Dodge Dakota 2nd Generation 1997-2004 (DN) Review

The SOHC 3.7-liter PowerTech/Magnum V6 from Chrysler was the official replacement for the OHV 3.9-liter Magnum V6 and offered more power despite the smaller displacement. It gives the compact truck far more impressive outputs of 210 hp and 235 lb-ft, delivered to the rear or all four wheels via a five-speed manual or the four- or five-speed automatic transmissions. The PowerTech/Magnum engine is known to struggle with valve-seat failures, stuck lifters, problems with the piston-ring landings, and failing PCV valves.

The second-gen Dodge Dakota's V6 engine option was a 3.9-liter Magnum engine from 1997 to 2003 until it was replaced by the smaller but more powerful PowerTech/Magnum 3.7-liter. The larger unit boasts a power output of 175 hp and 225 lb-ft and is standard on all 4x4 models and optionally available for the rear-wheel drive ones. The standard transmission is a five-speed manual with the option of upgrading to the four-speed. This unit is optional on the 4x2 Regular Cab models and standard for the 4x4 Regular Cab and all Club Cab derivatives. The six-cylinder variation of the Magnum engine family is only known to struggle with MAP sensor failure and intake manifold leaks.

The larger 5.9-liter Magnum V8 option was made available for the R/T performance package. It delivers 250 hp and 345 lb-ft which is sent to a rear- or four-wheel drivetrain via the four-speed automatic only. Like the smaller V8, it too struggles with the usual Magnum problems. This engine was available for all cab variants. The 5.9-liter struggles with all of the other Magnum-related problems as well as cracking cylinder heads due to blocked catalytic converters.

The second-gen Dakota launched with two Magnum V8 options. The smaller 5.2-liter was the run-of-the-mill V8 option available for the Sport and SLT trims. It delivers 225 hp and 295 lb-ft and can be had with the manual as standard and automatic at an added cost. Seeing that this V8 is a larger version of the V6 with more cylinders, it struggles with the same problems. This configuration of the Magnum may suffer from intake-manifold gasket leaks and cam-position failure as well. It is also an optional fitment for all body styles.

The SOHC 4.7-liter PowerTech/Magnum V8 is essentially the same engine as the 3.7-liter PowerTech/Magnum V6, but with two cylinders added. It was available alongside the existing OHV Magnum eight-cylinder options, offering slightly more power than the 5.2-liter Magnum despite its smaller displacement. It delivers 230 hp and 295 lb-ft and can be had with the five-speed manual, four-speed automatic, or five-speed automatic. The engine is prone to struggle with the same problems you would expect in the 3.7-liter PowerTech engine, in addition to a more unreliable cooling system.

The Sport trim adds some aspirational appeal to the second-generation Dodge Dakota by including everything from the base model as well as body-colored exterior trimmings. The Sport also gains access to more options such as a color-coded valance panel, cruise control, and the Power package featuring all-electric windows, door locks, and remote keyless entry. You can also couple this with an illuminated overhead console, trip computer, and electrochromatic rearview mirror. Additional options include fog lights, electrically adjustable door mirrors available in two sizes, premium cloth, the premium audio system with eight Infinity speakers, and various suspension and 15-inch cast aluminum wheel upgrades.

If you opt for the Sport Plus package, available for the 4x4 Club Cab only, it adds air-conditioning, a manually tilting steering column, cruise control, rear sliding window, tachometer, foglights, Interior Light package, premium cloth upholstery for the front bucket seats and rear bench with vinyl accents, and 15-inch cast-alloy wheels. 16-inch alloy wheel options were added in 2000.

The SLT is the flagship of the second-generation Dodge Dakota range as it adds everything from the Sport as well as air-conditioning, chrome bumper trim, and sun visors with a passenger vanity mirror. It also has access to optional extras, such as the Leather Interior Group. The SLT's Plus package includes the same extras as the Sport's.

The R/T is the flagship offering of the second-generation Dodge Dakota. It's not an all-out SRT performance model, but it was put together for consumers looking to have a bit of fun behind the wheel. In doing so, it placed the 250-hp 5.9-liter OHV Magnum V8 under the hood with a heavy-duty 46RH four-speed automatic transmission. This is joined by a revised suspension setup, including thicker stability bars, larger brakes, 17-inch alloy wheels, a dual exhaust system, and a limited-slip rear differential with a 3.92:1 rear axle ratio. Initially, it was rear-wheel drive only, but a 4x4 option was added in 2002. The R/T was available as a package for the Sport or SLT trims, so it adopts all of its standard features and available options. From 2003, the R/T benefits from the Stampede package, which adds a bit of visual flair with revised front and rear bumpers, side skirts, and alloy wheels.

