Trucks, Jeeps

The 2005 and later Dodge Dakota in detail, with specifications and engines

2005 Dodge Dakota front and back

The 2005 Dakota was given a new frame, more power, better gas mileage, and a larger size, while continuing to have the only V8 in its class, and the ability to outpull some full size pickups. New front and rear suspensions delivered a best-in-class 7,000 lbs. plus of towing capability and a gross combined weight (GCW) of 11,500 lbs.

Eric Ridenour, Executive Vice President, Product Development, said, "Dodge buyers like the ‘right size’ of the current Dodge Dakota, which is more fuel efficient and maneuverable than a full-size pickup, but can still get the big jobs done.”

“Dodge created the mid-size segment with the original Dakota and the new Dodge Dakota is still the only mid-size truck that hits the mark,” said Darryl Jackson, Vice President, Dodge Marketing.

The 2005 Dodge Dakota was 3.7 inches longer than its predecessor, primarily ahead of the front axle, to provide added crush space for improved impact performance. The new design reflected a balance between added safety features and the maneuverability of a true mid-size pickup. The bumpers were also extended slightly farther fore and aft to increase their protective capabilities in low-speed impacts. The body was widened 2.7 inches.

2007 Dakota changes

For 2007, dual position tailgate became standard equipment on all models and provides increased functionality for cargo bed hauling. New exterior color offerings included Brilliant Black and Electric Blue. YES Essentials Stain resistant, odor resistant, anti-static seat fabric became standard cloth on SLT model and was packaged with ST model seat upgrade. Power accessory delay ensured that the power function, including radio, continued for a period of time after the vehicle was keyed off.

The 3.7-liter engine was upgraded to include Electronic Throttle Control (ETC) and Exhaust Gas Recirculation (EGR) capability. The 4.7-liter engine became flexible-fuel capable.

The Dakota featured low current, tip start ignition and a passenger seat belt reminder. 18-inch chrome-clad wheels became available on SLT and Laramie models. 18-inch black painted aluminum wheels were offered as a stand-alone option. Segment-first remote start became stand-alone option on SLT and Laramie models. Three-blink lane change featured enables one-touch capability. Enhanced Road/Track Performance Group package included 20-inch chrome-clad aluminum wheels, 245/45ZR20 all-season performance tires, front chin and rear decklid spoilers, and give exterior color offerings; in addition to eduipment previously included, it was optional on R/T (RWD).

Capability and comfort in the Dodge Dakota

New interiors improved comfort, with more interior room than all other mid-size pickups. The Dodge Dakota Quad Cab offered the most overall interior space in its class with available six-passenger seating. The 2005 Dodge Dakota also became the first mid-size pickup to offer heated cloth seats.

The Dakota Club Cab became the standard cab offering of the all-new Dakota. With forward facing rear seats and new standard rear-hinged access doors, the Club Cab’s individual rear seats provided seating for two adults in greater comfort than the previous three-passenger seat. For added versatility, folding rear seat cushions provided 30.0 cu. ft. of storage behind the front seats, an increase of 4.0 cu. ft.

At almost seven inches wider than the new Chevrolet Colorado, the new 2005 Dodge Dakota Quad Cab was roomier than all other mid-size pickups, providing adult-size rear seating for three. Both front seat tracks on Quad Cabs and the driver’s seat track on Club Cab had 8.7 inches of travel to improve comfort. The Club Cab front passenger seat had an ample 7.5 inches of travel. With the rear seats of the Quad Cab folded, there was 37.1 cu. ft. of storage space behind the front seats, an increase of 7.2 cu. ft.

inside the 2005 Dodge Dakota

The Dodge Dakota’s capability advantage continued with more room between the wheel wells compared with the competition, but Dakota maintained its bed wall height for easing loading. The Dodge Dakota Club Cab featured a six-foot, six-inch bed and the Dakota Quad Cab featured a five-foot, three-inch bed.


