Our crew was split on the styling. One camp said, "Its aggressive front and rear styling as well as its crisp exterior styling give the truck an exciting street presence from any angle." While the other camp said they weren't enthusiastic about how the box flares were incorporated into the doors. Both camps agreed that the Dakota's new styling was extreme and would probably respond well to traditional custom techniques. In that regard, the Sport Truck magazine crew's instinct was spot-on, as you'll see when you spin the pages to the end of the article and check out a few custom concepts we had Kutting Edge Graphix do up. The Dakota's new shape absolutely jumped off the page. It's a shame we don't score the concept - perhaps next year.
Dakota's new 4.7L Magnum engine gives Dodge's midsize an advantage, as it is the only V-8 offered within a midsize pickup. If you have towing to do and need or desire a midsize, Dakota's 7,150-pound towing capacity makes it worth a road test. The 4.7L replaces the 5.9L V-8 Dodge last used in '03 Dakotas, to which we say, It's about time - the 4.7L produces more horsepower and better fuel economy than the ancient 5.9L Magnum V-8 engine. Dodge is telling us a high-output version of the 4.7L is coming, but it wasn't available for our competition.
The engine in our tester was the standard 4.7L V-8 Magnum rated at 230 hp at 4,600 rpm and 290 lb-ft of torque at 3,600 rpm backed by Dodge's 5-45RFE five-speed automatic transmission. The power team moved the Dakota ably enough, but it surprised us to find that at the end of the test session, the V-8 was the slowest of the bunch. On the plus side for the Dakota, even though we didn't measure the mileage, the new V-8 seemed a lot more economical than the 5.9L Dakota we've driven, and yet still had more power than its earlier performance cousin.
In the handling department, the new Dakota is competent in every way. Its tuning is more mainstream, so it didn't score well with our crew of performance-oriented testers because it had too much body lean, nose dive, and acceleration squat. However, we found nothing in the DNA of the truck that'd prohibit tuning for sport truck performance, and we suspect Hotchkis Performance is now calculating antisway bar diameters and spring and shock valve rates for the new Dakota.
The truck's interior seemed to hit a chord with our test crew. It was smartly styled and came with a tuned six-speaker sound system with a six-disc MP3 player as the source. So, as one tester remarked, "The tunes really filled the air throughout our test week." Another observed, "Like most Dodge trucks, the interior is spacious and provides good storage for a midsize truck." The instrument panel styling also got high marks in the scoring.
Overall, the Dakota was restyled well, and seemed to be a good choice for a combination commuter/light-work pickup. As a performance-oriented sport truck, however, the suspension tuning was overly soft but with adequate road feel. We'd also like to see more power from the new V-8. However, for custom-truck enthusiasts looking for a new shape to work with, the new Dakota may be the new cool kid on the block. We can see it with huge rims and low-profile tires stuffed in the overly exaggerated fenderwells.
Performance specs: Acceleration 0-60: 8.53 sec Quarter-mile elapsed time: 16.12 @ 83.82 Braking 60-0: 119.83 ft Brake fade 60-0: 123.21 ft 600-ft slalom: 59.04 mph
Sport Truck of the Year Score: Acceleration/towing: 262 of 300 possible Ride and handling: 151 of 300 possible Ergonomics/style/build quality: 219 of 400 possible Total: 632.25 of 1,000 possible
Likes/Dislikes Likes: The new front end and sharp body lines The 6-disc MP3 player and sound system The Indiglo gauges and instrument lighting
Dislikes: For a V-8, the acceleration was lacking The rear seats could be more accommodating for a midsize pickup Mushy-shifting transmission
'05 Nissan Frontier-Second Runner-up It's a midsize titan in every respect Nissan has put an emphasis on off-road performance for its line of pickups, and the '05 Nissan Frontier tester we got for our Sport Truck of the Year competition came with the off-road NISMO package. While it obviously didn't handle the S-curves in the canyons and the slalom test like some of the more street performance-oriented trucks, the new Frontier's NISMO high-performance off-road package performed above our expectations, given the off-road bias of the suspension tuning.
In terms of street performance, the Frontier impressed, with a 0-60-mph time of 8 seconds and a 15.51 at 89.61-mph quarter-mile performance. It wasn't the quickest of the competition by any means, but these stats show a fun-to-drive sport truck with a good power reserve for maneuvering through traffic and pulling steep grades. As for braking power, we found the brakes adequate. It's stopping distance from 60 mph was roughly what we expect from a fullsize pickup, and was a little long compared with its midsize sibs.
