photographer: Ken Brubaker, Courtesy Chrysler Corp.
The midsize Dodge Dakota was introduced in 1987, and its "real truck" body-on-frame design, ground-breaking size, and work-ready specifications made it an instant runaway hit with the truck-loving public. Apparently it was such a good vehicle that buyers were willing to overlook its underpowered engines like the ultra-lethargic 125hp carbureted 3.9L six-cylinder engine found in the four-wheel-drive model. Things quickly got better in the power department, though, and over the next several years the Dakota evolved nicely. As a matter of fact, the Dakota earned our Pickup Truck of the Year award in 1992 and 1997.
For 2008, the Dakota continues its evolution with a variety of changes. Dodge trotted out the new Dakota at a press event in Durham, North Carolina, alongside the '08 Viper. This was perfect because the majority of the other Sparco and GForce-wearing journalists made a beeline to the fleet of 600hp Vipers, leaving us truck junkies with an entire fleet of new Dakotas and a contingent of Dakota engineers all to ourselves. Naturally, we spent most of our time with the 4.7L V-8-powered TRX4-equipped Dakota. The TRX4 package includes functional goodies like slush mats, an engine/transmission/transfer-case skidplate, a fuel-tank skidplate, dual front tow hooks, 3.92:1 axle gears, an antispin rear differential, heavy-duty engine cooling, an auxiliary transmission cooler, a power-steering cooler, a 750cca battery, and 16x8 aluminum wheels. So read on for the highlights of the new '08 Dakota, and look for even more information in the March '08 issue when it competes in this year's Pickup Truck of the Year competition.
Dakota engineers told us that they were thinking "Baja" more than "Rubicon" when designing the components for the TRX4 package. Blasting along a dirt two-track was a stress-free exercise, and overall quite fun, thanks to the tossable size of the truck. The lack of intrusive electronic traction control meant we had total control of the vehicle-a huge yee-haw to Dodge for that. Thanks to the body-on-frame design, the Dakota felt very solid structurally. Conversely, the soft coilover-shock front suspension and leaf-spring rear suspension was supple and produced a smooth, controlled ride. Suspension travel was decent, though we did occasionally blow through uptravel and plant the A-arms on the bumpstops. The dismal 21.9 degrees of approach angle meant stomping the binders often to avoid stuffing the front fascia into protruding sections of trail. | 
The new E85-capable 4.7L V-8 offers improved fuel mileage as well as a 42hp and 19-lb-ft torque boost over its predecessor. It generates 302 hp at 4,600 rpm and 329 lb-ft of torque at 3,600 rpm. This increase is due in part to a pair of plugs per cylinder, an increased compression ratio, an improved cylinder-head port flow, and a new combustion system. The four-seven is backed by a 5-45RFE five-speed automatic transmission and power is split to the axles via a standard part-time NV233HD two-speed transfer case or an optional NV244HD full-time two-speed 'case. Both offer a 2.72:1 low-range which translates to a respectable 32:1 crawl ratio. Our trip computer showed that the engine was averaging slightly over 20 mpg on the highway at 75 mph. It was quiet, refined, and noticeably peppier than the engine it replaces. | 
Inside, the Dakota is spacious and comfortable. The center console and accent finishes are all new. The instrument panel is also new, but we found the changes to be minor. The surfaces, textures, and switchgear are very similar to those found in our project Power Wagon, so we felt right at home. Models equipped with bucket seats are fitted with the new center console, and it offers lots of handy storage, including a neat fold-out holder for a cell phone. Cab step-in height is low, making it very car-like to enter and exit. Forward visibility is somewhat muddled by wide A-pillars and a steeply raked windshield. The transfer-case shift knob is inconveniently recessed in the bottom of the center stack. |
When it comes to interior storage, the Dakota has it going on. Crew Cab models come standard with a new collapsible and removable underseat cargo management system. Quite simply, these milk-cratelike devices fold up and store securely under the rear seat when not in use. | 
The Dakota isn't a toy truck-it has what it takes to get the job done. With a 1,230-pound payload capacity and 6,750-pound trailer towing capacity, it is very close to matching the numbers of a fullsize pickup equipped with a comparable engine. Bed floor height is low, and it offers bed-mounted cable blocks that allow you to position the tailgate in a half-open position. | |
Quick Specs
Vehicle/model: 2008 Dodge Dakota TRX4
Base price: $30,390
Engine: 4.7L SOHC 16-valve SMPI V-8
Max hp & torque (lb-ft): 302/329
Transmission(s): 5-45RFE five-speed automatic
Transfer case(s): NV233HD (part time), NV244HD (full-time)
Low range ratio: 2.72:1
Frame type: Ladder
Suspension f/r: Independent, upper and lower A-arms, coil springs over gas-pressure shock absorbers, link-type stabilizer bar/Live axle, multileaf two-stage longitudinal springs, staggered gas-pressure shock absorbers
Ring-and-pinion: 3.92:1
Max crawl ratio: 32:1
Steering: Power rack-and-pinion
Brakes f/r: 12.3x1.1 vented rotor, dual-piston sliding caliper/11.6x2.28 drum
Wheels: 16x8 aluminum
Tires: P265/70R16 OWL Rugged Trail
Wheelbase (in): 131.3
Length (in): 218.5
Height (in): 68.7
Base curb weight (lb): 4,782
Approach/departure angles (deg): 21.9/22.6
Minimum ground clearance (in): 7.9
GVWR (lb): 6,010
Max cargo volume (cu. ft.): 37.1 (with rear seat folded)
Max towing capacity (lb): 6,750
EPA mileage figures, city/hwy (mpg): 15/21
Fuel capacity (gal): 22
What's Hot:
New styling, TRX4 package, good fuel mileage, decent power, ample interior space, great capacities, no electronic traction control, competitive price.
What's Not:
Approach angle, ground clearance, slow downshifts, weird transfer-case shift-knob placement.
Our Take:If we had our way, the TRX4 would come with 1-inch-larger tires and a 1-inch suspension lift. This would improve its off-highway capabilities right out of the box. As it stands, the new Dakota has lost almost one degree of approach angle compared to the '07 model, and that model wasn't that great at 22.8 degrees. When compared to the Dakota that won our Pickup Truck of the Year crown in 1997, it has lost almost 10 degrees in approach angle. That aside, there's a lot to like in the new Dakota.