1989 Dodge D250: The Unofficial Review of Dubious Credibility

"wontacceptthis" (wontacceptthis) 04/04/2014 at 19:29 • Filed to: None

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Behold, God's gift to 'Murica. Long before Chrysler debuted the groundbreaking 1994 Dodge Ram, they were producing this industrial device, the D/W series pickup. Purchased by a 16 year old me, this marvel of modern engineering has traveled 40,000 of its low, low, lowwwww 183,000 miles with myself at the helm. This same basic platform remained in production from 1972 to 1993, with only one mild mid-cycle redesign, and several mild refreshes. This particular example is a 1989 D250 model, indicating a two-wheel drive, three-quarter ton truck.

Driving Notes

The current tire choice is ROAR INDUCING

When below freezing, the transmission requires a little assistance to be in the correct gear for the first mile or so

Hitting imperfections in the road surface results in a complimentary butt massage, and drink mixing

Left turn signal must be manually cancelled because NASCAR

Exterior

This is a truck. I'll say it again, this is a truck. It's really trucky. It's been a truck for so long that everything non-trucky about it has been trucked off into oblivion.

The first thing you will notice after setting eyes upon this awesome specimen is the fantastic Rustoleum Gloss Sail Blue and Bedliner paintjob. Obviously, only the finest materials were used by the most skilled craftsmen when reconditioning this truck. Originally, this truck was Diamond Blue Metallic, as seen in the interior. Sandwiched between the two blues is a layer of Generic Purple, which can at times be seen trying to escape to the surface.

Adorning the hubs and axle of this pristine D250 are wheels from a 1990-something F250. Wrapped around those beautiful Alcoa Aluminum rims (hey look ma, no sarcasm this time) are Firestone Destination and Treadwright Guard Dog tires, in 265/75R16. Despite being a luggy, offroad tire, the wide profile keeps the big heifer surprisingly planted.

Finally, at the front of the vehicle is the design team's tour de force . . . the horny goat hood ornament.

Interior

We call this lived in, because at some point it probably was . . . by a rural hobo who had an affinity for stuffing McDonald's wrappers and cow crap under the seat. Speaking of the seat, it is surprisingly comfortable. Maybe this hypothetical hobo had the same size buttocks as me, since the seat seems to know me, cheek to cheek.

Factory instrumentation is sparse. Central is a speedometer/odometer, surrounded by a fuel gauge, oil pressure gauge, temperature gauge, and a non-functional voltmeter. A tachometer has been added, because hoonage. Also, a trailer brake controller has been added, for additional trailer stopping stoppability. The column shifted Loadflite 727 automatic transmission is complicated by a disconnected overdrive switch, which now serves no purpose whatsoever, as the pansy, electronic overdrive, communist, lock-up torque converter equipped transmission has been supplanted by an earlier version which lacks the extra gear.

As you can see, the door panels are held on by various aftermarket door panel fastening screws. This is not a big problem, as the *ahem* headliner was attached by screws directly from the factory.

Audio, Infotainment, Gadgets

The factory air conditioning no longer works, but thankfully the factory windows do! The radio works acceptably, though the digital display on it does not. The best entertainment available is simply rolling down the passenger window and listening to the tired old pushrod v8 scream at an unacceptably high cruising rpm.

Engine

Though this may be a heavy duty example of a typical D-series pickup, it is equipped with only the base v8: an electronic throttle body fuel injection unit, displacing 318 cubic inches (That's 5.2 litres for you communists). The heart of this truck has been a bastion of reliability. It may leak and burn everything it can, but whether the abuse includes bouncing off of the rev limiter, straining against a heavy load, or being partially submerged in a "surprise bottomless puddle", the spunky little 318 shakes it off.

At 170 hp @ 4000 rpm, and 260 lb/ft of torque @ 2000 rpm, this mill may not seem like much at first. However, a closer look at the torque number shows a glimmer of hope. 260 ft/lbs at 2,000 rpm is not bad. That's well into cruising range, so that peak torque is nearly always available to you. On paper, this engine was low on power, even for 1989, but it truly can pull its weight so long as you aren't expecting a miracle. To be fair, this particular truck has advanced timing, an unrestricted air intake, and a custom dual exhaust featuring 8" long glasspacks, and a magnaflow dual inlet outlet catalytic converter. As such, the true power output may be closer to 175 horsepower.

