It’s been said couples will start to look like each other after many years of marriage. Perhaps there is some validity to that (Mrs. Jason and I hit twenty years this past summer) although I’ll posit vehicles start to exhibit behaviors and elements of their owners after a certain degree of time.
Proof of this theory is embodied in this 1999 Dodge Ram 1500 SLT Laramie. It has taken on traits of its owner that shine through whether driving it (which I did) or sitting still.
The running boards and fender flares are aftermarket.
In the interest of full-disclosure, this Dodge belongs to my father-in-law, Tim. He bought it a good fifteen years ago from the original owner. It was low mileage then and it’s still low mileage now. Getting in recently, I was compelled to look at the odometer which read 51,318. The odometer is digital, so there is no second chance for this mileage.
Tim, however, is not so low-mileage. He turned 80 this past summer and he is the walking definition of bull-headed determination and self-reliance. The eighth of ten children, his upbringing in a poorly insulated three room house wasn’t an easy one. Tim once told the story of how he and all his siblings had to sleep in the same bed. It seems at least one, perhaps more, had a bed-wetting issue and every morning in the winter there would be piss-sicles forming on the side of the bed. It was impossible to determine the culprit(s).
After a stint in the Army, by the early 1970s Tim was working as a fire fighter for the city of Creve Coeur, Missouri, and one day he responded to a house fire. This was when fire fighters rode on the exterior of the truck, holding onto whatever. A miscalculation of his jumping onto the moving truck along with the driver popping the clutch caused him to miss the truck and fall. He broke his back.
The doctors told him he would not walk again. As his sons were ten and nine, and his daughter one, this was not acceptable to him. A few times over the years he has mentioned a doctor lecturing him about his never walking again. To that Tim has stated “I told that jack-off doctor I’d be walking within a year”. He was walking within about six months.
When I met Tim in late 1993 any physical ailments were imperceptible. They have caught up with him as he has a lot of pain (there is a titanium road in his back) and is using a cane these days. However, this is where the bull-headed part comes into play – he recently dug a 12″ deep trench from his house out to his shed, a distance of about seventy-five feet, with the last fifteen being across his gravel driveway. He used only a tile spade but he does now have electricity out there.
Tim also helped me cut a tremendous amount of brush and trees around his property the day I drove his pickup. For texture about this Dodge one needed to know a little about him.
Several weeks ago my mother-in-law Barbara told my wife the brakes on the pickup “weren’t good”. On the way to a doctor’s appointment, Tim made a panic stop which gave her the impression the brakes were “hard”. On our next visit I decided to check things out.
As Tim is nocturnal (as are his daughter and granddaughter) whereas I wake up at 5:30 am regardless of timezone (thanks bladder), I checked things out before he woke up.
This face of Dodge pickup was presented to the world in 1994 and was leagues different than the prior generation which dated to 1972. While this design is now a quarter-century old, it still appears fresh and the phrases about “big rig looks” originated with this Dodge. Looking at it, with the prominent chrome grille and the drop from the hood to headlights, it’s quite evident it has helped set the tone for pickup styling to this day. Even Toyota and Nissan, who are minor players in the full-sized pickup market, are mimicking the big-boned look of this Dodge.
When in the course of human events has Dodge ever set the tone for styling?
I’ve driven this pickup many times and my parents own a 1998 Dodge Ram 1500. The research Dodge did before introducing this generation of pickup in 1994 is quite evident. All controls fall easily to hand and everything is placed so naturally. If ever there was a masterpiece in ergonomics in a pickup, this Dodge would be a strong contender.
The seats themselves still look great, although the blackish tint of the seats quickly reflects where Tim has been transporting his rotund white furred terrier, Whiskers. To be proper, I have deduced the dog’s full name is Whiskers U. Sonuvabitch. It seems his full name gets used subsequent to his chasing cats, swallowing ink pens, or running away. Even my mother-in-law, one who isn’t much for such formalities, called him by his full name on the morning of the recent CC Gathering upon discovering the dog had killed a baby opossum and left it next to the kitchen door.