With a powerful standard 3.7-liter Magnum V-6 rated at 210 horsepower and 235 lb.-ft. of torque, the new Dodge Dakota offered a six-percent improvement in fuel efficiency and improved power over the old, LA-based 3.9-liter V-6. The 4.7-liter V-8 was rated at 230 horsepower at 4,600 rpm and 290 lb.-ft. of torque at 3,600 rpm, while the new 4.7-liter High Output V-8 further eclipsed the competition in both power and torque (thanks to added tuning features) with 250-plus horsepower and 300 lb.-ft. plus of torque. Both V-8 engines were rated between three and four-percent more fuel efficient than the previous Dodge Dakota V-8 engines, which were based off blocks designed in the 1950s but updated with new heads and fuel delivery systems.

The only V-8 offering in the mid-size segment allowed the Dakota to boast class-dominating power, torque and a 7,000 lb. plus towing capacity.

The High Output 4.7-liter engine was available only on SLT and Laramie models and required an automatic transmission. It had more power, faster acceleration, and better gas mileage than the old 360 / 5.9.

Both 4.7-liter Magnum V-8 engines were available with the 5-45RFE five-speed automatic transmission.

For 2005, the 4.7-liter V-8 was modified to improve fuel efficiency approximately three to four-percent. A new electronically modulated converter clutch (EMCC) allowed partial lock-up of the torque converter at low speeds for improved fuel efficiency. Dual knock sensors allowed more spark advance while preventing potentially damaging engine knock. Exhaust gas recirculation (EGR) improved fuel economy by replacing some of the incoming fuel-air mixture with inert exhaust gas.

The 3.7-liter Magnum V-6 returned as the only standard V-6 engine in the mid-size segment and was fitted with an all-new Getrag six-speed manual transmission that delivers improved fuel efficiency and drivability. Available on both two and four-wheel drive Dakotas, the 3.7-liter Magnum V-6 delivered 210 horsepower at 5,200 rpm and 235 lb.-ft. of torque at 3,600 rpm. A 42RLE automatic transmission was also available with the 3.7-liter engine.

Refinement, noise, vibration, and handling

A stiffer frame, with box-section rails throughout, helped the Dodge Dakota achieve excellent bending, torsional and lateral stiffness for NVH control. Box-section rails extended the full length of the frame aft of the rail tips. The frame sections were stamped or roll formed and all joints were welded for maximum strength and stiffness.

A new lower-control-arm cross member connecting the rear lower control arm pivots also increased torsional stiffness, and increased the frame’s lateral stiffness to enhance handling. The transmission, fuel tank and spare tire cross member designed required special attention to meet the torsional frequency objectives.

Ride and handling

The Dodge Dakota retained its best-in-class steering feel, and handling precision while achieving a more comfortable ride. The new Dakota’s improved ride dynamics benefit from enhanced spring and shock absorber tuning capabilities provided by a new “coil-over” shock absorber configuration and a stiffer frame. The steering system, stabilizer bars, spring rates and bushings were also fine-tuned to achieve optimum handling qualities. A rack-and-pinion steering gear, used on both 2WD and 4WD models, facilitated fine-tuning of the steering response characteristics.

New front suspension

A common-architecture short and long-arm (SLA) independent front suspension system with a “coil-over” shock absorber module and a tall steering knuckle replaced separate 2WD and 4WD systems on all Dakota models. The Dakota was the first Dodge truck to use a “coil-over” suspension configuration. The new system delivered smoother ride characteristics.

Major suspension system components were shared between 2WD and 4WD systems, with variations occurring only in tuning to reduce build complexity. This provided a common ride height for both configurations. The coil-over configuration provided greater flexibility in tuning for ride and handling than either of the systems used on the previous Dakota.

New rear suspension

The new Dodge Dakota rear suspension had the same Hotchkiss architecture as its predecessor, but was redesigned to improve ride quality. Multi-leaf rear springs included a main spring stage optimized for a class-leading 11,500 lb. gross vehicle weight rating (GVWR) and common ride height. Spring rates were selected to provide improved ride quality compared with the previous Dakota.

