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The Dodge Dakota, redesigned for 1997, may be the best truck in its class. Which raises one perplexing question: "What class is it in?" Sometimes Dodge marketers say its main competitors are the Ford Ranger and the Chevy S-10. Both clearly are "compact" pickups, respectively base-priced at $10,575 and $12,285 in model year 1996. The '96 Dakota was bigger and pricier, at $13,170. The new, improved '97 Dakota is even bigger than the old one. At this writing, prices weren't yet announced. But at times in the past, Dodge has implied the Dakota is not a compact truck like the others, but a "mid-size," in a class by itself. Having driven the new Dakota, I lean toward that assessment. The new Dakota should attract at least as many trade-ins from full-size truck owners stepping down, as from compact owners stepping up. Unlike the "competition," the Dakota offers a V8 engine, and its output has been increased by 10 percent, to 230 horsepower. A V6 and a four-cylinder are also available. The new Dakota is 3.5 inches wider than the old one, and signficantly wider, taller, and longer than the Ranger and S-10. Truck buyers love to "option up" their vehicles with copious choices of suspensions, axle ratios, transfer cases, and bed lengths. Dodge set out to limit the choices, to keep the truck affordable. Four-wheel drive (4WD) is offered, of course, as are short-bed and long-bed configurations. But there are only two suspension choices for the 4WD model, and two for the 2WD model. Also available are a short bed and long bed; only the short bed can be paired with a club cab. In three days of Dakota-driving in Utah, I spent most of my time in a 4WD Dakota Sport with a short bed and extended cab. On the highway, the Dakota is exceptionally quiet. A team of bright, young engineers found new ways to reduce wind noise, and new places to put sound-deadening material, Dodge says. It's evident. The Dakota's steering is quicker and more responsive than that of the past. Its turning circle has been reduced from about 40 feet to about 36. The interior is reminiscent of the Dakota's big brother, the Ram. It is simple and unadorned--all truck. Available is the Ram's 40/20/40 bench seat with a fold-down center console fitted for a laptop computer and cell phone. The club cab's rear seat is reasonably accessible, but Dodge's claim of "six-passenger seating" is a joke. Not offered is rear-seat access door, which may be added in the future. The exterior says Ram even more strongly. A no-nonsense, bad-to-the-bone look derives from the distinctive, sloping hood. But the effect is toned down just a bit, for a less intimidating, more playful appearance. Off-road, the 4WD system dispatched dust and steep slopes in the Uinta National Forest with little difficultly, although with some tire-spinning. Goodyear Wrangler tires--a good on/off road hybrid--are standard on the 4WD Dakotas. Serious four-wheelers will prefer a more serious tire. The 4WD system is engaged with a mechanical lever; no pushbutton electronic shifter is offered. High altitude robs power--as much as 3 percent for every 1,000-foot rise above sea level. At altitudes exceeding 9,000 feet, the unladen Dakota showed no strain. Properly equipped, a Dakota can carry 2,600 pounds or tow up to 6,800 pounds. But that's at sea level. With a larger horse trailer or camper, the Dakota would be overmatched. In three days, the Dakota attracted more looks, comments, and questions than most any vehicle I've driven. "I just stopped to see that red truck," said a man in a gas station, unaware that I was the driver. "Dodge has a bunch of them in town," he said. "I think they're making a commercial." It wasn't a commercial, I explained. It was an introduction, for journalists. "Oh," he said. "Well, I still like the truck." 1997 Dodge Dakota
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