Tuesday, September 23rd, 2008
There was some news about plant closings and cut-backs in production which made poeple think that everyone is backing out of the trucks market. This segment as a result, has definitely been hit, but think twice before forming an opinion that anyone is giving up on trucks, because they still make up a large percentage of 4×4 pickup trucks sold and remain an important part of everybody’s lineup. But, fewer pickup truck buyers mean actual competition is as fierce as it’s ever been, and that’s good news for anyone who are looking for a new or a used 4×4 pickup truck.
There are two of them - the Chevrolet Silverado pickup truck and the GMC Sierra hybrids. These pickup trucks won’t be in the dealer showrooms until 2009 and although they both look real promising, who knows how available they’ll be at first or what they’ll cost. If you need something sooner, or you’re not interested in a hybrid, put GM’s new XFE trucks on your short list. The 2009 Chevrolet Silverado XFE and GMC Sierra XFE have promised fuel economy ratings of 15/21 mpg city/highway, versus 21/22 mpg city/highway for GM’s 2009 two-mode hybrids and 14/20 mpg city/highway for comparable non-XFE half-ton pickups. That’s really an improvement of roughly 5 to 7 percent over the non-XFE trucks.
GM has lowered the XFE’s aerodynamic drag to a claimed best-in-class .412, narrowly beating the all-new 2009 Dodge Ram’s .419 coefficient of drag. Helping the XFE achieve that slippery wind rating are a soft tonneau cover, an extended front chin spoiler and a 10-mm-lowered suspension and ride height. Low-rolling-resistance tires and lightweight 17-inch aluminum wheels help reduce friction between road surfaces and the truck. The XFE also uses an unusually tall 3.08 rear axle to hit its claimed higher fuel economy figures. To understand its importance, it helps to understand how rear axles are rated. Rear axles are assigned numbers that describe how many rotations the driveshaft must make to turn the rear axle (and rear wheels) once. A 3.08 rear axle turns the wheels once for every 3.08 driveshaft rotations.
To build the XFEs, General Motors started with Chevy Silverado and GMC Sierra pickup trucks equipped with 5.3L aluminum block V8s. They also added a six-speed automatic transmission, a 3.08:1 rear axle ratio, aluminum wheels and low rolling resistance tires. A soft tonneau, extended lower front airdam and a lowered ride height gave the trucks better aerodynamics. The combination of changes improved fuel mileage, upping it by 1mpg for city and highway driving. That might not sound like much, but it all adds up. The XFEs are 2WD trucks (for now) and GM has already started building the Crew Cabs.
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Thursday, September 11th, 2008
Because gas prices are climbing at a steady and steep rate, a lot of people who require the use of pickup trucks for their personal or professional lives find themselves suffering. Generally, those people who use trucks on a daily basis, especially for their jobs, need such a big vehicle because they are carrying heavy loads. In such cases, a lot of them prefer a 4×4 pickup truck diesel rather than a gas powered truck, because these pickup truck diesels are specifically designed to tow or carry extremely heavy loads without showing ill effects. For the most part, the same Big Three names which make the more popular gas driven pickups also make up the most favored diesel engines: Dodge, GMC, and Ford pickup trucks. Harley Davidson, Cadillac, Nissan, Toyota, and even Mitsubishi all have at least one brand pickup truck diesel as well.
The capabilities of the exterior of a pickup truck diesel engine have an effect on their interiors, which are generally designed to be roomy and comfortable for the passengers, even when the truck is engaging in rough activities. For that reason, some sort of sound cushioning or even sound proofing is often incorporated. The windows are thick, the chassis is built solidly and sturdy, and there are usually double layers located within the doors. Most pickup truck diesel engines also have intake resonators and exhaust systems with low restriction, which further blocks out the effects of road noise and rough terrain.
Most pickup truck diesel engines come fitted with multiple valves which is designed to offer the maximum amount of power, which in turn allows diesel trucks to pull and carry heavier loads, thanks to high amounts of horsepower and torque - generally 300 horsepower or better, and 365 feet per pounds of torque or better. The majority of them also have electronic throttle control systems. These make for high quality transmissions which can handle all different types of altitudes equally well. Their steering systems are also advanced, because handling heavy loads safely and confidently is important.