Four wheel drive

The Dodge Dakota was the only mid-size pickup to offer a two-speed full-time four-wheel drive transfer case. The full-time system provided even torque to all wheels during dry or slippery conditions and allowed four-wheel drive power to be used on all surfaces, all the time. A center differential allowed the front and rear drive shafts to rotate at different speeds as required for steering on dry pavement without threat of damage to the drivetrain.

A new electric shift mechanism used analog, rather than digital, output signals to indicate mode and range selection. A new powdered-metal differential in the NV244HD transfer case reduced its weight 2.5-lbs. (1.1 kg) while maintaining the same durability as its steel predecessor.

A part-time four-wheel drive system was the standard four-wheel drive offering on 2005 Dodge Dakotas.

Dodge Dakota capability and capacity

Box sizes were the same as the previous Dakota: five-foot-three-inches and six-feet-six-inches long with Quad Cab™ and Club Cab®, respectively. The box rail height on both body styles remained at a level that permitted over-the-side loading, compared with some competitor trucks that have raised the box sides to increase capacity, thereby making over-the-side loading very difficult.

The box itself was also re-designed for more utility. New vertical formations in the inner panels aft of the wheelhouses on the Club Cab box held a two-inch-thick board cargo divider. This feature continued on the Quad Cab box. As in the past, the box inner panels and wheelhouses included indentations for 2 x 6-inch boards that could be added to support a full-width upper load floor.

New bolt-on tie-downs were added to improve cargo stability. Under-floor tie-downs were also supplied and were bolted to the Quad Cab front box pillars, welded into the Club Cab box support rail below the box floor, and bolted to the tailgate pillars on both boxes.

Integrated safety systems on the Dodge pickup truck

The performance of the new Dakota’s multiple safety systems was integrated to protect vehicle occupants in regulatory, consumer ratings and real-world impacts, including NCAP (New Car Assessment Program), SINCAP (Side Impact New Car Assessment Program), and IIHS (Insurance Institute for Highway Safety) Offset impacts. A revised occupant protection standard also applied to the Dakota.

Patented, hydroformed octagonal front rail tips that extended the frame three inches (75 mm) farther forward of the front wheels than the previous frame absorbed frontal impact forces at speeds up to about 25 mph (40 km/hr). These rail tips were first used on the 2004 Durango. They were formed separately and welded to the front of the frame rails.

The frame was designed to help protect occupants in real-world impacts. It was specifically designed to meet new regulatory requirements for occupant protection and newly mandated fuel system protection requirements in high-speed rear impacts. The robust rear section of the frame was designed to meet the anticipated 50 mph (80 km/hr) offset rear impact safety standard for fuel system integrity.

Available side curtain air bags offered protection for front and rear seat occupants. The driver and front passenger seat belts included pyrotechnic pre-tensioners. In a collision that deployed the front air bags, the pre-tensioners take slack out of the belts and snug them around the occupant prior to contact with the air bags. The Dodge Dakota also offered shoulder belts for three rear seat occupants.

All 2005 Dodge Dakotas featured an OCS (Occupant Classification System) as standard. OCS was a factor in determining whether or not to deploy the front passenger airbag in an impact, and, if deployed, how forceful the deployment should be. The 2005 Dakota’s OCS determined whether the front passenger air bag would deploy at all, and if so, how or if the second stage would deploy. It also prevented first stage deployment if the seat was unoccupied, or, in the unlikely event it was occupied by an infant in a rearward facing child seat.

Designed to maintain optimal positioning in case of an impact, rear seats on the new Dakota Club Cab feature fixed outboard rear head restraints mounted to the roof and cab back. The Dakota Quad Cab also featured larger coverage head restraints that were fixed to the top of the rear seats. The new design was developed to maintain optimal positioning in the case of an impact.