Being the good son-in-law, I disposed of the possum.
Putting the key into the ignition is a delight. That’s because it’s a key, not an insanely large fob with more processing capability than what was found on the Apollo 11. Time was one could get an actual key and the key could fit unobtrusively in their pants pocket.
With the switchblade fobs currently in use by GM, Volkswagen, and others, any male putting that fob in his front pocket runs the risk of being castrated if that switchblade is triggered. That statement is based upon a near death experience. In public.
Admittedly, regular keys could do the same but they don’t insinuate personal safety.
To Dodge’s credit (or Ram, whatever the hell they want to call themselves), they are currently using something equally awkward, but it likely won’t castrate you.
Hearing the starter motor for this 318 powered Dodge, or any V8 Dodge Ram of this generation, is a very enjoyable experience. The starter motor makes a delightful hum with the engine quickly coming to life with a blast of low-toned exhaust note to sweeten the moment.
Getting settled in for the drive reflects how things have changed, the positives of which are highly debatable.
I position the steering wheel to a relatively low position while I drive. To exit the vehicle, I am wise to raise it. This Dodge has a terrific and simple toggle on the left side of the steering column. You pull it and adjust accordingly and it was the de facto method used in most American cars for umpteen dozen years. Now, there is usually a clamp hidden on the belly of the steering column. That’s progress?
Some people act as if being a luddite is a bad thing. Their time is coming.
Once underway the Dodge is a delight. The 318 is obviously tuned for torque as online sources state it has 300 ft-lbs at 3,000 rpm with horsepower being 230 at 4,400 rpm. In comparison to modern pickups, the 230 horsepower rating seems pretty puny as base V6 engines far surpass this. For comparison, the 5.7 liter V8 available in the 2018 Dodge Ram has it’s max torque at nearly 4,000 rpm with peak horsepower at 5,600 rpm.
This 318 possesses abundant grunt off idle although Tim has said he would have preferred the optional 360 (5.9 liter) V8. My parent’s Dodge has a 360 and while the difference is obvious it isn’t smack-you-in-the head obvious.
The burble of the 318 is addictive although an aftermarket air intake (installed by Tim) does provide for some sounds during acceleration or higher engine load that are attention getting. They aren’t bad, but they do run counter from what one can expect from a factory air intake.
As the brakes had been the primary concern I performed some intense testing. About a dozen times I accelerated to 60 mph and stood on the brakes. It tracked straight and velocity was quickly scrubbed away with minimal nose dive. It was rather fun.
According to Tim, and backed up by my experience, the ABS system has taken a vacation but its absence wasn’t felt as the brakes mostly stayed just on the happy side of lockup. Sure, wet or icy pavement could change that opinion but let’s be real – this pickup sits in the driveway during any sort of inclement weather. Its having ABS – or not – isn’t a big deal.
In fact, Tim is not unhappy about the ABS being on sabbatical. That is a reflection of his self-reliance bent.
Another concern for me was the transmission. This is Tim’s camper and this Dodge has been his tow vehicle. He’s not pulled it much but a trip east last year caused the transmission to get hot. I later learned the transmission fluid had been changed upon their return and all appears to be fine. Shifts from the Dodge’s four-speed automatic are silky smooth and unfelt. Shifts are noticed most by a difference in sound from the engine – and the aftermarket air intake.
This truck is as resilient as Tim is.
As an aside, this Dodge has pulled other ridiculously heavy loads before without a whimper. About ten years ago, when scrap steel was at record high prices, I suggested to Tim we haul off the scrap his sons had left around the place. While he didn’t think there was much, small piles over six acres adds up quicker than one would think. We ultimately loaded just over 13,000 pounds, with the Dodge pulling it there (along with 4,000 pounds of trailer and 4,500 pounds of pickup). That 318 wasn’t fazed.
For another aside, Tim installed the fifth wheel hitch himself about eighteen months ago. It wasn’t a quick or easy endeavor but he persevered, something that is very much his modus operandi.
But I had come to check on the brakes and a simple drive was not going to suffice, so I pulled the front wheels off.