Gearbox

"Grandpa! Wake up, Grandpa! It's time to get to work! We have to move the truck!" shouts the engine to the transmission. As previously mentioned, the transmission in this truck has been replaced with a heavy duty 727 loadflite unit, as the torqueflite A500 unit had previously expired.

After a decade or so of towing and hauling without a transmission cooler, the loadflite fell ill and decided to start shifting very slowly. A few quarts of transmission fluid and a filter, some love, and a band adjustment have gotten the transmission to shift with drag race ready quickness and firmness. It may even shift a bit too firmly, as it will occasionally chirp second gear unprovoked. There must still be some gunk in the valve body of the transmission, as it takes a while to "warm up and wake up" and start shifting completely autonomously if the ambient temperature is below freezing.

Driving the truck and operating the transmission is simple enough once it is warm. With only three gears, most of your time will be spent in direct drive. With the 3.90 axle ratio, 65 miles per hour occurs at about 3,000 rpm. Highway and city fuel economy therefore match. Even considering the age and sophistication of the truck and motor, 65 or even 75 mph is mostly comfortable, if a bit buzzy (especially with a homemade polyurethane transmission "mount").

Braking

It came with a factory installed RWAL system, which I'm fairly certain stands for "readily withdraws all line-pressure". This device is supposed to cause the rear wheels to have the function of anti-lock braking, but it really does nothing, and just acts as a blockage to the rear brake lines once it fails. This system has been bypassed, for safety.

The pedal feels lazy but effective for the first inch or so of travel (think 1974 Cadillac!), but quickly becomes firmer as it is depressed, providing full lockup of all four wheels at speed if so desired. Don't get me wrong, you have to STAND on the pedal for full lockup, so its not like they are touchy. However, if you need that capability, it is there. Threshold braking is intuitive, as the pedal provides a good feel.

If you are pulling a trailer with brakes, the brake controller adds additional braking force. It is wired into the brake lights to apply the brakes to an adjustable but static force over a period of a few seconds. There is also a touch sensitive trigger, to apply the trailer brakes at any force at any time, even without touching the truck's brakes. Can you say, "TRAILER DORIFTO?!?"

Ride and Handling

You probably won't be going fast enough to surpass the limits of this truck's handling, Oversteer is very controllable, owing to the long wheelbase. The rear springs are taken directly from a Panzer Tank, and it is equipped with a front sway bar. As such, body roll is less than expected. Once, when a sway-bar link broke, simple tasks like turning into a parking spot would result in titanic pitching.

On smooth roads, the big old bench seat treats you well. The steering is effortless, if a bit vague. Hit a bump, however, and things start feeling like they may fall apart. They may, actually. Again, the rear springs are so stiff that even if the rear shocks were good, they still wouldn't have a chance to do anything. The front shocks are worn, and the front springs are a bit more forgiving. The front has a tendency to bounce slightly, but never concerning, only enough to make you feel the gentle waves of the sea.

Hauling, Towing, Cargo Management

This is where the old turd really shines. The bed is as big as you can get on a pickup. Cargo management consists of six stake pockets on the bed rails. You can strap stuff to that or whatever. Yeah.

Factory gross weight is 7500 lbs, and the truck's empty weight is 4400 lbs. This gives you a 3100 pound allowance of manly stuff or personal obesity to cart around. If you can manage to load it to 7500lbs, it feels fine. The Panzer tank springs begin to bow slightly, and the brakes still provide lockup. Those 170 horses start to feel a little more like ponies at this point.

Load it past the limit, and things start feeling a little more "limited". A 1970s version of this same truck could have a 9000 lb gross weight instead of the lighter 7500. Thinking, "Eh, what's the difference?" I decided to test the older 9000 lb limit with some topsoil. At this point, the overload springs engage, the brakes still stop well, but are prone to fade, and the worn shocks finally become apparent.

As for towing, Dodge sets no "limit" per say, but gives a suggestion for any 1989 truck with a 318 motor and auto transmission to tow 5500 lbs, and for a truck with a 360 transmission to tow 7500 lbs. These numbers apply to ½ ton, ¾ ton, and 1 ton trucks. Things start getting a little hairy around 6500 lbs. As the truck is relatively light, it can have some trouble keeping the trailer in line if the load is not well distributed and begins to sway. This could be remedied with a weight distributing hitch, as many who tow weights in this range use. Acceleration is slow but steady. With the load taken off of the truck's suspension, and trailer brakes assisting in stopping, the ride is comfortable, as long as you avoid trailer sway.

