Notes: This sports coupe shares a chassis with the Chrysler Sebring. The Avenger is, in fact, a Chrysler design, and was built in the Mitsubishi plant in Illinois. The Sebring and the Avenger differ primarily in the grille and headlights, and in the fewer standard features and less luxury present in the Avenger. The Avenger came in Base and ES models; Base models had a 140-horsepower I-4, while the ES had a 155-horsepower V-6 (though the I-4 was an option on the ES). The Base model could have a manual transmission, with an automatic as an option, but the ES came only with an automatic transmission. Dual front airbags are standard on both the Base and ES models; antilock brakes are standard on the ES and optional on the Base. Other options included power windows and locks, cruise control, and 4-wheel disc brakes.

1996 brought little changes, but the ES gained higher-quality seat fabric and 8 more horsepower for its engine. 1997 Avengers had revised front and rear ends, and the ES gained fog lamps, but again, little else changed. A Sport package was introduced in for the Base model in 1998, with a better suspension, the ES’s V-6 engine, a spoiler, and larger wheels, along with a sway bar. There was again little change for 1999, but the I-4 engine was deleted from the Avenger.

2000 saw many changes for the Avenger, with many formerly optional features becoming standard. The Base model now had standard power windows and locks, cruise control, 4-wheel disc brakes, and larger wheels. The ES had those features as well as leather upholstery and remote keyless entry. The Avenger was dropped from the Dodge line after the 2000 model year, replaced by a Stratus coupe.

The base 4-cylinder engine isn't very satisfying, and most buyers, except for those more interested in fuel economy than performance chose the V-6. Unlike most sports coupes, the rear seats in the Avenger are actually comfortable for adults. Getting into the back seat can be difficult, as the opening is too small, especially for large people. The rear seats are split folding for larger cargoes, and the trunk is also large for a sports coupe. You do sit low in this car; however, visibility in most directions is good, except to the rear due to a high shelf, narrow window, and thick roof pillars. Instruments are easy to read. Most controls are easy to reach, except for the stereo. Handling is excellent, even in tight turns, and the Avenger grips the road well, even in wet or icy weather. However, noise is high and the ride is rather choppy.

Twilight 2000 Notes: the 1996 model year was the last for the Avenger.

When the Caravan series came out in the early 1980s, it was one of the first minivan designs. 1991 brought the first major overhaul to the design since its inception. The vehicle comes in the Base Caravan design (the 3-door van), or the long wheelbase Grand Caravan, over 37.3 centimeters longer. The base engine is a 100-horsepower I-4 coupled to an automatic transmission. The Grand used a 141-horsepower V-6, also coupled to an automatic transmission. An optional engine for both was a 150-horsepower V-6, also with an automatic transmission. AWD versions were also available, with more capability on slick pavement and somewhat better performance on surfaces like dirt roads; they were available only with 150-horsepower V-6 engines. The AWD system is unusual in that there are no low-range gears on its transmission. The exterior and interior were both restyled from previous models; exterior corners were rounded off, making it slightly more aerodynamic, and the glass area was increased for better visibility. The Caravan shares a chassis with the Plymouth Voyager and the Chrysler Town & Country of the period. Antilock brakes were an option for both the Base and Grand. The Grand version has two bucket seats up front, a two-person bench seat in the middle (with bucket seats an option on the Grand), and a 3-person bench seat in the rear; the Base version does not have the third row seat.

1992 brought a driver’s side airbag, and optional integrated child safety seats on the second-row bench. (These child safety seats are designed for children weighing between 11-18 kilograms.) One more horsepower was added to the Grand’s engine, and manual transmission was an option on both models. The 1993 Caravan had front seat belts with a height-adjustable mounting point for the shoulder belt. If the Caravan has second-row bucket seats, the right seat folds forward to allow easier access to the third row seat. The 1994 model was given a passenger-side front airbag, and side door beams were added top increase structural strength. The new airbag necessitated a redesign of the dashboard and console. AWD was now limited to the Grand model, but antilock brakes were standard on the Grand (and now unavailable on the Base model). Exterior styling also changed somewhat, with new bumpers and side moldings. The 150-horsepower V-6 was given a boost of 12 horsepower, and it was joined by a high-torque V-6 that also produced 162-horsepower. 1995 brought little except new trim packages, in preparation for a major redesign the following model year.