This is how exactly how Dodge built it as these pads are original – and are at about half-life. They obviously function fine as observed from about a dozen panic stops. Like I told Tim, if he was going to be driving it everyday I would recommend replacing the pads, hoses, and brake fluid. But for his 1,000 miles per year (and often much less), and all short trips close to home, for now he’s just fine with them as they are.
Taking the wheels off also revealed something I found to be an oddity in design. The center cap is plastic and comes off; the lugs are torqued on top of them indicating the plastic must be rather stout. The lugs were torqued to just under 190 ft-lbs. How do I know this? The factory lug wrench is roughly one foot in length. I weigh 190 pounds and stood on the end of the lug wrench. Voila! It loosened.
I torqued them back to just under 190 ft-lbs using the same method. Math can be a wonderful thing.
Dodge hit a home-run with these, catapulting from bit player to major force in the American pickup market while injecting the element of unabashed masculinity. Given the levels of wailing and gnashing of teeth some have about contemporary pickups which have built upon this formula, it helps emphasize how revolutionary these pickups were.
Apart from the cracked dash that gets a little rattly, I would have no compunctions about driving this Dodge to Alaska or Maine at this very moment. I would not be so quick to say that about very many twenty year old vehicles having lived a similar life.
I like those Dodge utes, cant say I’m a fan of the running board plastic crap along the sides but the basic vehicle yep I’d have one make mine Cummins powered and manual any colour will do. They werent sold here but you’d never know it, lots around.
“Whiskers U. Sonuvabitch”
I think I’m going to name my next dog after that.
Great article, btw.
A friend just bought a loaded 2004 Mitsubishi L200 sport crew cab, I’m going to try doing a review on it.
I’d love to hear about the Mitsu, the more forbidden fruit, the better!
I’ll try to get to drive it soon. The thing really looks cool!
Props to Tim for his years of service to my old hometown of Creve Coeur.
Nice write up, Jason. I remember when these trucks were released, I wondered how they would age. The previous generation was nice, but milquetoast. If I’m honest, I would love one of those old TrailDusters, though.
These trucks seem to have held up well and the original generations like your FILs were relatively simple and durable. They really did set Dodge Trucks (sorry Sergio, Ram is a mascot, not a brand) on a whole new path. Now, they may surpass the GM twins and challenge the F150 for domination soon.
I’d be glad to see that happen.
Thank you and you echo my sentiments about Dodge to the letter.
The only flaw with these pickups, which I didn’t dwell on, is the crack-o-matic dash board. Tim’s sits outside and it is cracked both above the instrument panel and on the passenger side. The one belonging to my parents, on the flip side, is parked inside all the time and the dashboard is still pristine despite having three times the usage.
I’m looking forward to seeing Dodge overtake GM in pickup sales.
I’m not sure if it was done before or after Fiat took over, but I’ve always thought the changing of Dodge trucks brand name from “Dodge” to “Ram” was for the purpose of liquidating Chrysler Corp’s assets. If I recall correctly, there was a good chance Chrysler wouldn’t survive a decade ago. The truck line of Dodge would of likely been scooped up by someone, and needed differentiating, as certainly would have Jeep, but the car line was toast. The only thing keeping the car line propped up now, in my opinion, are fleet sales of the Charger. I’m not even sure they still make the awful Avenger, and a new Durango on the road is practically a unicorn. I’ve heard lately the Chrysler line of cars may be discontinued as well. The minivans are the only decent car(ish) thing Chrysler Corp produces.
My recollection is that the change from Dodge to Ram came during the short, unhappy Cerberus era. They bought Chrysler at the fire sale Daimler was holding and intended to shine it up and sell it before the economy went completely to hell in 2010. It was my understanding that they were setting things up so that at least something of value could be sold, either in or out of a bankruptcy.
I work with a guy who has a recent Durango. If it wasn’t for his I wouldn’t even know it exists. Cleanly styled truck, too.
If I take this article, replace “Tim” with “Ed” and “Dodge” with “Ford,” then I’d have a pretty good description of my own father-in-law and his own truck. Same state, similar age, similar-era trailer, same bull-headed determination and self-reliance.
