Final Parking Space: 1984 Dodge Rampage 2.2
The first Dodge Brothers pickup was built in 1918, but Dodge truck shoppers had to wait another 64 years to get a genuine American-built Dodge minitruck. That pickup was the Rampage, and I’ve found a nicely preserved example in a Denver self-service car graveyard.
The Chrysler Corporation imported Mitsubishi Fortes with Dodge D50/Ram 50 and Plymouth Arrow Truck badging starting in 1979, following in the footsteps of Ford with the Mazda-built Courier and General Motors with the Isuzu-built LUV. Both Ford and GM had the deep pockets needed to develop their own Detroit-style small pickups from scratch for the 1980s (the Ranger and the S-10), but Chrysler’s wallet was quite a bit thinner. What to do?
Chrysler had a subcompact platform available during the late 1970s: the Omnirizon, which had been developed by Chrysler Europe via Simca and began production at Belvidere Assembly as a 1978 model. The Omnirizon family tree became respectably large; besides the Dodge Omni and Plymouth Horizon, there were such cars as the Dodge 024, 1983-1987 Dodge Charger, Plymouth TC3, and Plymouth Turismo.
It was easy enough to take the unibody Dodge 024 and give it a truck bed, just as Subaru had done by creating a truck version of the Leone. Volkswagen of America did the same with the Rabbit Pickup soon after, proving that Americans were willing to buy tiny trucks that were not only based on unibody chassis but ran with front-wheel-drive.
Thus was the Rampage born, first hitting the street as a 1982 model. The Plymouth Division got its own version for 1983… which turned out to be the only model year for the Scamp (not to be confused with the earlier Valiant-based Scamp).
The Rampage was built for just the 1982-1984 model years, so this is one of the final examples. Just over 40,000 Rampages and Scamps were sold; they must have been fairly popular in Colorado, because I’d found four Rampages and two Scamps in the Centennial State prior to today’s machine.
This truck (or cartruck, if you prefer) started its driving career on the streets of California, as you can see from the emissions sticker under the hood.
The production Rampage was available with just one engine choice: a carbureted Chrysler 2.2-liter SOHC straight-four, rated at 84 horsepower.
Three transmissions were available: a four-speed manual, a five-speed manual, and a three-speed automatic. This Rampage has one of the manuals.
The interior is in very nice condition for age 40.
Camper shells were available for the Rampage/Scamp, and here’s the proof.
The Rampage was microscopic by modern “small” truck standards, scaling in at a flyweight 2,367 pounds. This one is a higher-grade Rampage 2.2 (which is a confusing trim level name, given that all Rampages had 2.2 engines), so its MSRP was $7315. That’s about $22,598 in 2024 dollars.
The Mitsubishi-made 1984 Dodge Ram 50 was built with more powerful engines and was available with four-wheel-drive; the cheapest version listed at just $5684 ($17,559 after inflation). Meanwhile, GM was still building Chevrolet El Caminos and GMC Caballeros with V-8 power, though they cost at least $1000 more than the Rampage.
The story behind these signs must be an interesting one.
I’d drive it just like it is. Like the Subaru Brat that I commented on previously, the Rampages are also just not found down here in Mississippi. Ford Couriers and Chevy LUVs pop up fairly often, but they’re either so far gone it’s pointless or they’re in great shape and way too much money. I’d just like a rough condition driver in any of these little economy “crucks” or rebadged micro trucks. Or instead of those, I’d take a Plymouth Horizon, preferably gold with a manual transmission, since my dad had one in the early 80s when I was a child.
The condition of most of these Denver-area cars featured would be in the better project car pile where I live.
And that one sure IS a rough one. No taillights, either.
I used to think these were just a truck bed version of the Dodge Daytona/Chrysler Laser cars. There is a guy who shows up in a black Rampage with the Chrysler turbo motor of that era. It’s an interesting find at a car show. You forget these things even existed.
Exact same interior and color as my college 1986 Omni. Chrysler was really stretching their dollars in the 80s
Even though I know the NA versions of this car line are completely gutless, I would consider taking this one on for sheer uniqueness
Yes, one of these with 2.2 Turbo 2 like in the GLHS version Omni and Charger would be fun!!
It’s almost disappointing to see so many cars turn up in this series at these yards in Colorado where the car doesn’t really belong there – yet. This one is a good example. Fix whatever’s wrong with the engine (or trans) if you’re handy, and drive it.
I wonder if anyone needs the shell?
I had two shells for these, and ended up giving them to people to use as chicken shelters; no trucklet owners (what few there were) wanted them.
The plastic nose has held up well with minimal warping…unlike nearly new GM products of the period.
Seems like one of the American-owned manufacturers might revisit this body style. Truck bed Bronco Sport? How about a truck-bed on an Equinox EV or an E Mustang? Seems like it might provide more options for hiding the batteries, and add weight to the rear for traction.
Drove 1984 Rampage seven years (87 – 94), adding 135 K miles to the 40 K it had when I got it. With shell, I carried up to 1,000 pounds of books and shelves daily as an independent bookseller. Traveled constantly between Ga. and S.C., as well as making trips to Maine and N.C. Rampage was quick, economical, dependable, and comfortable. When bits and pieces like door and window handles began wearing out and the body was battered several times while parked, I reluctantly traded it toward a Honda Civic Wagon. Mechanic who maintained my Rampage agreed that it was an exceptional example of the vehicle. Would love to have one now in the condition mine was when I got in in 1987!
Cartruck? What? It has the integrated body and bed which makes it a coupe utility, or just plain old ute.
I have found that few in the USA know what “ute” means; in Australia, of course, that would not be true.
That poor thing. I am on my second Scamp (owned since 2000); the first died in a major altercation with an 8-point buck. Happily, the Scamp gave its life to save mine.
They are fun to drive. My current one is a Scamp GT with 5-speed, while the first was a base Scamp with 4-speed. The first one was a daily driver in the winter, where it left RWD pickups spinning their tires in the snow. And, it could carry about 1000 pounds, without exceeding its weight rating.
It’s interesting to hear from readers who were Omnirizon drivers in the day and would like to have one now. Other than maybe the GLHS/Shelby cars, the Omnirizon twins are generally held in low regard.
I owned two-a1986 Plymouth Turismo Duster automatic and a 1990 Dodge Omni 5 speed. I liked them both, and for Malaise-era cars they were surprisingly durable, with the 90 running over 200K.
And yes, I’d like one now, particularly a 2 door with a 5 speed.
Light weight, good fuel economy, simple, fun to drive, and at a reasonable price. In the GLH and GLHS versions even better. This a far better alternative to EV and other choices today for the masses. If they could only bring them back! Remember Iacocca saying , once you try one of our 2.2 turbo cars, so powerful and so efficient, you’ll never go back to a V8 again! Many new vehicle technologies today have just simply become too complex, with too many of their safety features not what they’re cracked up to be. Chrysler, Dodge, Ram, and Jeep, in fact all domestic car and truck builders could use another Lee Iacocca!