ram's (but obviously to different specs). Also, a lot of the chassis hardware is the same, so the Dakota is possibly overbuilt in some ways for the sake of efficient manufacturing.
The foundation of the new Dakota is a stiffer chassis. Like the Ram, the Dakota's frame has siderails that are constructed with three pieces of C-channel that overlap at high-stress points. A new trans crossmember also contributes to the increased stiffness. Then, the engineers tuned the suspension by shrinking allowable tolerances 50% compared to the old models, using larger bushings and shocks, and setting up the truck to operate in the middle of its range for normal, pavement driving.
Handling is noticeably improved. Dakota 4x4s use the Ram's steering box and a redesigned dual A-arm IFS system, which has longer arms for better tracking. The improved geometry also shaves the turning circle by 3.5 to 5 feet depending on model--quite an accomplishment considering that the Dakota's track is 2 to 3.5 inches wider.
In the rear, the Dakota's suspension borrows heavily from the Ram. The Chrysler 8 1/4 axle is two inches wider than before, and staggered shocks effectively minimize wheelhop under acceleration. Available gear ratios are 3.21:1, 3.55:1, and 3.92:1 (an optional factory limited-slip diff is available with the first two gearsets).
To stop the Dakota, rear anti-lock brakes are standard with improved-for-'97 4WAL being optional. Additional stability is available from wider tires and wheels as part of the optional Tire and Handling Group--31.x10.50s on 15x8 cast-aluminum rims. The package also includes larger drum brakes and a rear stabilizer bar.
For power, Dodge carries over its sequential multi-port-injection Magnum engine line-up. In 4x4s models, the choice is either the 3.9L/239ci V-6 (175 HP and 225 lb-ft) and the 5.2L/318ci V-8 (230 HP and 300 lb-ft). Improved breathing accounts for higher power ratings in '97, and Dodge also minimized engine noise and vibration through such improvements as redesigned motormounts.
Our high-altitude (8000 to 11,000 feet above sea level) ride-and-drive was deceiving since engines lose about three percent of their power for every 1000 feet of altitude. As a result, the V-8s felt more like the V-6s normally would. Previous experience closer to sea level proved that the old Dakotas got right with the program (particularly the 5.2s), so the increased power should make the vehicle stand out that much more from the compact crowd.
Backing these Magnums are two automatic trannys and two manuals. A new trans, the 44RE wide-ratio automatic, will replace the 46RE on V-8-powered Dakotas. It offers lower First and Second gears and has the OD kick-down button mounted on the shifter stalk (as does the lighter-duty 42RE). The Dakota's engine-management electronics have also been improved to smoothen gear-hunting with these automatics. The five-speed manual choices are the AS82 and heavier-duty NV3500 (V-8 only), and a hydraulic clutch system is new for '97. V-6 4x4 models are equipped with the New Venture 231 transfer case, and a heavier-duty NV231 is in V-8 Dakotas. Overall, nine powertrain combos are offered between 2WD and 4WD models.
On the outside, Dodge hopes to appeal to both car and truck owner with the new, muscular, Ram-inspired body. Club Cab models are only available with the short box (6.5 feet), and the lack of stake pockets helped keep manufacturing costs down.
Inside, interior volume is larger, and the seat tracks have longer travel. Most driver should have adequate leg and head room in regular cab models, but prospective Dakota buyers who make their livings as power forwards or centers might want to consider the Club Cab model. The cab also has some of the Ram's best features, including a 40/20/40 split bench seat with fold-down center armrest and optional business console, plenty of bins for maps and personal effects, holders for up to a 2-liter bottle, and, on Club Cab models, underseat storage beneath the rear split bench. Our only negative interior experience was limited over-the-shoulder visibility around the high-back seats, but optional 6x9-inch side mirrors help counteract these blind-spot concerns.
Another of the Dakota's strong suits is that option groups abound. A few of the more interesting ones are the Trailer Tow Group (Class IV receiver, harness, and HD flashers), 4x4 Protection Group (undercarriage skidplates), Heavy-Duty Electrical Group (136-amp alternator, 750 CCA battery), and Heavy-Duty Service Group (HD Electrical Group plus 22-gallon fuel tank and max engine cooling). Further, aftermarket customizing possibilities are excellent via Chrysler's own Mopar Accessories for bolt-on goodies and Mopar Performance for performance parts, including the Magnum R/T Performance Packages (cam, air cleaner, exhaust system, and performance computer). Dodge has also made Dakotas available to SEMA-member companies, so aftermarket parts should be plentiful in the coming months.
The bottom line is that the Dakota is an even better hybrid than it was before. Its size and decent gas mileage make it a comfortable commuter while its Magnum power, payload rating, and towing capacity make it part work-truck. Pricing could be critical, though: rumored MSRPs for 4x4 Dakotas range from about $18,000 to $27,000 (close to a fully loaded Ram), but actual figures weren't available at press time. The only things we would've done differently is to make the 5.9L/360cid Magnum engine an option and adapt the front live axle/coil spring setup from either the Ram or the Jeeps to provide a little more suspension travel. But then there'd be nothing left for the third-generation Dakota. (Incidentally, Dodge is considering a Dakota-based SUV, which could be in production as soon as the 1998 model year.)