It may be beneficial to look into purchasing a used pickup truck diesel driven. Research shows that their outdoor capabilities can actually save money in terms of gas and maintenance, especially during a long run of time. That being said, they might be for everyone, but those who rely on their pickup trucks may want to consider them; they provide excellent standard safety features as wellFind Article, which is just as important if your job requires you to frequently haul heavy loads or drive through rough terrain.
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Thursday, August 28th, 2008
Every GMC vehicle, from the Envoy to the GMC Sierra pickup, bears an uncanny resemblance to a model wearing the bow tie badge, and the updated Yukon XL is no exception. Aside from those homely headlights, a tweaked grille, an added engine, and unique badges, that GMC is a Chevy. In a time when General Motors is losing market share, has been forced to reduce sticker prices across the line while keeping rebates alive, why money is still being dumped into this purely duplicative brand is a mystery. That’s not to say that the 2007 Yukon XL isn’t a nice vehicle, because it is, one with a renewed focus on style, quality, and value. But that can all be said of the truck on which the Yukon XL is based, the Chevrolet Suburban, and barring the premium XL Denali trim and its larger engine, there’s not enough distinguishing the two vehicles, despite GMC’s “Professional Grade” tagline.
Billed as the largest of the brand’s family of SUVs, the 2007 GMC Yukon XL is a nine-passenger truck with 137.4 cubic feet of cargo room. Buyers can choose from two trims - XL and XL Denali - and either rear- or four-wheel-drive capability. Based on the Chevrolet Suburban, the Yukon XL and XL Denali models are available to buyers looking for more brand cachet and an added touch of luxury, but aren’t quite ready for the flash and price of the Cadillac Escalade, another ride that shares its platform with the Chevy.
Despite all of the news about shrinking sales of large SUVs, this segment is still expected to move between 700-800,000 units annually, with General Motors reportedly grabbing 62 percent of that pie. Gas prices may continue to be volatile, but the fact remains that thousands of pickup truck buyers continue to choose the utility of a large vehicle like the 2007 GMC Yukon pickup truck versus smaller and more efficient alternatives. Competition in this field has largely been limited to the Ford Excursion (and fellow GM players like the Chevrolet Suburban and Cadillac Escalade), but that model is being replaced by an extended version of the Ford Expedition that promises to fight for its spot in American driveways.
Couple that with GM’s tarnished image, and one can see how vital it is that the 2007 GMC Yukon XL represents the company’s best effort. It seems ironic that just as the light appears to be dimming on the large SUV segment, GM unveils its best looking 4×4 pickup truck lineup to date. The lines of the 2007 GMC Yukon XL are much crisper, and the promise of tighter gap tolerances and a stronger focus on build quality address two of the main complaints with the existing vehicle. Add in the extra power and improved efficiency, and GMC makes a good case for purchasing its 2007 Yukon XL, should you be in the market for such a ride.
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Wednesday, August 27th, 2008
In the world of niche performance 4×4 pickup trucks, the new rooster crowing the loudest is the Dodge Ram SRT-10 with its claim of fastest production pickup. There was a time when that designation belonged to the Ford F-150 Lightning, and you can bet the boys in Dearborn tasted the bitter pill of defeat what that heralded title was lost. Apparently, Ford engineers don’t like the view from second place, so much so that they’ve created the 2007 Saleen Sport Truck S331, an F-150-based SuperCab pickup that promises to give the Dodge Ram SRT-10 a serious run for its money.
With about 5,000 vehicles built in 2005, including three versions of the Mustang, the GT supercar, and the stellar S7, the Ford engineers have proven they know how to build fast cars. The Sport Truck S331 is no exception, thanks to the availability of two engines: a 24-valve V8 cranking out 325 horsepower and 400 lb.-ft. of torque, and another V8 with twin superchargers pushing 450 horsepower and 500 lb.-ft. of twist. Ford talks about fuel mileage, but you can bet that won’t be its best selling point.
Anyone who’s familiar with Saleen vehicles knows they can expect more than just oodles of power. In the case of the 2007 Ford Saleen Sport Truck S331, those extras include reworked front and rear fascias with honeycomb inserts, a new horizontal-slat grille, a supersized front air dam, and an integrated rear bumper with a diffuser. The hood is new, with a sculpted vent, the flanks are dressed with lower skirts, and gracing the wheel wells are 23-inch alloys, which Saleen suggests are the largest standard wheels on a production truck. Inside the five-passenger cabin are unique gauges, race pedals, and a supercharger gauge cluster is mounted atop the center dash on the 450-horsepower models. The Saleen name is embroidered on the seats and printed on the gauges, while the floor mats feature the S331 designation.