Off-Road and Maneuverability

The turning circle is comparable to that of the moon. What would usually be a three point turn can easily take five points.

With an open differential, off-roading is simple. If you hit the obstacle with enough speed to carry yourself through it, you will make it. If you don't, then you won't. The current tires do help, but I wouldn't count on them.

Value

For having paid $1200 five years ago, and having to spend $20-100 on repairs every few months, I would say this is a great value. If you are looking for a heavy duty truck for a reasonable price, an old Dodge like this might be for you. If you are looking for an efficient daily driver, run away. Fuel economy is currently 12 miles per gallon, city or highway. With lighter, less aggressive tires, I averaged a relatively good 14.5 miles per gallon.

Verdict

You won't need to adorn this piece of machinery with prosthetic testicles. It has its own. This rough and tumble truck is ready to roll. You'll feel like a working class grandpa driving it, and that's okay. If you don't mind wrenching on something minor every few weeks, this perpetual project will leave you oil soaked, dirty, sore, and fulfilled. It gets my seal of approval.

Specs

MSRP New: Approximately $13,000

Price as tested: Far less than $13,000

Engine: Pushrod 318 LA with electronic throttle body fuel injection

Output: 170 hp @ 4000 rpm, 260 lb/ft @ 2000 rpm

Fuel economy: 11 city, 13 highway

Wheelbase: 131"

Length: 210.8"

Tested Curb Weight: 4400 lbs

GVW: 7500 lbs

Turning Diameter: 47'

Dunnik > wontacceptthis 04/04/2014 at 19:33

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I've driven this era RAM and used it for light utility work.

It's a dinosaur. And I mean that as a compliment.

lone_liberal > wontacceptthis 04/04/2014 at 19:40

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My grandfather had one of those on his farm. Probably of mid-70s vintage. He had a Toyota Stout as his small pickup and the Dodge as his big pickup. I learned to drive a manual transmission on those things and they still ran afterward. Now that's Ram tough.

BaconSandwich is tasty. > wontacceptthis 04/04/2014 at 19:49

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If I ever have to buy a truck, I hope to get something like this: simple, honest, truckiness.

wontacceptthis > lone_liberal 04/04/2014 at 20:13

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I'm not sure what it would take to make it not run. My truck actually lived on a farm for many years as well.

wontacceptthis > Dunnik 04/04/2014 at 20:14

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Brachiosaurus or velociraptor?

lone_liberal > wontacceptthis 04/04/2014 at 20:19

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His pickup before that was a 63(?) Dodge which also had a 318 in it. When he got the 70s Dodge my family got the older one. I still have the scar on my hand from when I was taking off its flywheel and the socket slipped and the back of my hand met the teeth of the flywheel.

desertdog5051 > wontacceptthis 04/04/2014 at 20:29

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Had one of that era. The most fucked up front wheel bearing design ever. Did not take sideways thrust loads. So it wore out not only the bearings, but the housings they went in as well. Resulting in massively expensive repairs.

wontacceptthis > desertdog5051 04/04/2014 at 21:03

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I'm a little confused here. Was yours 4x4? If so, that should be an industry standard dana 44 or dana 60.

If its a 2 wheel drive like mine, it has a pretty generic (and cheap) wheel bearing design with two tapered roller bearings and a lock nut. Total cost of bearings and hub/rotor for a side is about $90, taking maybe 2 hours of labor if things go poorly.

desertdog5051 > wontacceptthis 04/04/2014 at 22:58

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It was a 4x4 with 2 roller bearings that were not tapered, but just spherical? Like what you would find in the ends of an electric motor. They were junk in my opinion.

Agrajag > wontacceptthis 04/04/2014 at 23:22

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Great review and truck. I had this 1986 Ramcharger with a 318. It is indeed a venerable engine.

wontacceptthis > Agrajag 04/05/2014 at 09:31

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Nice. Looks like this was taken in the early 90s? I love ramchargers, but I have no need for an SUV.

