Dodge Dakota Production Ends Next Week, As Small Pickups Show Few Signs Of Recovery

Edward Niedermeyer
by Edward Niedermeyer

Few will be surprised to hear that Chrysler Group will end production of its Dakota compact pickup truck next Tuesday, as sales of all small-to-midsized pickups have cratered over the last decade. Indeed, the Detroit News reports that the end of Dakota production will result in the layoffs of only 39 employees, although that number may climb as high as 150. In any case, the end of Dakota production is just the tip of the iceberg: Ford’s Ranger goes out of production in December of this year, and GM’s Colorado/Canyon twins will be discontinued sometime next year. Though Dodge plans to bring a minivan-platform-based AWD “lifestyle pickup” to market as a 2014 model, and Chevy is planning to build a North American variant of its new Global Colorado for the 2015 model-year, we’re looking at a several-year interlude in which no American OEM will offer a small pickup in the US. And looking at this chart, you almost can’t blame them…

Well, almost. The reality though, is that the OEMs are as much to blame for the weakness in this segment as consumers. The market for small pickups was born in the oil-crisis and CAFE-wracked 1970s, when tiny, efficient Japanese pickups flooded the market and created a booming segment that had long been filled by old, cheap-but-thirsty used trucks. Compact pickups sold well into the late 1990s, when a strange new dynamic hit the market: with gas cheap and SUV and full-sized truck sales booming, sales of compact truck trucks began to slide. And, strangest of all, when manufacturers replaced aging pickups with larger new (or at least new-ish) models, the sales declines only picked up speed.

First up was the Ranger, which received its last real redesign in 1998. Though it was redesigned with only a slightly longer wheelbase and an extra three inches of cabin length, Ranger sales peaked in 1999 and crashed precipitously thereafter. Of course, Ford was selling jillions of Ranger-platofrmed Explorers at the time, so the Ranger’s decline was not seen as a huge problem.

Though sales of most, though not all, compact/mid pickups were already in decline by the mid-1990s, the 2004 and 2005 model-years marked the real turning point in the market. Colorado replaced the aging S-10, larger, wider, and heavier than the S-10, the Colorado was also offered with a V8, an option that seemed out-of-touch with the compact pickup market brief. Strangely, sales of the S-10 had started to flatten off before the introduction of the Colorado sent Chevy’s small pickup sales into an even steeper tailspin after a slight bump in the Colorado’s first full year of sales. Over at GMC, which never sold many compact pickups, the pattern repeated itself (please note: Chevy/GMC sales combine new and outgoing models during overlap years). If anything, the contrast was even more marked for Dodge, which moved Dakota to a more Ram-related platform for its 2005 redesign. Again, after a one-year pick-up in sales, Dakota sank like a rock.

Nissan’s Frontier and Toyota’s Tacoma are more complicated studies, especially because they grew even more than the domestic counterparts when they were redesigned in the middle of the last decade. Both grew into what we now call the “midsized pickup” class, becoming considerably larger, heavier and more powerful. For the first half of the 200’s, Nissan and Toyota enjoyed largely flat sales in a crashing segment, but after 2006 they took a beating along with the domestic competition. Toyota enjoyed strong years in ’05 and ’06, replacing the Ranger as the top-selling “compact/mid” pickup, but by 2007 the declines were already beginning. Nissan’s sales were already growing when the new Frontier hit, and although its decline was one of the smallest and its 2010 recovery was one of the strongest in the segment, it’s clear that its bigger-heavier-more-powerful redesign did nothing to broaden its appeal.

It’s not surprising that manufacturers grew their once-compact pickup offerings during the cheap gas era of the late 90s and 2000s. After all, what consumer buys an entry-level product and without wishing for a little more of everything? But as gas has gone up, offering the customer more has eliminated the compact pickup’s raison d’etre: affordable, efficient utility. And now, rather than addressing that need anew, the American OEMs are abandoning the entire segment as a stagnant losing game. Perhaps the loopholes pushed into new CAFE laws will justify that approach, and the compact pickup market as it once existed is gone for good. But if you look beyond America, it’s clear that most of the world still appreciates smaller, more-efficient and ruggedly-utilitarian transport. Perhaps at some point, a manufacturer that offers such vehicles abroad will bring them to the US, re-kindling the smothered embers of compact pickup demand. Given the way the market has been abandoned, such a gamble seems worth the risk.

