Dodge was considered an also-ran in the full-size truck market in the 1980s, but due to its partnership with Mitsubishi was able to field a competitive small truck to compete with the big Japanese brands just as its cross-town competition did with their own Japanese sourced stock until they developed their eventual in-house offerings. As opposed to Ford and GM, Dodge never did develop a small truck of their own for sale here – the eventual Dakota was mid-sized and even after that was released the smaller Mitsubishi sourced Ram 50 continued in the lineup for several more years.
This 1984 model is from the tail end of the first generation of its run, and being 4WD is known as the Power Ram 50 as opposed to just Ram 50. The early ’80s were a bit of an odd time for the Mitsu-Chrysler partnership as offerings seeming randomly changed year to year as to who offered what with this same truck being offered as a Plymouth for a few years until Mitsubishi decided (or was able) to offer it under its own brand as the MightyMax starting in 1982 at which time Plymouth ended their version.
But Dodge soldiered on with it. Stylistically it was on the generic side, easily confused with the Datsun/Nissan especially from the front, and likely with all the others as well for those not really versed in the differences.
Of course the back end of any of these trucks generally makes it extremely clear what one is looking at. I love these old-style camper shells made out of aluminum with straighter lines than the newfangled fiberglass offerings that were starting to appear on the market around this time.
That shell probably has never been off of the truck since the beginning, the paint on the 6.5 foot long bed looks almost like new.
4WD was only added starting in 1982 but was a popular option, especially in mountain areas such as Colorado and Wyoming where this one seemed to have spent most of its time judging by where it is, the University of Wyoming sticker, as well as the Holiday Homes Inc label on the camper shell which was a company in Colorado Springs.
Power was provided by Mitsubishi’s 4G54 (this particular version known as the G54B) engine, the 2.6liter four cylinder unit of which different versions have powered numerous vehicles built by both Mitsubishi and Chrysler, in this case as a carbureted version producing around 114hp and 146lb-ft of torque. A 2liter four was also available on 2WD Ram 50 models as well as a 2.3liter turbodiesel on either model.
The cabin layout was typical for these trucks with a bench seat and not a lot of extra space for those on the tall side. But in typical Japanese style, they were relatively well equipped from the base model.
This one’s a 5-speed manual, the transfer case used a chain to drive the front wheels and could be switched from two to four wheel drive on the fly, only needing a stop to engage the low range.
Shifting back into 2WD automatically releases the front hubs, a feature that Dodge decided was worthy of advertising. It’s interesting how the hub cap doesn’t actually cover the hub in this case, I suppose trim ring is a better descriptor as it only covers the lug nuts.
Back inside, I’m a bit perplexed as to how the HVAC works here, specifically the bottom slider that has “off” on the left and “hot” on the right. I’m assuming that’s the temperature control and that “cold”, i.e. ambient air is selected by having the selector be where it currently is, just to the right of the “off” position? There’s no A/C on this one either.
Gauges are sparse but legible and at least no blanks are present here with warning lights taking over where a gauge was deemed unnecessary. The tiny little hazard light switch position is curious, this seems a very Detroit way of doing it, i.e. not easily accessible in an emergency situation. The 34405 mileage figure likely needs at least a 1 in front of it to be correct and perhaps even a 2; the interior seems in too good of shape for that many but the exterior sort of supports it.
Overall a pleasant enough place to spend time and holding up well after 35 years of use (I came across this truck last fall and just found it again in my files).
These used to be a semi-regular sighting on the roads but have more of less disappeared (late edit: I ran across a running 1984 Power Ram 50 in the parking lot of this same junkyard between writing this up last week and it publishing now, the CC effect strikes us writers as well!).
The second generation with slightly more rounded off bodywork is getting scarcer as well, but for a long time oodles of these small trucks were all over the place, adding a lot of variety to the offerings. All though were essentially “same same but different” as is commonly heard in Asian tourist markets with brand preference and price having as much to do with a purchase decision as anything else as they for the most part all performed their jobs pretty well.
If nothing else, these little trucks helped Mitsubishi establish a bit of a beachhead over here that they then used to break into the market with their own branded offerings. It looks like that may be coming to an end again soon though, but I kind of like their offerings despite never having owned one myself under any label. I guess that makes me part of the problem, hmm. Mitsubishi gets bagged on a lot these days by people that I don’t think have ever driven or owned one and I don’t really buy into the mantra that they are unworthy of consideration.