Performances with the 4-cylinder or base 6-cylinder engines are somewhat lacking, and most people chose the 150-horsepower or 162-horsepower V-6s. The standard versions come with front-wheel drive; however, all-wheel drive versions are available, and these versions have far better handling and traction, albeit at the expense of harsh ride. The manual transmission tends to be a bit balky. Body lean in turns can be a problem. Grand versions seat 7 people, but this many people can be quite a squeeze. The middle and rear seats can be removed; however, each weighs nearly 50 kg and are quite cumbersome to remove. The dashboard hangs a bit low, and tall people may find themselves bumping their knees. Towing is 1.2 tons with the 100-horsepower I-4, 1.54 tons with the 141-142-horsepower V-6’s, 1.73 tons with the 150-162-horsepower V-6, and 1.9 tons with the 162-horsepower high-torque V-6.

These descendants of the original Caravans improve on their forbearers in interior space, cargo and towing capacity, engine power, and handling. The new Caravan is equipped with a plethora of nooks, crannies, and stowage bins, including a cabinet for a good amount of cassettes or CDs (depending on how the minivan is equipped). Locks, windows, steering, and brakes are all power assisted. They are more aerodynamic in shape, and once again are available in Base and Grand Caravan versions. Both of these came in Base, SE, LE, and ES trim levels. A passenger-side sliding door was standard; another one on the driver’s side was an option. At the beginning of the 1996 model year, antilock brakes were standard, but they quickly became only an option for Base models. All of the 1996 Caravans have front-wheel drive. The base engine was a 150-horsepower I-4, but 150-horsepower, 158-horsepower, and 166-horsepower V-6s were options. The I-4 and the 150-horsepower engines were coupled to a 3-speed automatic transmission, but the others had a 4-speed automatic transmission.

In 1997 AWD Grand Caravans were available if the Grand Caravan was above base trim level. The AWD Grand Caravans had 4-wheel disc brakes. Low-speed traction control became an option for LE and ES trim levels. The 1998 model year brought the 4-speed transmission to the 150-horsepower V-6. The high-end 166-horsepower engine was given a boost to 180-horsepower. The front seats got hooks on the back for bags, and the ES trim level got automatic headlights. 1999 saw the addition of a cargo net between the front seats, an optional AutoStick transmission (which allows the vehicle to be driven as an automatic or a clutchless manual), child safety seats on the second row buckets, optional captains chairs instead of standard second row bucket seats, and an optional Sport package for the ES with a new grille, fog lamps, and a rear spoiler. 2000 saw the addition of a full Sport model, replacing the Sport ES and available only for Grand Caravans. A variant of the ES model, it had AWD, the top-end 180-horsepower engine, a load-leveling suspension, fog lights, and a rear spoiler. All models gained an AM/FM/Cassette, and air conditioning was now a standard feature instead of an option. A rear-seat VCR entertainment system was an option for all models.

Handling is more like a large sedan than a minivan, holding the road well and showing stability in turns. The noise level can get high at highway speeds, but they are otherwise very comfortable for long-distance travel. Another sliding door has been added to the driver's side for easier access to the passenger area. The dashboard is narrower and does not hang as low for more comfort, and the layout is revised to all gauges are easily read and all controls are easily accessible. The seats are larger and more comfortable in all three rows. The one unfortunate feature of the earlier Caravans that has been carried through is the huge and bulky removable middle and rear row of seats. Towing is 1.48 tons with the 150-horsepower I-4, 1.56 tons with the 150-horsepower V-6, 1.8 tons with the 158-horsepower V-6, and 2.13 tons with the 166-horsepower V-6.

Twilight 2000 Notes: Production of this version of the Caravan did not get beyond the 1996 model year.

*With a VCR entertainment system, add $150.