1997 DODGE DAKOTA 4x4 SPECIFICATIONS
Engine Type & Construction
Base Engine: 3.9L, OHV, SMPI V-6
Type & Description: 90° V-6, liquid cooled
Displacement: 3.9L/239 cid
Bore x Stroke: 3.91 x 3.31
Valve System: OHV, 12 valves, roller followers, hydraulic lifters
Fuel injection: Returnless, sequential, multi-port electronic
Construction: Cast iron block and heads
Compression ratio: 9.1:1
Engine control system: JTEC PCM
Horsepower (SAE net): 175 bhp @ 4800 rpm
Torque (SAE net): 225 lb-ft @ 3200 rpm
BHP/Liter: 44.9
Max. engine speed: 5250
Oil Capacity: 4 qt.
Coolant Capacity: 14.0 qt.
Recommended fuel: Unleaded, 87 octane
EPA Fuel Economy (mpg city/hwy.): 15/19 manual, 15/18 automatic (estimated)
Optional Engine: 5.2L, OHV, SMPI V-8
Type & Description: 90° V-8, liquid cooled
Displacement: 5.2L/318 cid
Bore x Stroke: 4.00 x 3.58
Valve System: OHV, 16 valves, roller followers, hydraulic lifters
Fuel injection: Sequential, multi-port electronic
Construction: Cast iron block and heads
Compression ratio: 9.1:1
Engine control system: JTEC PCM
Horsepower (SAE net): 230 bhp @ 4400 rpm
Torque (SAE net): 300 lb-ft @ 3200 rpm
BHP/Liter: 44.2
Max. engine speed: 5250
Oil Capacity: 5 qt.
Coolant Capacity: 14.3 qt.
Recommended fuel: Unleaded, 87 octane
EPA Fuel Economy (mpg city/hwy.): 14/18 manual, 13/17 automatic (estimated)
Electrical System
Alternator: 117-amp; 136-amp (opt.)
Battery: 600 CCA; 750 CCA (opt.)
Transmissions
NV3500 manual, 5-speed OD
Gear ratios:
1st: 4.01:1
2nd: 2.32:1
3rd: 1.40:1
4th: 1.00:1
5th: 0.73
42 RE and 44 RE automatic four-speed automatic overdrive
Gear ratios:
1st: 2.74:1
2nd: 1.54:1
3rd: 1.00:1
4th: 0.69:1
Transfer Cases:
NV231 and NV231 HD
Type: Part-Time
Low-Range: 2.72:1
Dimensions & Capacities
(All dimensions in inches unless otherwise noted)
Wheelbases: 112.0 (Regular Cab), 131.0 (Club Cab)
Track width: Front/Rear: 60.8/61.5; 61.8/62.5 (opt.)
Height: 68.0 (Regular Cab), 68.5 (Club Cab)
Width: 71.5
Length: 195.8 (Regular Cab), 214.8 (Club Cab)
Minimum Ground Clearance: 6.7 (Regular Cab), 7.6 (Club Cab)
Approach Angle: 29.5° (Regular Cab), 31.8° (Club Cab)
Breakover Angle: 29.5° (Regular Cab), 5.2° (Club Cab)
Fuel Tank Capacity: 15 gal. (22 gal. opt.)
Payload: 1450 lb. (V6), 1800 lb. (V8)
Curb weight (lb): 4850
Club Cab:
GCWR/maximum trailer weights (lb):
3.9L V6: 9200/5000 (auto trans, 3.92 axle)
5.2L V8: 10,500/6200 (auto trans, 3.92 axle)
Regular Cab:
GCWR/maximum trailer weights (lb):
3.9L V6: 9200/5200 (auto trans, 3.92 axle)
5.2L V8: 10,500/6400 (auto trans, 3.92 axle)
Interior
Seating Capacity, f/r: 3/- (Regular Cab), 3/3 (Club Cab)
Seat Travel: 7.5 (Regular Cab), 8.7 (Club Cab)
Front Legroom: 41.9
Hip room: 56.7
Head room: 40.0
Shoulder room: 58.1
Rear Legroom: 22.1
Hip room: 58.1
Head room: 38.0
Shoulder room: 58.3
Suspension
Front Type: Independent; upper & lower A-arms
Springs: Torsion bar
Shock absorbers: Gas pressurized
Stabilizer bar diameter: 1.10
Rear Type: Live axle
Springs: 4-leaf, 2-stage
Shock absorbers: Gas pressurized
Stabilizer bar diameter: 0.83 (opt.)
Steering
Type: Power recirculating ball
Overall ratio: 15.43
Turns lock-to-lock: 3.83
Turning circle curb-to-curb (ft.) 35.8 (RC, 6.5 box), 39.1 (RC, 8 box), 41.0 (CC)
Brakes
Front Type: Vented disc (w/opt. ABS)
Size: 11.3 x .09
Swept Area: 214 sq. in.
Rear Type: Drum w/passive ABS (active ABS opt.)
Power Assist: Single-diaphragm vacuum
Size: 9.0 x 2.5 (10.0 x 2.5 opt.)
Swept Area: 141.4 sq. in. (157.0 opt.)
Tires & Wheels
Tires (standard): P215/75R15 Goodyear Invicta GL A/A
Tires (optional): P235/75R15XL Goodyear Wrangler RT/S, 31x10.50-15 Goodyear Wrangler RT/S
Wheels (standard): 15x6 steel
Wheels (optional): 15x7 cast aluminum, 15x8 cast aluminum
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dak guy
Dodge Dakota
JOIN HERE
3/12/2004
11:49:13
| RE: Interesting Dakota Read
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Message:
there is another 5 speed manual for these trucks, the it is still an nv3500, but is geared differently. There is also the crap ass ax-15 5 speed manual. some of the info is wrong here, the bore of a 5.2 (318) is not 4.00, it is 3.91!
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