Driving his truck, a 1998 F-150 XL, I always think how it perfectly encapsulates northeast Missouri. And even though it hasn’t led a particularly easy life, like you, I’d have no reservations about hopping in and driving it cross-country.
These Big Rig Look Dodges have grown on me over the years. When they first came out, I thought of them as obnoxious, but now they look downright good… like the authentic product in a sea of imitators.
And I’m with you on the irritation of modern keys. Grr.
You mention his pickup and a tan regular cab 4×4 springs to mind. It’s likely something entirely different.
Actually it’s a silver 4×2. With a JC Whitney Indian-style seat cover over the vinyl front bench.
Since they do need 4WD where they live, they also have a ’95 Jeep Wrangler S (yes, the base model “S” — as in “We don’t want no Stinkin’ options!).
The rear wheel arches on these have a Mazda-like propensity to rust. At least in Minnesota.
In salt country, this generation of Dodge trucks are the most profuse rusters of the three domestics.
From having sold all three brands when new, their reputation (continuing to the current generation) is of having build and material (component) quality behind GM, with both being behind Ford.
I dunno, here in Indiana the Chevys rusted pretty severely too. But these Dodges weren’t any better. I actually think the ones that came after these rusted worse.
The Chevys tended to rust at the rockers and wheel arches. The Dodges rusted at the quarter panels, wheel arches, and rockers. The Fords mainly rust at the wheel arches.
I agree, the next generation of Ram didn’t do any better in regard to rust.
I bet the aluminum Fords last in perpetuity, since they are impervious to body rust, and the ecoboost has proven durable as the sbc.
I totally agree, all domestic trucks of this era rust fairly quickly, but Dodges do so at an alarming rate. One can find clean Chevy and Ford trucks still in Michigan if you look hard enough, but hardly ever a clean Dodge.
Also, I’m not sure if the automatic transmissions improved after the ’98 redesign, but the 94-97s were quite fragile, even in heavy duty variants.
I briefly owned a 2003 Durango with this engine/transmission combo, and it was indeed an absolute joy to drive and made some lovely sounds.
At the time I was constantly critical of it because it was thirsty, bigger than I thought we needed, and it was chosen by the other half, which by definition meant that I had to nitpick. I wish I still had it.
Thanks for this up-close look at a truck I have not spent much time around. My perception has long been that when Dodge finally hit the big-time with these they left behind some of the old-fashioned toughness that the older units possessed. I certainly don’t see many of this vintage on the road any more.
On the flip side, this takes me back to a time when Chrysler was the king of automotive styling. These things just looked right. There is not a generation of Dodge/Ram truck that has come since that I have liked as well as these.
My BIL the farmer had spent years quietly jonesing for a Cummins Diesel pickup. He finally bought one, the last year of this generation (2001 or so?) at several years old. After a couple of years he sold it and went back to his Fords. His main complaint was that he got tired of being cold – said the thing took forever to warm up and put out decent heat.
Oh, and had I read this piece before I wrote up the Grand Caravan rental, I might have known to refer to the plastic thing as a “safety key”. It never put any part of me at physical risk.
That’s a good thing.
On numerous occasions I’ve had the switchblade keys come unfurled in my pocket and, well, yeah.
I’ll say there’s one slightly prettier than this: The third(? – I count the original and the rounded nose variant as two generations) generation Dakota. Taking this styling and downsizing really worked well.
I’d call that first-gen, first-gen facelift, and second-gen for the ’97 models, but I agree. In the late ’90s, Dodge could do no wrong in the styling department.
And the trucks were wonderful. I ran my re-enactment sutlery business off of two first-gen facelift Dakotas. Wanted a second gen, but the wife asked for something smaller. Got an S-10, which I was reasonably happy with, but it wasn’t the same. Traded that on a Ranger which was a big disappointment. Still wish I had stayed with Dakotas all the way.
I had to look up “sutlery”. Thank you for introducing me to a new word and definition!
