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How To Get Codes Without A Scan Tool (Dodge Dakota)

1992 Dodge Dakota Magnum V8 commercial

Created to fill a space between the imported, compact Dodge Ram 50 an un-altered Mitsubishi pickup and the Dodge Ram, the Dakota came with two Chrysler-built engines, a 2.

Created to fill a space between the imported, compact Dodge Ram 50 an un-altered Mitsubishi pickup and the Dodge Ram, the Dakota came with two Chrysler-built engines, a 2.

The Dakota would eventually get both a V8 and a convertible version. The Dakota was supposed to have most of the fun-to-drive aspects of a compact pickup and good fuel efficiency, with most of the utility and ruggedness of a full-sized pickup. The concept worked well: It also beat the Ram 50, which had sales of less than 77, units, and the Ram Vans, at under 70, But no year did as well as the second generation did from to Sales were good in the first year, falling somewhat despite the addition of fuel injection to the V6, a four-speed automatic and bigger four-cylinder, a Club Cab, and a V8.

A limited run of Shelby Dakotas with V8s was sold in Payloads in ranged from 1, to 2, pounds, with trailer towing up to 5, pounds.

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The long bed was specifically designed to carry 4x8 panels with the tailgate closed unlike S10 and Ranger ; it had provisions for stakes and tie-downs. The tailgate was easily removed for longer loads. The Dakota was the first American-made pickup with standard rack and pinion steering.

Power front ventilated disc and rear self-adjusting drum brakes stopped the truck. The 4x4 models used a shift-on-the-fly with no need to stop and lock the front hubs. They substituted torsion-bar front suspensions, which gave them a good ride with decent handling; 4x4s also used parallelogram steering rather than rack and pinion. Payload was pounds more than the Chevy S10 and pounds more than the Ford Ranger. Rear wheel drive models could tow pounds more than either the Ford or Chevy.

Dodge also claimed, credibly, superior handling. Cloth seats with vinyl trim were standard, and the wide cab could hold three passengers, unlike the Ranger and S10 ; seat backs tilted forward to reveal a storage area.

A cupholder pulled out of the center stack. Dual mirrors came standard, along with 14 inch wheels 15 inch on 4x4s.

The Dakota had a stainless steel exhaust and the highest percentage of corrosion protection material ever used on a Dodge vehicle, helping to support a five-year, 50, mile warranty.

The Dodge City manufacturing plant Warren, Michigan had an automated sequence of over 11 miles of conveyors, optical gauging to monitor dimensional integrity, over industrial computers, automatic welding for A former Chrysler engineer told us that while the engine was developed within Chrysler, the Dakota itself was engineered by Aero-Detroit, a contract house; some Chrysler engineers were sent to the firm to work with them on the design.

The first mule, according to this source, used a Chevrolet S10 body shell. It used the hp V8, shoehorned into the engine bay two full years before it would become a normal Dakota option. The engine, producing lb-ft of torque, required a new cooling system, with an electric fan forward of the radiator other Dakotas used an engine-driven fan between radiator and engine.

Chrysler provided a new heavy-duty four-speed automatic transmission with an auxiliary transmission cooler and high-stall-speed torque converter with 3. The truck ended up weighing 3, pounds, and could do an 8. They used a manually operated top. In , Dodge sold 2, Dakota convertibles, but that apparently saturated the market; just were made in and eight in , made to fulfill the contract with ASC.

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The convertibles came in 4x2 and 4x4 varieties, with standard five-speed manual transmission, fog lamps, padded rollbar, velour seats, power windows and locks, rear anti-lock brakes, full gauge package, 3. Air conditioning and an automatic transmission were the only options. Powertrain A new five-speed manual transmission was standard, with a three-speed TorqueFlite automatic available with the V6.

This engine would be replaced in by a long-stroke version, the 2. It was required for the 2, pound payload package. The cubic-inch V6 pushed out just horsepower at 4, rpm, but its lb-ft of torque at 2, rpm, with a 9. Willem Weertman, then head of Chrysler engines, wrote: They wanted to have both fours and sixes for .

So we had the challenge of taking the 2. And they wanted to have an upgrade power plant from the 4-cylinder so the V-6 was designed as a way of furnishing a V-6 for the least possible tooling costs.

We just wanted see what we could do with what we had and that caused us to look at the V-6 version of the Mound Road Engine . The engine had to be shorter than the V-8 in order to fit into the compartment. It was only in later years that enough space was found in order to be able to put the V-8 into place.

We had a challenge on the V-6 because the crank-pins had to be split in order to get away from the very unequal firing if we had only 3 crankpins, each crankpin having two of the connecting rods as is V-8 practice. The reason is that the engine would be rather badly out of balance and would have not been acceptable even in a truck engine.

So we had to do some redesigning of the bottom end in order to split the crank pins and make the firing order a little more uniform and it seemed to have worked out ok. Engineer Pete Hagenbuch added: It set off all kinds of sympathetic vibrations, just an awful way to build an engine. With the vibration absorption you get in a torque converter they were okay as far as driving was concerned.

The engine may have been less than ideal in smoothness, but thanks partly to fuel injection, it had a real edge in horsepower over the smooth, durable slant six, and would establish a good record for reliability. V8 power arrived in , with the 5. The was, for this one year only, producing hp and lb-ft of torque. For , the V6 got the Magnum treatment, dramatically raising horsepower and torque; the major changes were sequential multiple port fuel injection, which increased responsiveness across the full range of engine operation, airflow, and head design.

The V6 now produced more horsepower than the V8 though not as much torque. Dodge claimed a time of 8. In , a new manual transmission was made available for easier shifting. Trailer towing was boosted to 6, pounds with the V8 Club Cab and 6, pounds on the V8 regular cab, with appropriate options and equipment. In , EGR was eliminated, through better fuel injection controls.

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