Notes: Redesigned for the 2001 model year, the Caravan had new exterior and interior styling, more powerful engines, and some new tricks. The Caravan came in standard (SWB) versions and extended (LWB) Grand versions. The wheelbase was the same as the 1996-00 Caravan, but the body length grew by 7.62 centimeters and the width grew by some 5 centimeters. There were three models (in addition to the two lengths): the SWB version came in SE and Sport models, while the Grand came in those two models plus the posh Grand Caravan ES. All models and wheelbase lengths seated seven. The dashboard was redesigned, and the center console could be situated between the first or second-row seats and had a power outlet. The new Caravan had a rear shelf which featured pop-up storage dividers that could be positioned at mid-level or floor positions. Dual front airbags were standard, and front side airbags were options. Front-wheel drive was standard, but the Grand Caravan could have optional all-wheel drive. The base engine was the same 150-horsepower I-4 as the previous generation (and standard in the SE), but other models got a standard 180-horsepower V-6. AWD Grand Caravans had as standard a 215-horsepower V-6, and this engine was also an option for the Grand Caravan ES. All were coupled with automatic transmissions only, with a 3-speed one for the I-4 and a 4-speed transmission for the two V-6s. The standard gearshift was on the steering column, but the Grand Caravan ES could have an optional AutoStick. Antilock brakes were standard on all models except the SE, where they were options. The Caravan had a sliding door on each side, but only the passenger-side door was powered, except on the Grand Caravan ES, where both were powered. Grand Caravans of all models could also have a power liftgate in the rear. The third row of seats do not fold flat into the floor, but are split folding. All seats could also recline or fold forward, and the second and third row could be removed, with the third row splitting in half for this purpose (and weighing almost 25 kilograms apiece). Other options included a rear-seat VCR entertainment system and a navigation system.

The 2002 model year supplemented the VCR option with a DVD entertainment system option (either or, not both at once). A new higher-end model, the eC, was introduced, with an extremely posh interior and virtually all options fitted. The Grand Caravan had two new high-end versions, the eL and eX models (though the ES was still the top dog). By 2003, the Caravan was the best-selling minivan in the US. A power sunroof became an option on the Grand Caravan ES. The power liftgate became standard on the eX and ES, and optional on other Grand Caravans. Power-adjustable pedals became options, but the AutoStick option was no longer available for any Caravan. In 2004, a new option package was available. Called the Grand Caravan SXT, it was basically a 20^th anniversary model which included chrome alloy wheels, a standard DVD entertainment system, a CD changer, leather upholstery, and unique trim. The 2005 model year brought the Caravan optional side curtain airbags which protect all three rows of seats. Trim levels were now only SE and SXT. The Grand Caravan SXT has standard traction control, but AWD was no longer offered on any Caravan model; neither was the 215-horsepower V-6, replaced by a 207-horsepower V-6. Antilock brakes were standard on the Grand Caravan and optional on the regular-length SXT. A knee driver’s airbag was standard for all versions. Other new options for all models included a tire inflation monitor, UConnect (which offers a built in wireless link between a cell phone and the audio system), a roof rack, a roof storage bin, and a large first-aid kit. A standard feature for the Grand Caravan SXT only was Stow ‘n Go seats, in which the second and third-row seats fold flat into the floor.

The Caravan of any model labors with the 4-cylinder engine, but the V-6s give it good performance and power except in the Grand Caravan, where the 180-horsepower V-6 still makes the vehicle sluggish. The AutoStick feature was a welcome option, missed by many after its deletion. The ride is smooth even in SWB versions, and even better in Grand Caravans. Braking is adequate on most models, but the 4-wheel disc brakes of the Grand Caravan ES and AWD models make braking quick and secure. The low step and wide doors of the Caravan makes getting in and out easy, even for tall adults. The interior room for passengers is quite comfortable, as are the seats. The second row of seats still have the integrated child safety seats of the previous generation. Visibility is excellent except to the rear, where the high headrests impede vision. The controls are easy to reach and manipulate, but the cupholders block the CD player.

Twilight 2000 Notes: These Caravans are not available in the Twilight 2000 timeline.

*With a VCR entertainment system, add $150. With a DVD entertainment system, add $200, with a navigation system, add $10,000. With UConnect, add $100.

Notes: This was one of the original budget cars. It bears little resemblance other than name and low cost to later Colts. With the 1985 Colt, you got little more than a subcompact car, with damn little in the way of frills or extras. The engine is a pathetic little 68-horsepower I-4, which gets great mileage but give little in the way of performance. Only manual transmissions are available for these Colts. The base Colt may be little more than basic transportation, but the Colt Premier sedan is much better, having a 102-horsepower turbocharged I-4 and a somewhat more plush interior. 1985 Colts come in 4-door sedan versions, 3-door hatchback, and 5-door hatchback versions. All hatchbacks have folding rear seats.