It is nice to read a positive story about the Dodge. They always seem to have negative press, at least to me. Here in Rustopia, unfortunately, they did seem to be the first to rust. Then Chevy, then Ford. This is not factual of course, just my casual observance. But they do sound nice with the Hemi gunning it from a light. With cars and trucks or whatever the hell CUVs are, more power can compensate for a lot of shortcomings.
I have a ’96 1500 360/A518 that I bought new that has almost 250K on it and still runs great. Take care of it and those trucks are bulletproof.
Those transmissions are notorious for early failure and its primarily due to heat. Have him put a cooler on it and that will help exponentially, especially if he is towing with it. The earlier trucks only have ABS on the rear brakes, at some point all 4 got ABS but Im not sure what year.
Yes there is now a transmission cooler on it.
In the 130k or so on my parent’s ’98 1500 the only issue has been, I’m wanting to say, an intake plenum. It’s happened a time or two, the first in extreme rural Newfoundland and it was covered under warranty. This pickup has had zero issues other than the self-induced warm transmission.
There are just a few known problems with these. The intake plenum gasket is prone to leaking, giving you a ping under load. The other is that the electronic coil will occasionally spontaneously fry, leaving you stranded. Otherwise fairly bulletproof if treated well.
When these came out they were certainly distinctive, especially compared to their aging predecessor. By comparison with today’s big-nosed trucks, they seem tastefully stylish. I think this will definitely be future classics (if not already) in the manner of the ‘68-73 Chevies.
But … do the lug nuts really tighten over the plastic hub cap? No shoulder to clamp against the wheel? No steel insert hidden in the plastic? That seems like a violation of engineering 101, even if the hubcaps are thermoset not thermoplastic material.
Yep, these tightened over the plastic. Perhaps the collar of the lugnut seats to the wheel and not the plastic, but the whole think just seemed like a sour note.
Our ’03 Chrysler T&C had lugs that tightened over the hubcaps. But I think the little built-in washers did the holding, not the lugs themselves.
The shoulder of the lug nut does indeed tighten against the steel or alloy of the wheel, but the plastic cover is sized and shaped just so, to tightly fit in the assembly. Could be a problem if aftermarket lug nuts were used, wouldn’t want the plastic to carry the loads.
Dodge really got it right with these. Your FIL is the kind of guy that we need more of. The new pickups don’t seem to reflect a solid work ethic, only a angry look of confusion
…kinda like a lot of men nowadays.
And that is exactly what I’m looking for sometime next spring once the final payment on Maggie’s Dart is made. Actually, I’d prefer a third generation Dakota (to me the prettiest pickup ever made, scaling down this styling really worked), but they’re kinda far and few between anymore, so I’ll be just as happy with the full size Dodge. Two wheel drive, thank you, extended cab would be nice, but I’d prefer a long bed. Little matter of being a motorcycle hauler, one of the few things the Kia van can’t really do.
In my experience, this style of truck … 2wd with full coverage running boards, and even flares like this example, seems to be a Midwestern thing. Perhaps because there are a lot of rural dirt roads and summer rain and winter slush? Or maybe it’s just for looks. Out here in the West we see 4wd trucks with hang-on running boards/bars/steps but this integrated style, whether fiberglass or all-aluminum, is not common.
Great story, Jason, very enjoyable to read. Behind every vehicle is a person. And this vehicle seems to have a great one behind it.
“Some people act as if being a luddite is a bad thing. Their time is coming.”
Sounds like you married into the correct family!
Sweet, this generation of the Dodge was actually the first US pickup model one could see on our roads regularly.