The SXT was available only for 2003. It can only be had in Quad Cab guise with the 4x2 drivetrain and Magnum 3.9-liter OHV V6 engine. It includes everything from the Base trim as well as a CD player connected to four speakers, 16-inch alloy wheels, wide-opening, full-sized front-hinged rear doors, and Deep Gray exterior trimmings.

For the second-generation Dodge Dakota, three variations of the Magnum engine were introduced. This includes one downsized V6 and two V8 options. All options feature an OHV pushrod design and are essentially modernized Chrysler LA engines which were first introduced in 1964. The LA-derived Magnum 5.2 and 5.9 V8 found in early examples of the second-generation Dodge Dakota are criticized for their low power output in relation to their displacement, and their gas consumption. However, users note that they can be more reliable than Ford's competing Triton engine family sold during the same era. The more dependable variation of the two V8s is the smaller 5.2-liter unit.

The most common mechanical problem you can expect to experience with both V8 Dodge Dakota options is an intake-manifold gasket leak. The gasket at fault is the one located between the two separate pieces of the two-piece intake manifold - the cast aluminum top part and its stamped steel bottom plate. This is a common failure point that will leak air and result in the engine losing vacuum and perform poorly. It is barely noticeable at first, but it will eventually cause blocked catalytic converter problems for the Dodge Dakota. Once this happens, there will be a dramatic decline in engine performance. Once you start to notice symptoms such as pinging, poor running, and increased oil consumption, and issues associated with high oil consumption, such as fouled spark plugs and oxygen/O2 sensor problems for the Dodge Dakota, it is advised that you replace the plenum gaskets. Blocked cats will also bring up the P0151, P0420, P0422, P0426, P0430, P0432, or P1196 fault codes. P1301 will indicate that a spark plug on bank one has failed and could be one of the fault codes you see. Failure to resolve these issues will lead to ruined catalytic converters and several other expenses. Replacing it with an OEM gasket will lead to the problem repeating, so it is advised that you consider the various after-market fixes available. This includes fitting a modified aftermarket one-piece plenum plate or a redesigned aftermarket intake manifold.

Blocked catalytic converters will also cause a pressure buildup that can speed up the 5.9's tendency to crack its cylinder heads despite them being made from cast iron. The heads on the 5.9-liter units are considered to be weak and some other factors, such as blocked catalytic converters, can result in cracking. The heads usually crack between the valve seats. Most of the cracks are usually very small and may not stop the engine from running, but if you experience coolant mixing with oil, which will result in the P1281 fault code, overheating, or misfires, the cracks have grown to be too big and must be resolved. P1792 will trigger if your engine coolant temperature sensor is acting up. If your powertrain is misfiring, you'll see the P0300, P0301, P0302, P0303, P0304, P0305, P0306, or P0307 fault codes with the last number indicating which bank is at fault. P1309 means that the misfiring detection system is inoperable. Small cracks can grow in size, which is not a risk that should be taken. The only means of resolving this problem is by fitting upgraded aftermarket cylinder heads, which can be a costly job.

Timing chains are not particularly troublesome, but in the second-generation Dodge Dakota's Magnum engines, they do not have an unlimited lifespan and may elongate by 100,000 miles, which will lead to rattling and require replacement. Deferring your oil changes and general neglect will result in these issues occurring sooner but we recommend replacement by 150,000 miles, even if they still seem to be in a solid condition. An elongated chain can jump teeth and cause significant engine damage through piston-to-valve contact. Most owners opt to upgrade their chain to a twin-roller, dual-row timing kit for a longer service life.

Cam-position sensors are a point of weakness in the Magnum 5.2-liter V8 and can result in rough running and poor performance. This engine also struggles with broken exhaust-manifold bolts, which will result in a ticking noise emitted from under the hood as well as the smell of raw exhaust gasses. Both the bolts and manifold gaskets will have to be replaced when this happens.