Both Dodge Dakota Club Cabs and Quad Cabs featured rear child seat tether anchors mounted on the cab back panel. These tether anchors worked with LATCH-equipped child seats, as well as child seats that used the vehicle seat belts for primary retention.

Design cues

The 2005 Dodge Dakota boasted a bigger, beefier and more refined design. The confident, powerful and modern design distinguished the new Dakota from the smaller compact and mid-size competitors.

The bold new design reinforced the Dakota’s size and power advantages over the competition with full-size styling cues. The grille conveyed a powerful and prominent brand statement with the signature Dodge cross-hair as the focal point. The more sharply defined and larger hood mounted grille descended into the front bumper for more visual impact. An air dam below the front fascia successfully completed the look while reducing airflow under the vehicle to lower drag.

“The design of the new Dakota is more directly connected to the evolution of the Ram than to the new Durango, as was the case on the previous Dakota,” said styling chief Trevor Creed. “It defines the look for its segment, just as the Ram does for full-size trucks.”

A massive front bumper fascia created a protective image. The new front fascia featured a bright, ingot-like grille surround. Larger, more technical looking headlamps provided a contemporary look. In combination with the large, circular, park and turn-signal lamps, the overall impression was that of quad headlamps.

“The Dakota is immediately recognizable from a distance as a Dodge pickup, but without repeating the design of the Dodge Ram,” said Rick Aneiros, Vice President, Truck Design. “With the new Dodge Dakota, we evolved the design to one that is more angular and refined than the previous Dakota, while retaining the unmistakable Dodge muscularity.”

The sharply defined fender forms continued the powerful imagery of the grille into the side view. To increase the proportion of body to glass in keeping with the new design paradigm, a body-color sill appliqué with integrated front wheel-opening stone protection visually added 2-3 inches to the lower body depth.

The effect of the highly sculptured, precise, wheel arch forms was to create a taut, controlled look. Above the sharply defined character line, side panels had a more refined shape than in the past. Cab sides had much more tension than the previous Dakota which was softer and more fluid. The muscular fender forms were angular in shape, precisely intersecting the body, and gestured to enhance the overall bold stance.

The side appearance of the 2005 Dodge Dakota was uninterrupted by wheel flares. A road blast/mud deflector was now integrated into the sheet metal of the front fender, just aft of the wheel opening. The Dodge Truck broad shouldered front and rear fender forms employed a modified drop fender design that was more subtle when compared with the new Durango. The fenders accentuated the truck’s track width and wheel to body relationship. The look was along the box sides.

New mirrors were shared with the 2004 Dodge Durango. Aerodynamic refinement of the mirror housings alone reduced the drag coefficient of the entire vehicle over one percent. This refinement process eliminated much of the wind noise caused by external mirrors. Low mounting arms were a key enabler in achieving the aerodynamic benefit.

The rear of the 2005 Dodge Dakota featured a more Ram-like robustness. The muscular bumper assembly was complemented by distinctive dual barrel taillamps inspired by the Power Wagon concept.

Style, flexibility, and comfort

Dodge Dakota instrument panelThe design philosophy behind the interior of the 2005 Dodge Dakota was a surface language defined by pure geometry. Surface sections were made up of more constant radii, delivering a cleaner and simpler overall form. The functional and elegant instrument panel delivered information in a clean, well-organized manner. Crisp, taut lines, maximized the sense of high-quality craftsmanship, while organizing the interior in a logical manner.

“A more refined look was needed for the new Dodge Dakota interior,” said Creed. “The goal was to accomplish this with a clean and precise design; simple yet elegant and upscale. We have moved to very large, clear instruments and a more tailored look for materials, including the seat cloth and leather surfaces.”

The new instrument panel cluster featured a large, centrally located speedometer and white-faced gauges that provided a connection to other Dodge performance vehicles. The steering wheel featured a new four-spoke design shared with the Dodge truck family. The central brow crowned the prominent center stack to divide the driver and passenger seating areas. “Venetian Blind” style air vents closed flush and provided a clean appearance.

