You've got to love Dodge. Back in 1997, when it introduced its first "compact" pickup, everybody knew the new Dakota wasn't really that small.

It was the hometown bully among the little Ford, Chevrolet, Toyota, Isuzu and Nissan trucks, offering a V-6, more interior room and a longer cargo bed than the rest. The result was it made a popular niche for itself.

Sure enough, the storytelling was over by 1997 when Dodge decided its slightly bigger truck deserved to institute a new class, called mid-size trucks.

Now Dodge has done it again, joining the rest of the pickup truck builders in following the "bigger-is-better" dictum. The second-generation Dakota's 115.9-inch wheelbase and 193-inch length weren't enough in a world where everyone else's compact truck was growing. So the redesigned 2005 model Dakota is now the largest mid-size pickup in the market, with the only V-8 in its class.

By the numbers -- our Dodge Dakota SLT Club Cab was 218.8 inches long, with a 131.3-inch wheelbase, 230-hp V-8 and up to 7,000-pound towing capacity. That is 3.7 inches longer, much of it ahead of the front axle to provide added crush space for improved impact performance. The bumpers also are extended slightly farther fore and aft to increase their protective capabilities in low-speed impacts, while the body has been widened 2.7 inches.

In comparison, the 2004 GMC Canyon two-wheel-drive Crew Cab, itself bigger than the S-10 it replaced, had a 220 horsepower, in-line five-cylinder engine, 125.9-inch wheelbase, 207-inch length and a towing capacity of up to 4,000 pounds. The Toyota Tacoma Access Cab is 208.1 inches long, with a 127.8-inch wheelbase, either a 164-hp four, or a 245-hp V-6, and can tow between 3,500 and 6,500 pounds, depending on equipment.

Now, let's check out the exterior.

Dodge's last-generation Dakota truck and Durango SUV shared a lot in their exterior and interior design, but that isn't the case now. The latest Durango, introduced in 2004, gets a Dodge Ram-style rounded grille and fender shape. The Dakota goes all angular with the face it presents to the world, starting with a squared-off power dome hood with a sharp character line at its outer edges, before the angular fenders begin. The headlights are boxy in shape, framing the big rectangular chrome grille with trademark Dodge crosshairs over a faceted chrome and black front bumper with inset fog lights on the matte black lower section. The front fenders tuck in at the doors, then the rear fenders flare out like semi-stepsides, ending in stacked twin-cylinder taillights reminiscent of some recent Dodge concept trucks, with a chrome steel and rubber step bumper and wide tailgate. The chrome five-spoke wheels wear P275/60R17-inch Goodyear Eagle RS-A radials. Fit and finish on the body was fine.

Inside, one change from last year -- our Club Cab model (front bucket seats and forward-facing rear jump seats accessible via rear-hinged access doors) is now the base model, with a Quad Cab (four doors and seating up to six) the only other body style. Both live on the same wheelbase, the cargo bed length the only difference.

Hop inside, an easy leap since our rear-wheel-drive model's gray cloth bucket seat was about rump height, and you face an angled gray plastic design centering on a tilt-adjustable four-spoke steering wheel facing bright pewter plastic-trimmed gauges (120-hp central speedometer/7,000-rpm tach on the right and gas and temperature on the left) that glow a greenish-white at night. That wheel has integrated cruise-control buttons, but no stereo remote buttons (an option).

The heated cloth bucket seats were firm, supportive and very comfortable, the driver's seat getting six-way power seat bottom adjustment, manual lumbar support and manual seat rake adjustment. The rubber-coated control to tilt the wheel felt flimsy, while the hard-plastic dash looked and felt econo-car, with an angular design, dull plastic knobs and a light gray finish to the stereo and a/c control area. The standard AM-FM-single CD stereo sounded OK, but couldn't handle heavy bass without some speaker vibration.

The a/c system cooled or heated fast, while the wide center console offered a big coffee mug holder, twin adjustable cup holders and lots of storage, including under the padded center armrest. The front passenger air bag cut-off key switch, 12-volt outlet and small storage cubbyhole can be found at the head of the console, while an overhead console offered a multi-function trip computer, with HomeLink garage door transmitter next to it and two map lights. Grab handles on the A pillars gives passenger and driver a place to hang on.

If the front seats were comfortable, the rear seats were marginal, even for our 10-year-old, who said the seat backs were bolt upright, the padded head restraints too hard, and toe room minimal under the front passenger seat. Adults don't fit there at all, although the rear door map pockets have can holders.

The rear jump seats folds up to offer 30 cubic feet of storage, an increase of 4 cubic feet and useful for a grocery store run. Our Club Cab gets a 6-foot, 6-inch bed with tie-downs and a cargo light. The Dakota Quad Cab features a 5-foot, 4-inch bed. Both can be had with a sliding rear window. But we didn't like the over the left shoulder visibility when trying to merge, thanks to the thick B pillar and roof-mounted shoulder belt support that limited our view.

Under the hood, Dakota owners can get a standard 3.7-liter Magnum V-6 with 210 horsepower and 235 pound-feet of torque; a 4.7-liter, 230-hp V-8, or a new 4.7-liter High Output Magnum V-8 with 250 horsepower and 300 pound-feet of torque. Our 2,300-mile-old test truck had the middle engine with a five-speed, column-mounted automatic. It didn't feel like a V-8, barely squeaking the rear tires when unloaded as it got to 60 mph in a very average 9 seconds on dry pavement with smooth shifts. We found the column shifter sometimes slipped past "Drive" and into second gear if we were not careful. But with the engine and gearing, this mid-size can tow a full-size load of up to 7,100 pounds -- not too shabby.

New coil-over-shock front suspension and a new hydroformed and fully boxed frame, plus a new front and rear suspension do make the Dakota's highway rider comfortable, although we had some bounce over rippled roads. On-road handling was fine for a pickup, with predictable understeer in turns and some body lean. The power steering had a nice, direct feel, with adequate power assist. The front disc/rear drum brakes had the optional ABS, and offered solid stops when we tested it unloaded, with a bit of nose dive and minimal fade after repeated hard use.

The base price of a rear-wheel-drive Dodge Dakota SLT Club Cab is ,910, with standard Magnum V-6, cargo box lamps, 16-inch alloy wheels, AM-FM-CD stereo, a/c, power windows and door locks, keyless remote, folding rear seats, rear access doors and full-size spare. Our options included heated cloth front bucket seats for ; an option package with overhead console with trip computer, six-way power driver's seat and security system; a trailer towing group with transmission oil cooler, power side-view mirrors and heavy-duty battery; anti-lock brakes; side air bags; ,170 five-speed automatic transmission; for the 3.92 ratio rear axle; for the 4.7-liter Magnum V-8; for the sliding rear window; for the anti-spin rear differential; for the bed liner and for the 17-inch alloy wheels and tires. That makes the manufacturer's suggested retail price ,174.

Bottom line -- the new Dakota is a real truck, downsized just enough for people who need to tow or haul a bit less and don't need a leviathan when they need to park it in their garage or parking spot. The bed's length is perfect for hauling most big stuff, the V-8 can pull up to 7,000 pounds, and you can fit two people and lots of stuff inside. If you need more, get a Ram, but lose the 15-mpg city/20-mpg highway estimated mileage.