The smaller 3.9-liter V6 has a reputation of being the most reliable variation of the Magnum engine family and doesn't suffer from cracked cylinder heads or failed cam-position sensors. The timing chain also draws fewer complaints, likely due to it being under less strain and resistance due to the fewer moving parts, however, it is advised that you still keep an ear out for rattles and consider replacing the part at 150,000-mile intervals, regardless. A leaking intake manifold is still an issue on the V6, together with manifold absolute pressure (MAP) sensor failure that happens occasionally. This fault might trigger the P0108 or P0129 fault code.

Generally speaking, the Magnum engine family used in the second-generation Dodge Dakota appears to vary across users. Intake-manifold issues appear to be the most common flaw so this part should be upgraded regardless of condition. Timing chains are consumables and should be either replaced or upgraded at 150,000-mile intervals. Cylinder heads on the 5.9-liter unit are unlikely to cause trouble if your catalytic converter and cooling systems are sound.

If you come across a Magnum-powered second-generation Dodge Dakota that has been meticulously maintained, there is no reason why the engine shouldn't surpass 300,000-350,000 miles. Regardless, you may still come across some of these problems simply due to the age of the compact truck.

Mileage: Bad plenum gaskets are prone to leaks at any mileage. Cylinder heads crack are caused by catalytic converter problems or overheating rather than mileage covered. Timing chains are likely to last from 100,000 to 150,000 miles. Cam-position sensors may fail on the 5.2-liter when they get dirty or clogged. Catalytic converters will start to get clogged at 150,000 miles. This will happen sooner if you neglect the intake-manifold leak.

Cost: A plenum-gasket leak repair kit is available for about $185 excluding the cost of fitment. This replaces the plenum plate with a one-piece aluminum plate. A single-piece aftermarket intake manifold will be no less than $700 before installation costs. The upgraded dual-row timing-chain kit, and timing-cover gasket set will cost around $100, excluding installation. The 5.2-liter OHV's cam-position sensor costs about $30 before fitment. 46-state legal catalytic converters costs will range between $230 and $350 before fitment. 50-state legal cats are at least between $360 to $860. Cracked cylinder heads can be welded or repaired. The cost varies depending on how severe the damage is. New cylinder heads are scarcely available which means you may have to consider used parts which vary in price. Aftermarket cylinder heads are usually priced at $2,000 before the cost of fitment.

How to spot: Leaky plenum/intake manifold gaskets will cause excessive oil consumption, dirty spark plugs and oxygen sensors, a rough engine idle, misfiring, pinging, bad gas economy, and a reduction in power. It is advised that you open the throttle body visually inspectit for oil or sludge points which can point to a bad plenum gasket. Also consider removing the positive crankcase ventilation (PCV) valve to confirm that there is air pressure. Air should be coming out but if there is vacuum, it means that the plenum gasket is leaking. Cracked cylinder heads will result in overheating, misfires, oil and coolant leaks, milky oil due to coolant contamination, or oily coolant due to oil contamination. You should conduct a cylinder leak down test to confirm a cracked head. An elongated timing chain will likely commonly cause misfires, but may also rattle or cause rough idling or reduced power. Camshaft-position sensor failures cause hard starting problems, rough running, misfires, poor performance, and an illuminated Check Engine light. You'll also notice the P0016, P0340, P0344, P0345, P1341, P1391, or P1398 fault codes. Variable camshaft timing solenoid failure will be signaled by the P1388 fault code.

The more modern 3.7-liter V6 and the 4.7-liter V8 SOHC PowerTech/Magnum engine options for the second-generation Dodge Dakota are derived from the PowerTech powertrain family which was designed and developed by AMC and then launched by Chrysler in 1998. Both of these units share the same architecture, bore width, and 90-degree V angle. However, the V6 also features a counter-rotating balancer shaft mounted in the V to reduce vibrations that you may expect from a 90-degree V6. It has also been designed with crankpins that are offset by 30 degrees, resulting in even 120-degree firing intervals making it a smoother running powertrain. The engine block is made from iron and the SOHC cylinder heads with two valves per cylinder from aluminum.

Seeing that both of these are from the same design, they are also known to struggle with the same common problems. Overheating, particularly of the 4.7-liter engine, is a flaw that you may expect to experience with the PowerTech engines, which can lead to valve-seat failure. A dropped valve seat will lead to a loss of compression for the respective piston, which will lead to a reduction in power and engine misfiring. If you delay maintenance, you can also expect the lash adjusters to get stuck, causing problems with the rocker arms of a Dodge Dakota with a PowerTech Engine to pop out of position. The engines' small oil drain holes do not make this problem any better. As a result, you may experience increased carbonization of oil in engine hot spots such as the piston-ring landings. Using an engine oil with a too high viscosity will make this worse.