The design incorporated a new line of radios with larger knobs and simpler graphics. The new sound systems were available with satellite radio, six-disc in-dash CD systems and an integrated U-Connect BlueTooth™ phone system.

The new interior featured more refined seat designs and heated cloth and leather seats. Heated cloth seats were a segment first on a mid-size pickup.

The Dakota was available in three trim levels, ST, SLT and Laramie. The Laramie had Satin Silver accents on the center stack bezel, the instrument cluster rings and the interior door handles. On SLT the instrument cluster rings were also Satin Silver.

The 2005 Dodge Dakota was built at the Warren Truck Assembly Plant in Warren, Michigan.

Comparison to Chevrolet Colorado

Courtesy of forum user "73PlymouthDuster" (Tacoma added by webmaster).

Both vehicles have a hydroformed frame for greater strength and stiffness. The Colorado has less power but around 3 mpg better gas mileage. The lower weight of the Colorado helps it to get good acceleration with its lower-power engines, while the Dakota's weight works against it. It's worth noting that the Tacoma V6 reportedly does 0-60 in about 7.5 seconds.

Dakota Colorado Tacoma
Maximum Towing 7,000 lb 4,000 lb 6,500 lb
Standard Transmission Six speed Five speed Five speed (I4) / Six speed (V6)
Standard Engine 210 horse V6 175 horse I4 164 horse I4
Optional Engine V8: 230 hp, 290 lb-ft I5: 220 hp, 225 lb-ft 245 horse 4.0 V6
Gas mileage
(range based on powertrains)
14-16 city, 18-21 highway 17-19 city, 22-24 highway 17/21 (V6)
Crash test Not yet rated Not yet rated Not yet rated
EPA air pollution score
(higher is better, 1-10 scale)
6-7 6 n/a
Weight 4,275 - 4,293 3,398 4,045


Dimensions are in inches (millimeters) unless otherwise noted. All dimensions measured on ST model at curb weight with standard tires unless otherwise noted.

Assembly Plant: Dodge City (Warren, Michigan)



  • Displacement: 226 cu. in. (3701 cu. cm)
  • Bore x Stroke: 3.66 x 3.57 (93.0 x 90.8)
  • Valve System: Chain-driven SOHC, 12 valves, hydraulic end-pivot roller rockers
  • Fuel Injection: Sequential, multi-port, electronic, returnless
  • Construction: Cast-iron block and bedplate, aluminum alloy heads, balance shaft. 90 degree V6.
  • Compression Ratio: 9.7:1
  • Power (estimated SAE net): 210 bhp (157 kW) @ 5200 rpm
  • Torque (estimated SAE net): 235 lb.-ft. (319 N•m) @ 3600 rpm
  • Max. Engine Speed: 6000 rpm (electronically limited)
  • Fuel Requirement: Unleaded regular, 87 octane (R + M)/2
  • Emission Controls: Dual three-way catalytic converters, heated oxygen sensors, and internal engine features
  • EPA mpg (City/Hwy):
    • 2WD: 16/22 — manual trans., 17/22 — auto. trans.
    • 4WD: 16/20 — manual trans., 15/19 — auto. trans.

4.7-LITER SOHC MAGNUM V8 (Optional on all models)

  • Displacement: 287 cu. in. (4701 cu cm)
  • Bore x Stroke: 3.66 x 3.40 (93.0 x 86.5)
  • Valve System: Chain-driven SOHC, 16 valves, hydraulic end-pivot roller rockers
  • Fuel Injection: Sequential, multi-port, electronic, returnless
  • Construction: Cast iron block, aluminum alloy heads
  • Compression Ratio: 9.0:1 — Standard, 9.7:1 — High Output
  • Power (SAE Net): 230 bhp (170 kW) @ 4600 rpm ’torque: 290 lb.-ft. (393 N-m) @ 3600 rpm
  • High Output (optional on SLT and Laramie): 250+ bhp @ 5200 rpm; 300+ lb.-ft. @ 3600 rpm
  • Max. Engine Speed: 5750 rpm
  • Fuel: Unleaded regular (normal), Unleaded premium, 93 octane (high output)
  • Oil Capacity: 6 qt. (5.7 L)
  • Emission Controls: Dual three-way catalytic converters, heated oxygen sensors, and internal engine features
  • Estimated EPA Fuel Economy (MPG City/Hwy.):
    • 15/21 — 2WD;
    • 15/19 — 4WD man. trans.
    • 14/19 — 4WD auto. trans.
    • 14/19 — 2WD High-Output
    • 14/18 — 4WD High-Output