Not that it would happen but I wonder if a renewed relationship with FCA and their much larger dealer network could make some sense. Mitsubishi does have a range of smaller cars and CUVs with some interesting electric technology that with some judicious choices could fill a few gaps in some of FCA’s offerings, not least of which being a reasonably priced smaller pickup truck (one item not currently offered here by Mitsubishi but sold in over 150 overseas markets) that would seem an obvious fit.
If a Mitsubishi was considered “Ram Tough” back then, then why not now?
(Note: RAM actually does already sell it as the RAM1200 in some markets but not here due to the “chicken tax” – whose time has come and long gone but that’s a discussion for another day.)
The ad perpetuates the myth that auto hubs allow you to shift from 2wd to 4wd without needing to get out and lock hubs. Not true. There’s no real issue with keeping manual hubs locked even when in 2wd and just shifting the transfer case in and out of 4wd. In fact most modern 4wd’s keep the front locked (and turning) all the time and shift the transfer case, sometimes in conjunction with an axle disconnect. The auto hubs of the type fitted to this Ram 50 often got stuck in drive mode and required stopping and reversing to unlock … a bigger hassle than manual hubs in my opinion.
There are lots of different designs of auto hubs. Yes some of them, but not all of them required you to back up a few feet to unlock them. Too me that is less hassle than getting out of the truck and messing with trying to turn them in the first place.
Yes as people lost care about MPG some mfgs have dropped any disconnect other than at the transfer case. However there are still pickups that have auto and manual hubs. My F250 has both, vacuum operated “auto mode” and a manual lock mode. I often use the auto mode, much more convenient when you just need 4×4 for a little bit. I only manually lock them when I’ll be in 4wd for more than just a short stretch, like when we get one of our rare snow events.
I put Warn Lock-O-Matics on my Internationals for that same reason, they will auto lock when I just need 4wd for a little bit and they have a manual mode too which again gets used when I’ll be in 4wd for an extended period. Back in the day however yeah when it snowed the hubs got locked and I’d shift in and out of 4wd as I went between cleared and uncleared roads.
Those are strange HVAC controls. I’ve never seen anything labelled “OFF” and “HOT” like that either. And defrost all the way to the left? That’s a new one too. Maybe these were laid out for predominantly RHD markets, like Japan. And the center vents under the dash sure look like you would have A/C, but you don’t.
All that aside, I sure wish you could get a basic, stripper small pickup like this now. I think the Mahindra Roxor is about the closest thing on the market now, but they aren’t legal for highway use (in the USA anyway).
Nice find! It’s amazing to see one not rusty – here in Michigan, these have long since returned to the Earth.
I laughed when I saw the transmission hump cup holder thingy. I remember seeing those at Kmart and other auto parts stores for a time as most people wanted cup holders and didn’t want the kind that hung from the side window – remember those?
I’ve still got a couple of the old hang from the door ones kicking around in the garage. I also had what appears to be that same transmission hump console. That hole between the cup spots is sized for a Bic lighter and that little fenced area on the right is sized for a pack of cigarettes, so yeah from a different era. I’m not sure how the cigarettes would have stayed in the upright position like they showed on the package.
Maybe I’m showing my age, but I find the slider HVAC controls on this vehicle and its contemporaries to be much easier to decipher – especially while driving – than a zillion little buttons with even smaller icons found in today’s vehicles.
I interpret the temperature control to be either “hot” in the hot position (obviously), or no heat in the “off” position. The controls are so familiar, but maybe Mitsubishi’s choice of nomenclature is a little awkward.
The mitsubishi 2.6 was innovative as it was the first i4 to have balance shafts. I had one in my plymouth reliant and it was very smooth. Bad part of the engine, the timing chain guides wore away over time causing timing chain failure which you saw coming from the clatter. That happened to mine at 90k miles. Not worth fixing by then so I drove it to the junkyard.
not only that, this engine had the “optimum” configuration for balancing an I4, with one shaft mounted low on one side of the engine block and the other mounted higher up. unlike the more common method of just putting both shafts in the sump beneath the crankshaft, the Mitsubishi “Silent Shaft” setup also cancels the rocking moment of an I4 (the tendency for the engine to “rock” back and forth around the axis of the crankshaft.)