1986 brought little but cosmetic changes, but the 5-door hatchback was dropped from the line. In 1987, more cosmetic changes were made, including exterior restyling such as flush aero headlights. A Colt DL station wagon joined the line for 1988, but little other changes were made other than a boost of 3 horsepower for the top-of-the-line engine.

Despite their light construction, they do surprisingly well in crashes, and many times the driver and passengers will walk away from even severe wrecks. However, these vehicles are not equipped with airbags or antilock brakes. Interior room is only marginally better in the front than the later model and even worse in the back seat, where in hatchbacks adults will be lucky to fit in the back seat, though sedans fare better in this department. However, there is a lot of cargo room due to the hatchback construction. Even a base Colt is pretty agile however, handling sharp turns and other maneuvers with surprising ease (except for acceleration maneuvers). All engines are very noisy.

Notes: This version of the Colt has somewhat better engines, and a rounder, longer, wider, and taller body. The previous 4-door sedan disappeared from the lineup, but the 3-door hatchback and 5-door wagon remained. The wagon was virtually unchanged from its previous version, but gained optional AWD. The base engine for the hatchback was an 81-horsepower I-4, while for wagons with AWD it was an 87-horsepower I-4. Transmissions could be manual or automatic. The high-end Colt, the Colt GT, used a turbocharged I-4 developing 135 horsepower and was available in the hatchback version, and also had more amenities.

1990 saw the turbocharged I-4 replaced by a non-turbo I-4 version of the same engine, developing 123 horsepower. The 1991 model year saw the base engine jump in power to 92 horses. 1992 saw little other than cosmetic changes for the Colt, in preparation for a redesigned Colt in 1993.

As the Colt grew, so did the head and legroom, as well as cargo space. All could be better, and the back seat was still a tight fit for adults; though rated for three, two fit much better, especially if they are children. However, the performance of this version of the Colt is better than its predecessors, and it handles very adeptly. All-around visibility is excellent; the driving position and passenger seat are low and comfortable. The low-end engines are a bit underpowered, but the high-end engines make the Colt quite sprightly, though the turbocharged I-4 does suffer from slight turbo lag when shifting gears or accelerating quickly.

Notes: This is a simple subcompact designed for first-time new car buyers, being cheap, mechanically reliable and simple, and with a small but decent array of options. The 3-door hatchback disappeared, replaced by a 2-door coupe, and a 4-door sedan reappeared. The wheelbase actually grew by 5 centimeters. There are two versions, a Base and a GL version, with the difference being primarily in the exterior trim and interior accessories. Two engines were available; a 92-horsepower I-4 was standard for the coupe, and a 113-horsepower I-4 was standard for the sedan. 5-speed manual transmission was standard for both, but 3 or 4-speed automatic transmissions were options. Antilock brakes were an option on the GL trim level sedans, and the GL also used 14-inch wheels instead of the standard 13-inchers. Power steering was an option for all versions.

1994 brought a driver’s side airbag to the Colt. Power steering became standard on Colt sedans. The coupe got a new facia, and a new ES trim level sedan was introduced with special paint, trim, and interior improvements and accessories. The ES sedan had the 113-horsepower engine, which was also an option on ES-level coupes. The Colt was dropped after 1994, replaced by the Neon.

The engines supplied are not powerful, but they are economical, with good gas mileage. The ride is OK, but gets better if the suspension with 14-inch (as opposed to the base 13-inch) wheels is installed. Power steering is an option, as are antilock brakes, but there are airbags for the driver starting on the 1994 model. The dashboard and control are laid out well, and there are plentiful cupholders, pockets, and storage bins. The back seat is cramped (on the coupe, it actually has less legroom than the former hatchback), and getting into it on 2-door models is difficult for adults. Doors are a bit small. The trunk size is modest, but it opens wide. This vehicle was built in Japan, but sold primarily on the North American market. These vehicles are known for their bodies to be prone to rust and not very durable.