Oil sludge is also known to be an issue due to all of the previously mentioned problems together with a positive crankcase ventilation (PCV) system valve that is prone to failure. If any of these problems occur, you can expect to experience overheating, dropped valve seats, and blown gaskets. PowerTech engines in the Dodge Dakota can suffer from radiator cooling and overheating problems, particularly so on the 4.7, as we've mentioned. Cooling system-related fault codes consist of P0118 and P0128. A leaking coolant system will show the P1449 fault code. Common problems with the system include water leaks and water-pump problems for the Dodge Dakota. Valve-cover oil leaks are also known to be common on the PowerTech engine family as time passes and the miles pile up.

Consistent and professional routine maintenance with frequent oil changes every 3,000 miles and cooling-system flushes are likely to deter or prevent many of these issues. If you manage to avoid overheating and keep up to date with maintenance, these engines can be very reliable.

Mileage: PowerTech-related problems can start to surface at around 75,000 miles. If not given fresh oil frequently, oil sludge eventually causes engine failure between 90,000 and 110,000 miles. The average head-gasket failure mileage on the 4.7 due to cooling systems failing is around 120,000 miles.

Cost: Rebuilding the cylinder-head may cost more than $1,000 while lash adjusters are priced at around $10-$25. Usual cooling-system repairs on the 4.7-liter unit can cost between $200 and $500. Head gasket replacements can cost $1,600 while a new PCV valve is around $15.

How to spot: Visible oil leaks and ticking sounds are key indicators. You should also be on the lookout for coolant leaks and overheating if coolant levels drop significantly. A blown gasket may also occur if left unchecked for too long. Together with this, you'll notice milky oil and/or white smoke from the exhaust.

The second-generation Dodge Dakota's four-speed A500 automatic transmission options, consisting of the 42RE, 44RE, and 45RFE, struggle with several hot and cold weather transmission problems. The first part that may fail on all variations of the transmission is the solenoid which will be caused by the spring-loaded plunger. If this occurs you will notice the transmission struggle to change gears, an illuminated check engine light, and the possibility of the engine being sent into limp mode. The only way to resolve this is to change the solenoid that is at fault.

The A518 46RE used on the 5.9-liter Magnum OHV V8 is said to be the most problematic self-shifting unit in the second-generation Dodge Dakota. This is particularly true if you use your truck for towing. Problems with the torque converter and cooling lines may already emerge after 100,000 miles. If you have the 4WD drivetrain, you can also expect problems with the overdrive and reverse-gear assemblies, but all of the gears may fail. The only way to resolve transmission problems is to have the unit rebuilt or entirely replaced which is a costly endeavor. 1997 to 2004 Dodge Dakota pickup truck, including the Quad Cab 4X4, automatic transmission and torque converter failure will lead to problems with shifting and shifter, and overdrive shift selector difficulties. A failed transmission may also bring up the P0734, P0736, and P0740 fault codes. Transmission solenoid failures are indicated by the P0748, P0750, P0753, and P0760 codes. Transmission shifter problems will signal the P0950 and P0999 codes.

You can expect characteristics such as slipping gears, hard shifting, knocking noises, grinding or shaking when shifting, and leaking transmission fluids as key failure symptoms.

The aforementioned 45RFE models will sometimes struggle with a cracked transmission oil filter which is due to bad placement of the part. Because of this, it is advised that you routinely inspect the condition of the transmission oil filter, ideally during every lubrication service. A leaking transmission oil filter can not only put the longevity of the component at risk due to oil starvation. If it has cracked, it will need to be replaced. Transmission fluid pressure and temperature sensor codes include P0841, P0846, P0871, P0876, and P1710.

Mileage: Problems with the automatic transmission's spring-loaded plunger and solenoid start to occur may occur after 80,000 miles. The 46RE's multitude of problems usually become apparent from 100,000 miles. The 45RFE transmission is a lot more reliable but might struggle with a leaking oil filter after 60,000 miles.

Cost: Replacing one solenoid will cost $350 for parts and labor. A new 46RE transmission will cost close to $1,500 excluding the cost of fitment. A refurbishment will be closer to $800 for parts and labor. An oil and filter service will cost close to $400.