Fun fact, these days the current generation is our best selling pickup truck. Here’s the January-August 2018 Top 10. Now don’t expect that pickups sell by the shiploads here. The numbers are what they are, no need to multiply by 10, 100 or 1,000…
1. Ram, 397
2. Toyota HiLux, 222
3. Volkswagen Amarok, 202
4. Ford Ranger, 189
5. Ford F-150/F-250/Raptor, 102
6. Nissan Navara, 74
7. Isuzu D-Max, 36
8. Mitsubishi L200, 27
9. Toyota Tundra, 23
10. Mercedes-Benz X-Class, 21
Source: RAI-Vereniging
What amazes me is how bad the l200 is selling. It used to be my favorite Japanese truck…
Meh. I never really cared for these trucks, the look was over the top. They’ve softened the “big rig” a bit over the years, but it still doesn’t work for me. Most importantly, it’s a Chrysler product. Spawn of the devil. I know, my bias is showing. Sounds like your FIL got a good one, and even with the ultra low mileage, uses it regularly enough to prevent any gremlins from developing. Those dashboards, though. Geez. Someone just never got the extrusion process right at that supplier. I wonder how rust is on the panels underneath those wheel flares. Minus the flares, it does present itself as a honest, “man’s truck”. I’d drive it.
Regarding those modern combination key/fobs, I hate ‘em. In the past, I’d throw the fob in the glove box and forget about it. But my recent ‘12 Grand Cherokee (yea, finally sold!) and my new ‘16 F-150 both had/have them. On the Grand Cherokee, it was a push button start with a fob identical to this truck’s. The F-150 is a switchblade. On the Jeep, I went to a locksmith and had a traditional bladed key made (with an embedded chip), removed the push button, then unlocked the door started it with the new key. One problem. The security alarm would activate upon opening of the door, I had to start the vehicle or the flashers would flash, and then I had maybe 10-15 seconds before the horn started honking. That was a problem. Fixed it by disconnecting the horn. When do I really need a horn? I haven’t got around to re-keying the F-150 yet, but the same problem occurs when I unlock the doors with the key, rather than the fob. First world problems, I suppose.
Chrysler has more-or-less phased out the Mercedes-Benz-based key you show. The only models still using it are the Dodge Grand Caravan (which is a ten-year-old design) and the outgoing generation of Ram “DS” trucks (also ten years or so old).
A lot of the newer cars use a key fob that looks like the one below. It’s the same one my ’14 Jeep Grand Cherokee uses. And it is bulky.
That’s encouraging. The key fob I showed is recycled from JPC’s recent Dodge Grand Caravan review. Other than a GC or a pickup, I haven’t been in any other Chrysler product in years.
Below is what my Wrangler (’15) key looks like. Works well as do the other two regular keys that I cycle between. Only the Toyota uses a pushbutton ignition now in the fleet. Kyree’s pic looks like what my ’14 Chrysler 300C had.
Now that I’m back to regular keys for all my regular rides it’s “normal” again. But when you get used to just having a fob in your pocket and then as you walk up to a car and it unlocks without you doing anything and then starts just by pushing the button all while the fob is in your pocket, it all of a sudden seems like a HUGE inconvenience to have to fumble with a real key. You can’t be switching between the old and the new tech, it’s got to be one or the other…
Indeed. My dad’s 2007 Caliber had the same fob-and-blade-as-one key as your Wrangler. So did a friend with a 2005 Pacifica.
Now that the old Patriot and Compass are done, and the JK has been retired, I don’t think Chrysler makes anything with that all-in-one fob, anymore.
The JL Wrangler has a new and unique switchblade key. My best friend has one. His was also a smart key. I’m not sure if that’s true for lesser Wranglers, though. Either way, I think it’s meant to serve as a floatation device if you drop your keys in the water (like the old Range Rover keys), because it’s large and thick, but rather lightweight.
Wow, this is like going back and reading something that I heard the actual audiobook on, narrated by the author, perhaps slightly abridged, just a month or two ago :-). I think I also got a foreword but no pictorial accompaniment, so this really filled in the gaps.
The side skirts/stuff I think are a remnant of the great midwestern conversion van era, as dman noted above it’s rare to see this out west. The underlying truck though is certainly a capable vehicle and is well suited to long road trips. They were a breath of fresh air when released and were, I believe, the main reason getting Dodge/Ram back on people’s radar resulting in continued increases in market share.
Thank you. This is a pretty good old pickup.
The running boards were onboard when he bought it. Personally I’ve never been wild about them as it makes the wheels and tires look too small. Thankfully it’s a rarely seen accessory.