Twilight 2000 Notes: Any of these Colts found in 2000 will probably be in rather poor shape, but the mechanical components will probably still be good.

Notes: This car is basically the Colt of the period on a longer and taller chassis, to carry more cargo or passengers. It is actually a Japanese design, built in Mitsubishi’s plants in the US. The Colt Vista started off with front-wheel drive in 1985, but in mid-model-year gained full-time 4WD. The design features 4 standard doors and a hatchback. The engine is an 88-horsepower I-4. There are three rows of seats, and both fold flat to increase cargo space, or fold back to create a faux double bed. Few changes were made to the Colt Vista until 1988, when a 96-horsepower I-4 became available, though in 1986 shift-on-the-fly capability became an option, and in 1987 the center seat no longer folded.

The front and back seats are basically the same as in the Colt with a little more room, but there is also a folding rear seat that is best suited for youngsters. The engines until are way underpowered, but gas mileage is good. Both engines are noisy and gruff-sounding, even when simply cruising down the highway. Acceleration simply sucks, regardless of the engine, which makes passing, pulling onto the freeway, or even climbing steep hills problematic; the added weight of 4WD just makes it worse.

Notes: This is a midsized pickup, made for the market niche between the compacts like the Chevy S-10 and large pickups like the Ford F-series. 1990 Dakotas came in three versions, a SWB version with a 1.98-meter-long bed, a LWB version with a 2.44-meter-long cargo bed, and a Club Cab version with a 1.98-meter-long bed. The Dakota had a bench front seat, but twin bucket seats were an option. The Club Cab also has a bench rear seat, with a stowage bin under the hinged seat cushion. Rear antilock brakes were standard on all models. The buyer had a choice of a 99-horsepower I-4 engine or a 125-horsepower V-6. 2WD was standard, while 4WD was an option for the SWB and LWB versions. Transmissions were standard manual, with automatic as an option.

For 1991, a 165-horsepower V-8 became available as an option on all versions, and the base I-4 engine received a power boost to 120 horsepower. All Dakota versions got a new front end with a more modern grille and bumper design. The nose was also extended by about 7.5 centimeters. An LE and a Sport trim level were added to the line; the LE was plushier inside and had special trim and aerodynamic headlights, while the Sport model also had special trim, including a body-colored grille, front air dam, fog lights, and a chrome roof bar with off-road lights. The sport model also had standard 4WD. 4WD was also offered as an option for Club Cab Dakotas.

1992 saw power boosts for the V-6 and V-8 engines – the V-6 developed 180 horsepower, and the V-8 a mighty 230 horsepower. The I-4, on the other hand, lost power, to 116 horsepower. 1993 brought 4-wheel antilock brakes to the Dakota (which was the first time a pickup truck was sold in the US with such a brake setup). They got a stainless steel exhaust system and recontoured seats. 1994 gave the Dakota a driver’s side airbag, a padded driver’s side knee bolster, and side door guard beams. In the 1995 model year, a shift interlock was added to manual transmission versions, and a plushier 2WD Sport Club Cab Dakota joined the lineup. 1995 brought a new "Magnum" I-4 engine as the base engine, and power grew back to 120 horsepower. Electronic controls went into the automatic transmission versions.

The seats in the Dakota are known for being uncomfortable, especially in early models, unless you get the optional Club Cab. There is not much storage space behind the seats in the regular cab model, again unless you get the Club Cab. The rear seats in the Club Cabs are hard to get into and one's knees tend to bump into the front seat backs. The lever to operate the 4WD mechanism is low and mounted well forward, and the driver must reach under the dashboard to use it. Other controls are easy to reach, and the dashboard is well-laid out and clearly marked. The base 4-cylinder engine is inadequate unless you don't carry much cargo, and the V-6 tends to labor hard when towing or carrying large loads, especially in the later high-power iterations. Versions with rear-wheel-only antilock brakes tend to have those rear wheels lock in hard stops, though later versions with 4-wheel antilock brakes do not have this problem. Towing ability is 700 kg with the I-4 engine, 1.09 tons with the V-6, and 1.43 tons with the V-8.

*Add 25% to off road speeds with 4WD.