Regarding the truck's handling envelope, it was definitely tire-limited in terms of grip and steering response. However, the truck proved to be a balanced pleasure to drive through the more demanding sections of our drive loop when we were driving within the tire's performance envelope. (Overdriving all-terrain tires on pavement is always more work than pleasure.) We also liked the midsize footprint of the vehicle when the road grew narrow with tight-twisting turns.
In general, we found the suspension supple, with a moderate, controlled amount of lean, indicative of the need to let the suspension articulate for off-road driving. In our opinion, the suspension tuners struck a great balance between on and off-road handling, one that offered a great ride in the wide variety of road surfaces we drove, with enough grip and balance to make it fun to drive. One last item: We didn't have a chance to test the cool electronically activated rear differential lock in an off-road setting. We did, however, use it in a burn-out test to get both tires smoking. It worked great for that, and we trust it'd work even better on the trail or in the snow.
The Frontier's interior is cleverly designed, with an understated sporting-gear quality to it. It's a piece of equipment, what with the flip-down feature of the front seats that provides a convenient flat surface, and comfortable, flexible seating. But the best part of the truck's interior was grabbing the thick-rimmed, stitched-leather-trimmed steering wheel. It's a smaller diameter than the other testers and a little thicker, and it gives the driver a manly sense of command of his craft. That, in combination with the no-nonsense easy-to-ready instruments, made you feel like you were driving a sports coupe - until you leaned on the all-terrain tires in a corner, that is.
Overall, the new mini-me version of the Titan was done very well, and the new aggressive styling really complements Nissan's line of pickup trucks. We can't wait to see what this bad boy looks like prerunned and jumping some dunes, or with the right tires and tuning, it should be a road rocket. We'd like to see how the sport truck version of the Frontier would perform.
Performance Specs: Acceleration 0-60: 8.05 Sec Quarter-Mile Elapsed Time: 15.51 @ 89.62 Braking 60-0: 131.43 Ft Brake Fade 60-0: 137.26 Ft 600-Ft Slalom: 57.32 Mph
Sport Truck Of The Year Score: Acceleration/Towing: 250 Of 300 Possible Ride And Handling: 181 Of 300 Possible Ergonomics/Style/Build Quality: 252 Of 400 Possible Total: 682 Of 1,000 Possible
Likes/Dislikes Likes: Powerful V-6 6,500-Pound Tow Rating Fullsize Capability Wrapped Into A Midsize Truck The New Aggressive Styling And Front End Fascia With Similarities Taken From The Titan The Fully Boxed Frame; Multifunction Cargo Box
Dislikes: Didn't Get The 170-Degree Swing-Open Rear Doors Of The Titan A Little Heavy For Its Size Center Console Too Narrow
'05 Dodge Ram SRT-10 Quad Cab-First Runner-Up Get In, Sit Down, Step On The Gas Iodge's SRT-10 Quad Cab is a balanced and refined piece of equipment. Not only is it incredibly powerful, but it also sports the fullsize Ram body with the sleek body lines we've grown to covet - so much so that we could do without the side cladding and the wing mounted to the tonneau cover. We're told it's part of the aero package and stabilizes the truck when it's doing 150-plus mph. That may be true, but it could be done with more style.
This year, the big red-headed V-10 is coupled to an automatic tranny, it's more user-friendly, and the heavy-duty trans is built for towing, so now you can enjoy the performance of this truck hauling your favorite toys to wherever the urge takes you. We do have a couple of quibbles. First, the power management takes a lot of the power out of the driver's control. And second, the truck is equipped with traction control that you can't turn off. And the fact that Dodge took off the horizontal differential shock the previous SRT had is proof that all the power management was going to prevent the usage of the all-new V-10's ability.
We have to admit that the cockpit of the SRT-10 is the best of the bunch. It's as good to look at as it is to sit in. And the stereo is incredible. Plus, it has navigation built in already.
This ultra-high-performance sport truck, though, is not as capable in the corners as its standard-cab sibling handles at incredibly high levels for its mass. This beast will drive deeper into corners than the depth of your courage and just absolutely peel back the pavement when you accelerate off the turn, and yet it still rides smoothly for long hauls
The SRT comes with 22-inch rims, Scorpion tires, a bulged hood, a tonneau, leather interior, and a cool grille. And even though the starting price is about $47,000, you already have a jump on all the things you'd want to change. Some basic style changes and suspension work would easily make the SRT-10 a street weapon to contend with.