Edward Niedermeyer
Edward Niedermeyer

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  • Cheezeweggie Cheezeweggie on Aug 23, 2011

    Now that I have a utility trailer, my Frontier is the last pickup (of many) that I'll own. A compact SUV with a hitch will do nicely.

  • Cyberpine Cyberpine on Aug 26, 2011

    Very interesting Chart indeed. Buying a car is huge investment.. Anybody who think just cause a Foriegn car is made in the USA that it's the same as buying American does not get it. I drove a late 80s s10 v6 for 5 years and then a 90s Ranger i4 for 10 years and now I've drive a 2010 Dodge Ram full size quad with a Hemi and MDS. It seems no mater what I drive I get around 15mpg because I like driving with the windows open, mounting wide tires and I just have a lead foot... so I might as well drive something with an engine that can tow. The Ram is a big, bueautiful, powerful truck. But dispite MDS, i only avg about 13mpg. But it's 400hp! Honestly it's really way too much truck for me in size and power, but really the best deal for the price and fuel economy difference... and that is the story of small trucks. Likley, the answer to the small truck is a midsize Unibody front wheel drive with an easy fold down Midgate that extends a small high bed that has a trunk under it. If they can make it at least look aggressive and it can tow 4000lb without bending and return 300+hp and 25mpg City real world for under 20k then your casual home use truck consumer won't have to buy a full size truck. Period. I'm hoping to see something liket the 2001 K5 concept or of course the 2006 Dodge Rampage concept. But chances are what replaces the small trucks of today is a 150hp Prius with a napsack cut out the back that can only tow 2000lb for the price of a Ram, Silverado or F150.

  • Rust-MyEnemy Whoa, what the hell is wrong with Jalop1991 and his condescension? It's as if he's employed by Big Plug-In or something."I've seen plenty of your types on the forums....."Dunno what that means, but I'm not dead keen on being regarded as "A type" by a complete stranger"" I'm guessing you've never actually calculated by hand the miles you've driven against the quantity of gas used--which is your actual miles per gallon."Guess again. Why the hell would you even say that? Yes, I worked it out. Fill-to-fill, based on gas station receipts. And it showed me that a Vauxhall Astra PHEV, starting out with a fully charged PHEV battery, in Hybrid mode, on my long (234-mile) daily motorway daily commute, never, over several months, ever matched or beat the economy of the regular hybrid Honda Civic that I ran for a similar amount of time (circa 5000 miles)."You don't use gasoline at all for 30-40 miles as you use exclusively battery power, then your vehicle is a pure hybrid. Over 234 miles, you will have used whatever gas the engine used for 200 of those miles."At least you're right on that. In hybrid mode, though, the Astra was using battery power when it wasn't at all appropriate. The petrol engine very rarely chimed in when battery power was on tap, and as a result, the EV-mode range quickly disappeared. The regular hybrid Civic, though, deployed its very small electric reserves (which are used up quickly but restore themselves promptly), much more wisely. Such as when on a trailing throttle or on a downward grade, or when in stop-start traffic. As a result, at the end of my 234 miles, the Civic had used less gas than the Astra. Moreover, I hadn't had to pay for the electricity in its battery.I look forward to you arguing that what actually happened isn't what actually happened, but I was there and you were not."Regardless, that you don't understand it appears not to have stopped you from pontificating on it. Please, do us all a favor--don't vote."You really are quite unpleasant, aren't you. But thanks for the advice.
  • Tassos Jong-iL Electric vehicles are mandated by 2020 in One Korea. We are ahead of the time.
  • 1995_SC Can you still get some of the tax credits under the new program?
  • Analoggrotto HyundaiGenesisKia saw this coming a long time ago and are poised for hybrid and plug-in hybrid segment leadership:[list=1][*] The most extensive range of hybrids[/*][*]Highest hybrid sales proportion over any other model [/*][*]Best YouTube reviews [/*][*]Highest number of consumer reports best picks [/*][*]Class leading ATPs among all hybrid vehicles and PHEVs enjoy segment bearing eATPs[/*][/list=1]While some brands like Toyota have invested and wasted untold fortunes into full range electric lineups HyundaiKiaGenesis has taken the right approach here.
  • EBFlex The answer is yes. Anyone that says no is just….. wrong.But the government doesn’t want people to have that much freedom and the politicians aren’t making money off PHEVs or HEVs. So they will be stifled.