From the little I know Tim bought it from a gentleman who was older than him (Tim was roughly 65 at the time) so who knows about the guys mobility. The pickup was used exclusively for pulling that guy’s bass boat to some lake in the north central part of the state.
These and minivans did a lot for Chrysler’s bottom line at crucial periods in time. I contemplated getting one instead of my Thunderbird in 1996; the T-Bird was a relatively more practical decision for the state of my life at that time.
I read an article in car mag that stated that it was increased sales from this model that saved Chrysler (that time!). The article was about the designer behind this look. Philip E. Payne. As chief designer, Payne was dissatisfied with the style that had been proposed for the new model. Bob Lutz told him that he had six months to come up with something better. He sure did. Sales increased from 95,542 in ’93 to 232,062 in ’94, 410,000 in ’95 reaching their highest sales year in 1996 with 411,000 units sold. Quite a successful run.
Jason, I’ll bet my Dad and your father in law would see eye to eye on a lot of things. He was also hard working, self reliant and stubborn. Luckily I’ve got a bit of those traits myself. I’m even seeing some of that in my grown Son. Maybe there’s hope for Millennials.
Maybe there’s hope for Millennials.
You’ve fallen for the trap that has ensnared so many over the millennia (I mean years, not this generation).
There’s a whole lot of quotes out there going back to the Greek philosophers about how the younger generation is sliding. Here’s just one:
“Our young men have grown slothful. There is not a single honorable occupation for which they will toil night and day. They sing and dance and grow effeminate and curl their hair and learn womanish tricks of speech; they are as languid as women and deck themselves out with unbecoming ornaments. Without strength, without energy, they add nothing during life to the gifts with which they were born — then they complain of their lot.”
By Seneca, First century BC.
There’s 15 more here: http://ambitious.com/the-younger-generation-has-been-ruining-the-world-since-forever/
Here’s a more recent one (1950s):
Nothing so dates a man as to decry the younger generation. (Adlai Stevenson)
Thank you (says this Millennial).
+1 from another good-for-nothing Millennial.
Nice story. The Dodge should be good to go for many years to come. I’m well on my way to a similar story with my ’04 Titan. Only vehicle I ever bought brand new. Base 2wd with manual windows/locks, which also gets you a standard key without chip, no immobilizer. The keys did have big plastic heads that were bulky in the pocket, true value had steel head blanks for under $5.00 so it fits in the pocket just fine.
I drive it about once a week to keep it from suffering the deterioration of not enough use. Just. I’m 62 now, at this rate the truck should have no problem outlasting me! It is a nice road trip machine and the bed gets plenty of use.
Love these old truck beds, so easy to get into…
I love that grown up version of the race car bed!
+1
“We ultimately loaded just over 13,000 pounds, with the Dodge pulling it there (along with 4,000 pounds of trailer and 4,500 pounds of pickup). That 318 wasn’t fazed.” I had to be VERY close to my Ranger’s maximum tow rating (a little over 2000 lbs.) when towing both of my trailers hitched together. Empty, the Nissan trailer would weigh roughly 1500 lbs. (best estimate based on what it would weigh as a full pickup) & the Wells Cargo is 600-700 lbs. depending on added equipment (looked it up on Wells Cargo’s website). Other than being slow-going, the 2.3 had no problem handling the load. I hope to someday get the brakes working on the the Nissan (still has original axle with brake drums under it), but for the time being it would be unnecessary with how I actually use it (no problems with slowing down).
I’m actually glad to NOT have power windows & locks now, never mind a key fob–less stuff to draw power from the vehicle battery! If there’s ANY vehicle in production left in this country that still uses a “regular” key & separate fob it would have to be the Ford Econoline (STILL available as a cutaway).
One thing I’ve noticed about the Dodge/RAM pickups that seems strange is that up until very recently (2019 model year) the half-ton Ram has always used 5-lug wheels while the Dakota used 6-lug beginning in 1991 but switched back to 5-lug in 2005. 2019 marks the 1st use of 6-lug wheels in a full-size Dodge/RAM.