Performance Specs: Acceleration 0-60: 6.03 Sec Quarter-Mile Elapsed Time: 13.85 @ 102.11 Braking 60-0: 131.50 Ft Brake Fade 60-0: 130.64 Ft 600-Ft Slalom: 59.74 Mph
Sport Truck Of The Year Score: Acceleration/Towing: 287 Of 300 Possible Ride And Handling: 244.4 Of 300 Possible Ergonomics/Style/Build Quality: 308 Of 400 Possible Total: 839.4 Of 1,000 Possible
Likes/Dislikes Likes: Viper V-10 Motor Rumbling Under The Hood Big 22-Inch Wheels And The Big Brakes Sweet Bucket Seats Wrapped In A Suede And Leather Combo, And The Overall Look And Feel Of The Interior
Dislikes: The Wing On The Back The Side Skirts Need To Go Ride Height Too High; Too Large Fender-To-Tire Gap
'05 Toyota Tacoma X-Runner Sports Car Levels Of Grip And Handling Balance, Striking Street Presence, Roomy Interior Give Toyota Tacoma X-Runner The Title Of 2005 Sport Truck Of The Year
The '05 Toyota Tacoma X-Runner is our Sport Truck of the Year. It was a seriously close competition this year, with the X-Runner barely edging out the Dodge SRT-10 Quad Cab. But win it did. And as with all the past-winning sport trucks of this competition, the designers and engineers deserve credit for building, what, in our opinion, has the performance and style that elevate a mere street truck into a sport truck. They did a great job for their boss Yuichiro Obu, chief engineer for the '05 Tacoma and a self- professed gearhead.
Exterior In scoring the competition, we were surprised that the new Taco' actually had the highest score in exterior style. Generally speaking, Toyota trucks aren't known for their exterior stylishness. In fact, the company has a reputation for conservative, bland styling on its light trucks. They're popular more for their reliability and durability, and enthusiasts put a lot of time and effort into customizing the truck's street presence. As such, we weren't surprised it scored high in fit and finish, which have long been Toyota's strong suit.
We're happy to report that the new Tacoma has a good look about it, especially with the X-runner's added styling panels and slightly lowered ride height. The nose and hoodscoop give it an aggressive attitude and, to our way of thinking, should respond to traditional bolt-on styling mods as well as more involved massaging.
Our crew also liked the profile of the new truck as well as the truck's rear styling. About the only negative comments regarded the rolling stock appearance in the wheelwell. The 255/45R18 Bridgestone Potenzas on alloy wheels are certainly on the aggressive side, and appropriately sized for the visual mass of the truck, but the overly large gap from the fender lip to the tire tread is a visual distraction. One of the key elements capability-wise of the new Taco' that drew applause from our testing staff is the composite inner cargo bed. It's lighter and stronger than a sheetmetal cargo bed, so it provides performance, ride-quality, and fuel-mileage benefits. It's also quieter than shee metal and is available with a variety of accessories, ranging from a 400-watt, 115-VAC three-pronged grounded outlet to locking storage boxes to bed dividers to bike racks.
Interior The X-Runner's cockpit scored very high with us. It didn't get the top score, but for Toyota to receive the second-highest score for its interior shows just how much effort the company is putting into targeting its core market. Its instrument panel (IP) with the speedo, tach, and main gauge set recessed into a stacked arrangement of three pods sets a sporty tone for the interior. The X-Runner's center console flows with a sporting sense of design into an almost Titan/F-150-esque control panel. The control panel puts the audio and heating and ventilation controls front and center for easy manipulation by both the driver and passenger. That's better for the passenger than the driver, chiefly because the driver is provided audio and other controls on the steering wheel.
In addition to the hip-styling and sporting layout of the dash and IP, the X-Runner drew admiring comments from our testers on the smart use of space in the now-roomy cabin. In particular, we liked the fact that the console includes three integrated cupholders, two that can accommodate super-sized drinks for long-haul sport trucking, and added liquid storage in the form of dual bottle holders in driver- and passenger-side doors, and the tumble-flat rear seats with underseat storage in the rear compartment are efficient, clever, and convenient. Our judgment is that the interior generates an exciting performance atmosphere equal to the raw performance of the truck, as well an ergonomically sound driving position, to take full advantage of all the capabilities.