Agrajag > wontacceptthis 04/05/2014 at 09:49

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Was probably taken around 2004 actually, haha.

wontacceptthis > Agrajag 04/05/2014 at 15:59

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Wow. Ok. It still looked nice for being nearly 20 years old.

desertdog5051 > wontacceptthis 04/06/2014 at 16:40

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It was of early eighties, maybe late seventies, I think, and was a 4x4. It was a long time ago. It got used for snow plowing. I know, it should have been a Dana. We took it into a shop and that's what they said. Maybe BS? Will not ever know.

thebigbossyboss > wontacceptthis 04/10/2014 at 21:49

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Great review man. Always like old pickups.

webmonkees > wontacceptthis 04/10/2014 at 22:16

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Got a friend's 85 Ram-charger next door as the emergency spare. Oh gosh everything has to be broken to be getting that thing out. Works fine, it's just you get vertigo from the road. I can see the tops of Suburbans.

This example is remarkably intact. Part of the ramcharger's door trim is in the basement floor for some reason.

Dead_Elvis, Inc. > wontacceptthis 04/10/2014 at 23:10

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Looks like you got some bedliner on the plate.

I thoroughly enjoyed this review. Never owned one of these, but a few friends have. The essence of "truck".

Hectic > wontacceptthis 04/11/2014 at 00:16

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I bet it sounds awesome.

Riley Schultz > wontacceptthis 04/11/2014 at 00:52

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Riley Schultz > wontacceptthis 04/11/2014 at 00:53

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Is it just me, or do all the trucks from this era have the Mexican poncho-style seat covering?

govt-lackey > wontacceptthis 04/11/2014 at 05:02

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Learned to drive on dad's 1982 Ram D150 firewood hauler. Damn I miss that truck. THE BEST vehicle to learn how to drive a stick. His was a 4 speed (3+1) I believe and I was twelve driving around on the deserted NW WI dirt roads around my house. Transmission and clutch are still operable to this day (20 years later) as far as I know. When I turned 16 it was my DD. Hit at least two deer with zero damage. 2wd and shitty tires got exciting with an empty bed in winter (I don't know why I sped around with no weight in it?). Spun AROUND a telephone pole on one occasion. Ohhhh...memories. Sidenote: for those of you who didn't and don't know, growing up way, way out in the country kicks ass.

Paullubbock > wontacceptthis 04/11/2014 at 09:15

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All quality and wear derisions aside, if you think about it, this is the PERFECT vehicle for someone who is truly interested in being Green. One, it is very inexpensive to purchase. Two, the cost of maintenance is far, far cheaper than the price of a new Prius looking at a monthly cost. Three, when it finally dies, it is easily recycled back to its main components of iron and rust and not heavy metal and plastic battery parts. Having one of these even with the much higher cost of fuel is the greenest thing you can achieve when you consider recycling, use of the planets resources and cost to you.

Jay Mcdonald > Riley Schultz 04/11/2014 at 09:26

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Yes

anothermiatafanboy > wontacceptthis 04/11/2014 at 13:13

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Just an awesome little article, I read it all the way through and enjoyed it. You have a knack for it!

embiggened-mini > wontacceptthis 04/11/2014 at 15:53

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Dude. Pretty spot on review. Here's my dad's, which I drive fairly regularly. It's a '93 with the optional 360 ci and asthmatic 3-speed auto, but with the Flowmaster straight pipes it sounds the business . My dad got it from a friend, who had given it a $200 Maaco paint job, which is really crappy, but cleans up alright and means we really don't care if it gets scratched up when we're pitchforking mulch out of the bed. If he even thinks of getting rid of it, I'll be the first in line to take it off his hands. Indeed, the essence of a truck.

wontacceptthis > Paullubbock 04/11/2014 at 16:50

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I've been saying this for years!!! I've lost count of the tons of materials I've recycled with this thing. That's the whole reason I actually bought it instead of a car. I wanted to clean up several old farm dumps.

wontacceptthis > anothermiatafanboy 04/11/2014 at 16:55

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Thank you! I just got this itch one day to try to do the old truck some justice.

wontacceptthis > Riley Schultz 04/11/2014 at 16:58

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All the trucks from this era have ripped vinyl seats. I have done an array of completely non-scientific testing to determine that this style of seat cover is the longest lasting and best fitting seat cover available for less than $40.