Chrysler Corp. has taken the cross-pollination of the car and truck market two steps further this year, offering both a convertible and V8-powered version of its mid-size Dodge Dakota pickup truck.
The V8 is a new twist on the old theme of stuffing a large engine into a mid-size vehicle. Who better to do that than the legendary Carroll Shelby, who has spent the past decade working his charm for Chrysler after doing the same for Ford during the 1960s.The second variation is a bit less orthodox, although it was only a matter of time before someone mated a convertible with a pickup to come up with a most unlikely combination - a topless truck.
Both are new for mid-1989. Both also ride the 112-inch wheelbase of the standard Dakota and have a 6 1/2-foot cargo box.
First the Shelby Dakota. In place of the 3.9-liter V6 engine on the Dakota Sport is a fuel-injected 5.2 liter V8, the same 318 cubic-inch engine used in a variety of Chrysler's larger trucks for years.
Rated at 175 horsepower at 4,000 rpm the V8 gives the otherwise mundane Dakota a brutish personality by propelling it straight into sports car territory with 0-60 mph times under 8.5 seconds.
The penalty is a dismal EPA rating of 14 city-17 mph highway. But that is about equal to the 14 city-18 mpg highway rating for the 3.9-liter V6 Dakota with an automatic transmission and four-wheel drive.
Unfortunately, neither four-wheel drive nor a 5-speed manual is offered on the Shelby Dakota for 1989, although a fourth gear lockout switch on the automatic enhances performance and eliminates the vehicle's annoying tendency to waffle between third and fourth during city driving.
Surprisingly, all owner-serviceable items - like the oil filter and spark plugs - are well placed on the V8 and comparable to that of the V6.
The Dakota convertible marks the industry's first production soft-top pickup. Offered in either two-wheel or four-wheel drive, it is based on the Dakota Sport and powered by the 125 hp 3.9 liter V6.
Its manual top, done for Chrysler by ASC Inc., can be removed altogether or easily lowered onto the forward section of the cargo box. A padded roll bar offers added protection.
Both versions were evaluated for this review. Needless to say, they are considerably more expensive than the base Dakota, which starts at $8,372, including destination fees.
As tested, the Shelby Dakota cost $16,498, including a $685 destination fee. The convertible with 4WD cost $19,372, counting a $475 freight charge. It was loaded with extra-cost options like air conditioning ($781) automatic ($795) and cruise control-tilt steering ($326).
Both are well-executed packages and offer tons of fun for those looking for more than just a plain ol' pickup. They have taut but not uncomfortable rides, with the handling expected of a pickup truck - meaning they skitter about on unpaved washboard roads because of their relatively light rear ends.
Braking is helped by rear anti-lock brakes, standard on all Dakotas for 1989.
All driver controls are well-placed, although taller drivers will want more leg room. Instrumentation is complete and legible.
There are, however, some minor complaints. Both have serious blind spots. The fiberglass light bar on the Shelby Dakota, which was of surprisingly poor quality on the test vehicle, restricts visibility over the driver's right shoulder.
The convertible has the same problem when the top is down. And the vinyl strips stitched into the cloth seats on the topless model can sizzle one's skin on hot days.
For now, output of the Shelby Dakota is limited to 1,500 units, while only 3,000 convertibles will be built for 1989. But Chrysler may soon offer a V8-powered Dakota itself and expand the convertible version to other Dakota models in the early 1990s.
Now if Chrysler could only cross-pollinate this market once more and come up with a convertible pickup powered by a V8 engine and four-wheel drive . . . stay tuned.