Notes: This is an improved version of the Dakota. Body styling has been changed (more aerodynamic), and the frame is stiffer for better handling and a smoother ride (especially true on 2-wheel drive models). Standard features now included dual front airbags. Again there are SWB, LWB, and Club Cab versions of the Dakota, with the same size cargo beds. Drive wheels went to the rear, or optional 4WD on demand was available (again, the 4WD is meant only for off-road use). Rear antilock brakes were standard, but 4-wheel antilock brakes were an option on all models. The base engine was a 120-horsepower I-4, but a 175-horsepower V-6 or a 230-horsepower V-8 were options. Standard transmissions were manual, but automatic transmission was available as an option.

1998 gave the Dakota a deactivation switch for the passenger-side airbag; this was primarily to protect children riding in standard cabs, since they have only one seat. About mid-model-year, a high-performance version of the Dakota, the R/T, became available; this version of the SWB had a 250-horsepower V-8 engine with automatic transmission, a sport suspension, and larger tires (but was available only with 2WD). 1999 gave the Dakota power windows and a redesigned overhead console which made controls easier to get at. In addition, the headlight knob was made a simple rotary knob, whereas in previous Dakotas, one had to both pull and turn the knob. The 2000 model year brought a new 235-horsepower V-8, replacing the earlier 230-horsepower V-8; unfortunately, this new engine, though smaller in size, does not have quite the torque of the earlier engine. In addition, a 245-horsepower V-8 was introduced as a new option. Mid-season, a Quad Cab version came out, differing from the Club Cab primarily in having rear doors. The LWB model was abandoned, leaving only the SWB, Club Cab, and Quad Cab, each with the same cargo bed. The 2001 model year gave the Dakota an unusual standard feature: a universal garage door opener (for use with houses so equipped). Sport and SLT trim packages were added, with alloy wheels, larger wheels, and optional handling and trim packages. The dashboards and consoles were redesigned for ergonomics, and the 4x4 control lever was moved to a more accessible position on the dashboard. The 2002 model brought little but cosmetic changes, but a more plush SXT version was introduced which had front bucket seats instead of a bench seat. For 2003, the I-4 engine was finally dropped entirely, and the V-8 could get a 5-speed instead of a 4-speed automatic transmission as an option. Larger wheels were installed on all models, and even larger ones on the R/T. Rear seats on the Club and Quad Cabs could be equipped with the LATCH system, which is an anchoring system for child car seats. A special Stampede edition was added mid-year, which gave the Dakota a special trim package and a special suspension package known as the Tire and Handling Group. In 2004, the 245-horsepower V-8 was dropped, and the 175-horsepower V-6 was replaced with a new V-6 developing 210 horsepower. The R/T model was also dropped in 2004.

This version of the Dakota is roomier than most pickups of its class, but the rear seat in the Club Cab is still cramped, and getting into it is difficult. The rear doors of the Quad Cab are not really full-sized, and though getting into the back seat is not as difficult, it can still be a squeeze. The rear seat can be folded upwards to give access to two underseat storage compartments. The dashboard looks modern, but is constructed of flimsy plastic that is not very durable. 2WD versions feel very solid and give a smooth, easy ride; 4WD versions feel noticeably less solid and can jiggle quite a bit over rough surfaces. R/T models can deliver impressive performance, but also the roughest ride of all the Dakotas of this period. Visibility is excellent all around, even on Club and Quad Cabs. Towing capacity is 700 kg with the I-4, 1.09 tons with the V-6, 1.45 tons with the 230 hp V-8, 1.43 tons with the 235 hp V-8, and 1.67 tons with the 245-250 hp V-8.

Twilight 2000 Notes: Like many civilian vehicles of this type, the lion’s share of production after the 1995 model year went primarily to military, police, and civilian concerns, until production was finally shut down in 1997. Most of the Dakotas produced for the military, police, and government were 4WD versions; the police preferred the Crew and Quad Cab, while the military preferred LWB standard cab versions. The government took whatever was available.

*With bucket front seats, reduce Crew Rating by one.