How to spot: A bad transmission solenoid will lead to an illuminated check engine light, engine limp mode, and struggles with gear shifts. 46RE transmission failure symptoms include slipping gears, hard shifting, knocking noises or grinding and shaking when shifting, and leaking transmission fluids. The 45RFE's bad oil filter will result in visible oil leaks. If left unattended for too long, oil starvation can lead to transmission failure.

With time, the second-generation Dodge Dakota's evaporative emission/pollution control system (EVAP) canister will develop problems due to wear and tear. Once the canister starts to internally rot and break apart, you'll notice its inability to efficiently purge excess fuel vapor. If this is the case, you'll notice a distinctive smell of gas from the gas tank or fuel-filter tube as well as an illuminated Check Engine light. The parts of the EVAP system that could start to wear include the system hose, charcoal vapor canister purge valve, fuel tank sending unit, fuel cap, and fuel filler neck. Once you identify which part has failed, the only solution is to have it replaced. EVAP fault codes include P0440, P0441, P0442, P0445, P0452, P0455, P0456, P0463, P0465, P0499, and P1494.

Mileage: No mileage has been attached to the Dakota's corroding EVAP system as it is based more on age.

Cost: EVAP component replacement ranges from $8 to $1,000 with labor costs being dependent on which parts need replacing. If you opt to replace all components in one go, you can expect to pay in the region of $2,500 for parts and labor.

How to spot: EVAP system leaks will lead to strong gas smells from the tank or fuel-filler tube together with an illuminated check engine light.

The second-generation Dodge Dakota's frame rust problems and body corrosion can become quite extensive. This is going to be more of a problem if you reside in the rust-belt areas or if the vehicle was used there. It is understood that the points of weakness are around the front and rear bumper areas but some owners have revealed that rust can form on the chassis as well. Rust is fairly easy to spot on the body, so if you notice it along the surface, be sure to have it inspected. Regardless of how severe it is, it is strongly recommended that you have any spots of rust treated before they spread to crucial structural components. The cost of resolving this is dependent on how far the rust has spread.

Mileage: Rust is more dependent on the conditions that the truck has been subjected to rather than the mileage covered.

Cost: It is difficult to pinpoint a cost as it is dependent on the condition of the rust. For a full respray excluding the fitment of new panels or welding repairs, you can expect to fork out $2,500 for the Quad Cab.

How to spot: Rust is visually evident so it is pretty easy to spot. However, under-body rust could have been covered up with rustproofing, so a vehicle should be properly inspected, especially if it's been used in rust-belt states or salted roads.

Dodge Dakota models can suffer from a cracking dashboard due to the use of cheap plastic but some experts believe it could also be due to a poor molding process. Dodge has gone on record to admit that this is a cosmetic problem, so no recall or service bulletin was ever issued. There's no mileage attached to a cracking dashboard as it is more caused by age and general degradation as the material breaks down with time. Interiors that are exposed to the sun will deteriorate faster, but this appears to be an issue that occurs with every car eventually with the only viable solution being to have the entire dashboard replaced. If you want to extend the life of your dashboard, take special care by covering it with a sun shield when parking on a sunny day. You should also consider applying a high-quality dashboard protectant whenever you have your interior cleaned.

Mileage: A cracking dashboard is more dependent on age and sun exposure than distance traveled.

Cost: Aftermarket interior companies sell an uprated quality dash for about $420 excluding the labor cost to have it fitted.

How to spot: Cracking dashboards will be visually apparent with time and usually start to occur along the top part of the surface and around the air vents.

The second-generation Dodge Dakota appears to struggle with a failing braking system due to a bad master cylinder. It's not clear what causes the part to wear prematurely and Dodge has not admitted to any manufacturing defect because no recall or service bulletin was ever issued. It's understood that the root of the problem is wear that allows fluid to bypass the cylinder, which results in little to no braking pressure. The only solution to permanently resolve this is by fitting a new master cylinder. You'll also need to bleed and service the braking system when you conduct this repair. It is understood that this problem is more prevalent on Dodge Dakota models with the standard braking system. A failed master cylinder on the 1997 to 2004 Dodge Dakota will lead to problems with the rear ABS module, inactive front and rear brake discs and calipers, and a low brake pedal.

Mileage: Brake master cylinder failure can happen as soon as 80,000 miles.

Cost: Replacing the brake master cylinder on the Dakota together with a flush and service will cost close to $600.

How to spot: A failed brake master cylinder will lead to an inability to effectively stop the car and a noticeable lack of pressure from the braking system leading to high pedal pressures and difficulty stopping the truck.