  1. Availability: Std. – 3.7 and 4.7 standard output
  2. Description: Synchronized in all gears
  3. Gear Ratios: 1st 4.23
  4. 2nd 2.53
  5. 3rd 1.67
  6. 4th 1.23
  7. 5th 1.00
  8. 6th 0.79
  9. Reverse 3.84
  10. Overall Top Gear 2.54 with 3.21 axle ratio, 2.80 with 3.55 axle ratio


  • Availability: Available with 3.7L engine
  • Description: Clutch-selected planetary gear sets full electronic control, electronically controlled torque converter clutch
  • Gear Ratios:
    • 1st 2.84
    • 2nd 1.57
    • 3rd 1.00
    • 4th 0.69
    • Overall Top Gear 2.45 with 3.55 axle ratio, 2.74 with 3.92 axle ratio


  • Availability: 4.7L engines
  • Description: Clutch-selected planetary gear sets full electronic control, electronically controlled torque converter clutch
  • Gear Ratios:
    • 1st 3.00
    • 2nd 1.67 – upshift; 1.50 – kick-down
    • 3rd 1.00
    • 4th 0.75
    • 5th 0.67
  • Overall Top Gear 2.34 with 3.55 axle ratio or 2.59 with 3.92 axle ratio



  • Availability: Standard
  • Shift Mechanism: Electrical/electronic
  • Operating Modes: Neutral; 2WD; 4WD High, locked; 4WD Low, locked
  • Low Range Ratio: 2.72
  • Center Differential: None


  • Availability: Optional on SLT and Laramie
  • Shift Mechanism: Electrical/electronic
  • Operating Modes: Neutral; 4WD High, full-time; 4WD High, locked; 4WD Low, locked
  • Low Range Ratio: 2.72
  • Center Differential Type: Planetary with lock
  • Torque Split, F/R: 48/52


Alternator: 136 A

Battery: Maintenance-free, top-terminal 600 CCA - std.; 750 CCA - opt.


Layout: Longitudinal front engine, rear drive with transfer case for rear- wheel drive or four-wheel drive

Construction: Ladder-type frame, steel body mounted on rubber isolators


Front: Upper and lower “A” arms, coil springs over gas-pressure shock absorbers, Link-type stabilizer bar

Rear: Live axle, multi-leaf 2-stage longitudinal springs, staggered gas-pressure shock absorbers, link-type stabilizer bar


Type: Power rack and pinion

Overall Ratio: 17.4:1

Turning Diameter (curb-to-curb): 44.0 ft. (13.4 m)

Steering Turns (lock-to-lock): 3.18



  • Size and Type 12.3 x 1.1 (312 x 28) vented disc with 2.13 (54) dual-piston sliding caliper1
  • Swept Area 248 sq. in. (1604 sq cm)


  • Size and Type 11.6 x 2.28 (295 x 58) drum with ABS
  • Swept Area 166.6 sq. in. (1076 sq cm)

Power Assist: Type 9.06 (230) Tandem-diaphragm vacuum


Fuel Tank Capacity: 22 gal. (83 L)

  Club Cab Quad Cab
Drag coefficient (estimated) 0.465 0.471
CdA, square feet 14.1 14.3
  • Wheelbase: 131.3 (3335.3)
  • Track, Front: 62.8 (1594.5)
  • Track, Rear: 62.9 (1598)
  • Overall Length: 218.8 (5558.2)
  • Overall Width: 71.7 (1821.7)
  • Overall Height: 68.6 (1743.2)
  • Tailgate Load Height: 31.9 (809.6)