The truck used a different version of the engine. I don’t think it had balance shafts. I had a 79 Sapporo with the 2.6 with balance shafts. I recall it was smooth for a large 4 banger.
To Mr 3800, they were an unpredictable unit in that some of these would do half a squillion miles, and some were indeed dead at 90k. I suspect manufacturing tolerances of the time were the cause. Today’s engines are all practically blueprinted in the old terms: I strongly suspect the balance system needed modern levels of manufacturing tolerancing to work consistently.
Someone should get that and save it.
+1.
I always found it odd that these “first-gens” had a 6.5′ bed like a full-size, rather than a 6′ bed like other minitrucks, and no option for a longer bed.
I wouldn’t mind having one of these, assuming I could find a roadworthy example here on the east coast.
Shame to see such a versatile little hauler end it’s life here. Manual trans with 4WD, long bed, and a camper shell attached. I’m guessing some problem developed with the tranny or four wheel drive set up. Expensive to have fixed. That’s why I stay away from old 4X4s. Similar Toyota trucks around here command a premium. It’s too bad that manufacturers think that something like the new Ranger is a smaller truck.
I had a soft soft for these Mitsubishi trucks. And the 2.6 was a nice torquey four, as well as smooth thanks to its balance shafts. I particularly like the styling; perhaps the best in its class at the time.
I wish there was a modern version of this truck: small, 4wd, diesel, 6-6.5’ bed, airbags.
With a winch, compressor, and PTO, you could have a versatile and efficient farm truck that would be handy for decades.
By a series of odd events, including the fact that Mitsu bought Chrysler Oz in 1980, Mitsubishi is perfectly respectable in Oz, has cars in the top ten, and is generally well-liked. (In fact, I understand it to be their biggest market outside of Japan itself). But it’s true that the apt word is “liked”. Not many people who have bought in the last 20-odd years would move on to expressions of passion. In truth, they’re the sort of car you recommend to a non-car friend until they can afford a Toyota.
However, it’s odd to hear them mentioned as being “bagged”. Doesn’t happe n here.
That 2.6 Astron engine was a really lovely thing in its time, being torquey and very smooth for a big old four. It was marketed here as the “Silent Shaft” engine, a bit wry because the one thing it wasn’t was especially quiet. Still, a good enough system for Porsche to licence for the 944. I wonder if the Porsche engines also had such variable lives as these? Some would last 200k miles no worries, others 50K, all of it related to the rattles from that balance system.
In 1990, I went shopping for a small Japanese truck to replace an ancient Audi wagon that was on it’s way out. The price of Toyotas or Nissans, new or used, was prohibitive, Only the Isusu P’up and Dodge Ram-50 remained on my list. The Ram-50 styling was more up to date and, unlike the Isuzu, the Misubishi 2,6 didn’t have a timing-belt that needed changing every 60K miles. But the Isuzu won out, as I found a good deal on a three-year-old, low-miles, loaded LS model.
As for the 2.6 durability, the Mikuni carburetor on these suffered from a weak water-heated automatic choke, operated by a wax pellet like the one in a coolant thermostat. Once the choke pull-off diaphragm failed, the excess rich mixture would severely dilute the engine oil with gas. A new pellet was only available with a new carburetor. Outside of carb replacement, the only fix was to replace the diaphragm, adjust the choke to open as wide as possible at startup, and advise more frequent oil changes.
With all that done, my brother’s 1980 2.6 Colt wagon made it to well over 200K mies until it was finally retired by a bad transmission!
Happy Motoring, Mark
Mikuni should be proud of having created a carburetor more reviled than even a feedback Quadrajet.
I had a 2.6 Astron in a Sigma wagon it went really went and gave good mpgs I also had an extremely tired 2.0 Astron in another Sigma wagon that circumnavigated australia in oil burning condition and just wouldnt die both were 5 speed manuals I dont know if that helps with longevity or not.
How much 4 the 1984 little Dodge Ram 50 pickup. Does it run and we’re R U located?(406)498-3180 ask for Charlie Parke
Is this truck for sale?
Is this truck still available, Please contact me at 3044048011 or mwp71970@gmail.com
Guessing this is gone. If you come across anymore of the mid 80s D50, gas, 4×4, 5 speed, let me know. Definitely interested. Ronmalinsky@gmail.com
Está en venta ubicación y precio