**With 4WD, add 25% to off-road speeds.

Notes: The Dakota was redesigned for 2005, growing in size to nearly full-sized proportions (though still classed as a compact pickup). The standard cab type disappeared, leaving only the Club Cab and Quad Cab. The Club Cab version has a 1.98-meter-long bed and rear doors which are hinged at the rear and cannot open without the front doors being opened first. The Quad Cab version has independent rear doors hinged at the front and a 1.62-meter bed. The Club Cab has bucket front seats; the Quad Cab has a bench front seat and seats one more person. The base engine is a 210-horsepower V-6, but a 230-horsepower V-8 or a 260-horsepower V-8 are optional. 4-speed automatic transmissions are standard for the first two engines, with a 5-speed automatic transmission being standard for the 260-horsepower V-8 and optional for the 230-horsepower V-8. Trim levels are ST, SLT, and Laramie. 4WD is available as an option, as is AWD; the 4WD setup is not meant for pavement. Rear-wheel antilock brakes are standard, but 4-wheel antilock brakes are an option. Dual front airbags are standard; side-curtain airbags protecting both rows of seats are an option. Other available options are satellite radio and UConnect (a built-in hands-free interface between a cell phone and the audio system).

The V-6 is basically underpowered for the 2005 Dakota, since it is almost as heavy as a full-sized pickup. The 230-horsepower V-8 is a good engine choice, while the 260-horsepower performs really nicely. Towing for the 210-horsepower V-6 is 1.43 tons; with the 230-horsepower engine, 2.26 tons, and with the 260-horsepower engine, 3.24 tons. The Dakota of this period rides very smoothly, without the jiggle and bouncing that is typical of compact pickups. Body lean is noticeable but controlled. Interior noise is mostly well-muted, though there can be some loud wind rush at high speeds, and the V-6 engine can get loud when labored. Steering also has a good feel, again atypical of trucks of this class. Interiors of both the Club and Quad Cabs are surprisingly spacious, though the rear seat of the Club Cab is more comfortable for two adults than three. There are a lot of little pockets and bins inside the cab, offering many stash spaces.

Twilight 2000 Notes: This version of the Dakota does not exist in the Twilight 2000 timeline.

*Add $200 for satellite radio; add $100 for UConnect.

**Reduce off-road speeds by 25% if not equipped with 4WD.

Notes: This is a sports coupe that was popular and good seller until discontinued in 1993 to make room for the Stratus. Two versions were produced in the 1985 model year: the base Daytona, and the IROC (International Race of Champions.) A friend of mine in the Army had an IROC; it would accelerate quickly to 40 kph with only an initial touch on the gas pedal, then taking his foot off of it. The 1985 model had a 97-horsepower I-4 as a base engine, with the IROC having a 146-horsepower turbocharged I-4. Either could have an automatic or manual transmission. The rear seats are folding to increase cargo space.

In 1986, the Daytona Turbo Z was introduced; it had the turbocharged I-4, but boosted slightly to 149 horsepower. The C/S (Carroll Shelby) handling package was also introduced, a sport-type package. The base engine grew to 99 horsepower. 1987 introduced a new 96-horsepower I-4 as the base engine, and a new version, the Daytona Shelby Z, was equipped with a 174-horsepower turbocharged I-4. Little changes were made for 1988, but in 1989 the earlier turbocharged I-4 engine was replaced by a larger one developing 150 horsepower. 1990 brought the Daytona a driver’s side airbag, and optional electronic variable suspension, as well as an improved manual transmission, and also brought an optional 141-horsepower V-6 to the IROC version. In 1991, the 150-horsepower engine was improved by two horsepower, and got a big increase in torque; the base engine was also improved to 100 horsepower. The 1992 model year introduced the IROC R/T, with a turbocharged 224-horsepower I-4, and was the most powerful of all the Daytonas. In addition, exterior styling was facelifted, and antilock brakes were an option for all Daytonas. 1993 brought few changes to the Daytona family other than cosmetic, and after the 1993 model year, the Daytona was dropped.

The Daytona performs very well in crashes, doing a good job of protecting the occupants. Ride is not the strong suit of Daytonas, being stiff and choppy in its softest form. The engines of IROCs and Turbo Zs can get rather loud. Base engines deliver somewhat anemic performance, but good gas mileage. The headroom is barely adequate in front for the tall, and the rear seats seem to be sized for children. The seats are low, and the long, tall doors and thick roof pillars make for a rather closed-in feeling. Visibility is adequate, but only just so.