Comprehensive Analysis of the Dodge Dakota Aero Reveals That the Classic Truck Is Quite Impressive

      Premier Aerodynamics via YouTube

      Subscribe to The Drive’s daily newsletter

      Stay updated with the latest news, reviews, and features in the automotive world.

      I have never considered the aerodynamics of the second-generation Dodge Dakota. To be honest, my knowledge on the subject is quite limited; my only experience with something akin to a wind tunnel was during a high school AC failure when fans were placed in the hallways. Luckily, Premier Aerodynamics has experts who focus on this practical type of airflow analysis. Recently, a client requested a simulation of their Dakota, and as you will see, the designers of the truck did quite well considering it's an older model.

      Premier Aerodynamics conducts these simulations using OpenFOAM, which is open-source software for computational fluid dynamics (CFD). They have explored various intriguing concepts, from cars equipped with rows of spoilers on their roofs to numerous helicopter blades and aircraft wing designs. Personally, I find the Dakota much more appealing in its simplicity.

      Premier Aerodynamics via YouTube

      Simulating an air environment at 65 mph, the aero expert presents the Dodge pickup from various angles, adjusting heights and displaying airflow as well as low- and high-pressure zones. He highlights that the second-generation Dakota’s rounded front puts it on par with many cars, even outperforming some supercars in allowing air to flow over the hood and generating downforce beneath the bumper.

      “Look at the amount of low pressure,” the host emphasizes. “We've reiterated time and again: a rounder shape underneath is better for drag and can also create good downforce. Dodge inadvertently demonstrated this.”

      Premier Aerodynamics via YouTube

      He particularly notes the truck’s flat roof, which facilitates a relatively constant airflow speed, leading to reduced energy loss. More importantly, he explains how this shape directs airflow as it approaches the bed. While this gets a bit technical, he clearly outlines the three possible paths for air after exiting the cab: flowing far past the tailgate into the wake, stopping just before the tailgate where a high-pressure zone forms inside the bed, and flowing just over the top of the tailgate. The last option is the most desirable but the least likely in the Dakota’s stock configuration.

      Preventing air from reaching just short of the tailgate is crucial. Creating a high-pressure zone generates significant opposing force against the back of the truck, which is counterproductive to what you want. He suggests that by adjusting the roof flare at the back of the cab, more air could be directed upwards, preventing it from hitting the rear part of the bed. “By manipulating that flare angle, you can significantly decrease the truck’s drag,” he notes.

      I won’t reiterate everything he states, as it’s visually better presented in the video, which has dynamic views. A pertinent point he makes is the recommendation of a tonneau cover for improved aerodynamics, noting that it only needs to cover the back half of the bed to yield noticeable benefits. While they may look somewhat silly, those fastback truck bed covers are highly effective in reducing drag coefficient.

      You should definitely watch the entire video to learn how air interacts with various truck design elements, including wheels that are mostly flush with the front fenders and bedsides or the trailer hitch beneath the rear. He shares practical advice not just on boosting the Dakota’s aerodynamic performance but also on avoiding modifications that could hinder it. Many common truck “upgrades” can reduce efficiency, but there are still dedicated hypermilers out there.

      The Dakota’s drag coefficient of 0.44 is identical to that of a Porsche 911 GT3 RS traveling approximately 180 miles per hour with a window down, and it even outperforms—meaning it’s better than—a Lamborghini Countach and a Jaguar D-Type. This is astonishing to me, but I recognize I am navigating unfamiliar terrain with this topic. I suspect there’s much for both of us to learn from this channel.

      Have a tip or question for the author? Reach out directly: [email protected]