Ground Clearance:

  • Front Suspension (Lowest Point) 7.9 (201.9)
  • Rear Axle 8.1 (205.1)
  • Approach Angle, deg. 23
  • Ramp Breakover Angle, deg. 19.9
  • Departure Angle, deg. 22.6

Frontal Area, sq. ft. (sq. m) (estimated): 30.3 (2.81)

4WD (where different from 2WD)

Overall Width: 72.0 (1828.4)

Tailgate Load Height: 31.8 (808.9)

Ground Clearance:

  • Front Suspension (Lowest Point) 7.9 (201.9)
  • Rear Axle 8.0 (203.8)
  • Approach Angle, deg. 22.8
  • Ramp Breakover Angle, deg. 19.6
  • Departure Angle, deg. 22.5

Frontal Area, sq. ft. (sq. m) (estimated): 30.3 (2.81)


Club Cab Quad Cab
Nominal Box Length, ft.: 6.5 5.25

Length at Floor, Tailgate Closed:

78.8 (2001.5) 64.9 (1648.1)
Length at Floor, Tailgate Open: 100.3 (2546.6) 86.3 (2193.1)
Interior Width, Maximum: 59.6 (1514.0)

Distance Between Wheelhouses:

45.2 (1146.9)
Tailgate Opening Width: 53.3 (1355.0)
Depth: 17.6 (446.9)
Volume, cu. ft (cu. m): 46.6 (1.32) 40.25 (1.14)


Club Cab Quad Cab
Seating Capacity, F/R 2 or 3/2 2 or 3/3

Front Head Room

39.6 (1005.3) 39.9 (1013.1)
Step Height 4x2: 20.4 (518.0) 20.4 (518.0)
Step Height 4x4: 4x4: 20.3 (515.8) 20.3 (515.8)

Front Interior Volume, cu. ft. (cu. m)

55.3 (1.57) 55.8 (1.58)
Rear Head Room 36.5 (928.3) 38.4 (974.2)
Minimum Leg Room (Rear) 32.1 (815.4) 36.4 (925.1)
Rear Hip Room 56.9 (1446) 56.0 (1460.7)
Rear Interior Volume, cu. ft. (cu. m) 39.0 (1.10) 46.5 (1.32)
Cab cargo volume (rear seat up) 30.0 (0.85) 37.1 (1.05)

Front Leg Room 41.9 (1063.1)

Front Shoulder Room 57.7 (1466)

Fr0nt Hip Room 54.9 (1394.0)

Seat Travel 8.7 (220) — driver, 7.5 (190) — passenger

Recliner Range, degrees 53

Knee Clearance 3.0 (75.0)

Shoulder Room 57.4-57.5 (1458.3)

2005 Dodge Dakota R/T

This is mostly an option package. More information when we get it. Thanks, Jim, for the photos.

2005 Dodge Dakota R/T pickup truck

2005 Dodge Dakota R/T photos

Dodge Dakota R/T 2006

We make no guarantees regarding validity, accuracy, or applicability of information, predictions, or advice. Please read the terms of use and privacy policy. Copyright © 1994-2000, David Zatz; copyright © 2001-2016, Allpar LLC (except as noted, and press/publicity materials); all rights reserved. Dodge, Jeep, Chrysler, Ram, and Mopar are trademarks of Fiat Chrysler Automobiles.

Challenger GT (AWD) hits the EPA

Behind the rumors of “22 minute diesels”
Warren has been bronzed
Jeep Wrangler roof slider system cloth
How will Wrangler keep its tops “free”?

All Mopar Car and Truck News

Chrysler 300 Letter Cars  •  The Engine Cleanup Committee  •  Chrysler 300M

FCA at the Eiffels Car photography Chrysler: Port Melbourne