Powertrain Motivating the X-Runner is a "revised" 4.0L VVT-i DOHC V-6, producing 245 hp and 282 lb-ft of torque. That's a significant improvement compared with the 190hp 3.4L V-6 found in the '04 model. The new engine features Toyota's throttle-by-wire system, which it calls Electronic Throttle Control System with intelligence (ETCS-i), that's designed to improve performance and fuel economy. We didn't bother checking on the fuel economy, since our group of test drivers had the throttle blade cracked wide open at every possible opportunity. Though, from one staffers' recollection, the X-Runner required noticeably fewer trips to the fuel pump compared with the runner-up, while delivering almost the acceleration rates of the V-10 powerhouse.
That said, the performance of the X-Runner's power team is extraordinary. Not in terms of raw force, but in the precision of its application and generation. The VVT-i system gives the 4.0L a wonderful-to-drive wide powerband. It's got good low end, not as brutal as the SRT-10, but solid and useable. Combined with the close ratio and gear choices, with the six-speed manual offered, no matter what driving condition you found yourself in, you could get the right leverage to make the X-Runner scream. Passing was a breeze. Off the line, it was way too much fun, though hard on the clutch - and talk about a top-speed runner! It'll do better than a buck-twenty at the top of Fifth gear, though we ran out of test track before we reached terminal velocity. We'll have to get one back and explore its limits more in depth. In the meantime, know that the X-Runner posted corrected 0-60 mph times of 6.9 seconds with a quarter-mile e.t. of 14.9 seconds at 93 mph. That's quick and exciting driving, but not the quickest of the bunch. But it was quick enough in combination with the truck's other capabilities to move it into the lead.
Handling And Braking The suspension tuning of the X-Runner is the most significant aspect of this truck. It's designed to handle like a sport car with its tuned 1-inch-lowered suspension and 255/45R18 Bridgestone Potenza tires wrapped around 18-inch alloy wheels. The exclusive X-Runner suspension features special reinforcing frame crossmembers (X-Runner, get it?), and incorporates firmer and shorter springs and specially tuned Bilstein gas shock absorbers that are mounted outboard of the framerails' pick-up points for increased stability. It also gets a rear stabilizer bar with firmer bushings and specially tuned steering response, says Toyota.
The result is an X-Runner with serious cornering and agility that, in combination with the truck's respectable straight-line acceleration, managed to edge past, if just barely, the SRT-10 Quad Cab. The SRT-10 is a hard-nosed competitor and it didn't give an inch. The X-Runner had to take all the ground it gained by solid performance in the tests that favored it. And the handling and braking test is where this machine shined.
The X-Runner blistered the slalom, with a best speed of 63.67 mph. (That, by the way, breaks the record by a little more than 1 mph for this test set last year by the SRT-10 Ram.) In terms of cold-stop braking, it posted a best of the competition at 119.8 feet. Not only that, but the brakes were almost totally fade-resistant, with the average distance in the fade test a mere 123 feet. Credit has to go to the big-brake option on the X-Runner and the finely tuned suspension. When this truck hit the binders, there is very little nose dive; it just rotates slightly and grabs ground.
The advantage of such a balanced and poised suspension became abundantly clear in the real-world driving portion because you can brake deep into turns, ease off the brakes, and get back on the throttle without upsetting the truck. It's razor-sharp and responsive - an absolute joy to drive hard. And, in summary, given the incredible handling envelope, the added energy in the styling, and the exciting acceleration figures, we're not surprised to find the Toyota X-Runner reigning supreme in '05 as our pick for Sport Truck of the Year.
Performance Specs: Acceleration 0-60: 6.9 Sec Quarter-Mile Elapsed Time: 14.92 @ 93.10 Braking 60-0: 116.56 Ft Brake Fade 60-0: 121.02 Ft 600-Ft Slalom: 63.67 Mph
Sport Truck Of The Year Score: Acceleration/Towing: 271 Of 300 Possible Ride And Handling: 268.125 Of 300 Possible Ergonomics/Style/Build Quality: 304.5 Of 400 Possible Total: 843.625 Of 1,000 Possible
Likes/Dislikes Likes: Smooth-Shifting Close-Ratio Six-Speed Manual Wide Powerband And Exciting Acceleration Amazing Cornering Grip, Supple But Firm Suspension, Incredible Braking
Dislikes: Ground Effects Too Pronounced; Could Lower Ride Height A Bit Fender Lip-To-Tire Gap Too Large Clutch Pedal Too Close To Floor Board For Comfortable Operation
SOURCES Hotchkis PerformanceDept. ST12035 Burke St.Ste. 13Santa Fe Springs, CA 90670(562) 907-7757www.hotchkisperformance.com