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Wednesday, August 27th, 2008
For a V-8 full-sized pick-up truck this may not have been so much a chore, but we were using a compact-pickup with a small V-8 in its place. People were a bit skeptical at first, to say the least, to tow a rig over 1200 miles in something less than a full-size. However, The Dodge Dakota, which comes with a 5.2 Liter “Magnum” V-8 performs admirably in the worst conditions. Flat-towing any vehicle is hard enough, but put it on a rented U-Haul flatbed trailer, the pounds add up quickly. Take it through the steepest of mountain grades, through the spans of an open and barren desert and through blizzard like conditions with frozen and icy roads. It responds really well.
The interior of this Sport model Club Cab is a bit lackluster with no power options except for steering and brakes (power windows, locks and keyless remote entry available by option), but the other options makes it well worth its weight in gold. A 230 horsepower, 300 lb-ft of torque Magnum 5.2 Liter mill and a 6-speaker Chrysler / Infinity sound system that absolutely “booms” makes any long trip comfortable and blithe. The interior fit and finish is a perfect ten and the large knobs on the dash are well placed and accommodates the largest, gloved hands.
The cloth high-back bucket seats, floor and overhead consoles and a near perfectly engineered dash puts the icing on the cake and allows us to forget the power goodies typically associated with a decked vehicle. Lastly, the interior room is a real bonus. Front seat people enjoy lots of legroom, head and hip room and elbowroom. The back seat section in the Dakota is really large. But not large enough to accommodate two full size men, but still large. The exterior is a typical Dodge. Smooth geometric lines coupled with an aggressive stance and its now classic grill and front fenders is a real bonus to the Dodge Ram lovers.
Driving the Dakota Sport on the road is a real treat. The V8 produces a good amount of power, although a 5.9 Liter is on the top of any ones wish list and the LT 31×10.50R15 tires gripped the road well. Torsion bar suspension with a front stabilizer bar keeps the body from rolling out when it is thrown into a turn at high speeds. The truck has a bit of understeer but is easily correctable by feathering the accelerator. The slush box, a four-speed automatic (44RE model) shifts way too much in any driving conditions and is helped only a bit by taking it out of overdrive. Towing this 4×4 pickup truck to Moab actually goes well. Dont keep any doubts with this compact pick up because the V8 really comes through with its 300 lb ft of torque. It is able to maintain 50 m.p.h. or better ascending the steepest grades. It also has great control towing such a heavy load at all speeds and in turns.
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Saturday, August 23rd, 2008
People buy pickup trucks for many reasons. Some of those reasons are strictly sensible; others lean more toward vanity and fashion. This hasn’t always been true. A few decades back, pickups were strictly utilitarian vehicles that people purchased to do work. Owners were willing to put up with certain discomforts as long as the truck performed its assigned tasks without balking.
Today, fewer private truck owners haul gravel or crates with their vehicles. Those who buy a pickup for its practical merits are likely more interested in its towing capacity. Outdoorsy families may need a truck to haul a camper trailer or boat on summer vacations or weekend journeys. And if that trailer or boat is heavy, only a pickup with serious towing capacity can handle the job. Each manufacturer issues ratings for towing capacity, measured in pounds. Ratings for a given truck model may vary according to several factors.
If a 4×4 pickup is available with a choice of engines, the larger-displacement version typically has greater towing capacity. A truck with an automatic transmission may be capable of hauling more weight than an equivalent model with a manual gearbox. Heavy-duty trucks may be available with a choice of single or dual (dualie) rear wheels. This means there could be one or two wheels and tires on each side. Typically, additional tires translate to greater capacity for hauling cargo, though not necessarily a significant increase in towing capacity.
When you need to tow a trailer or boat that weighs more than 4 or 5 tons, you have few choices besides a heavy-duty truck from Chevrolet, Dodge, Ford or GMC. These are the only trucks that offer towing capacities above the 10,000-pound mark. As a rule, you’ll have to turn to a one-ton model — Chevrolet Silverado 3500, Dodge Ram 3500, Ford F-350 Super Duty or GMC Sierra 3500 — to get the peak capacity, but a three-quarter-ton truck might suffice for slightly reduced weight requirements. On the whole, import-brand pickups trail the domestics where heavy-duty towing is concerned. Only the Nissan Titan vies with half-ton pickups from Detroit’s Big Three.
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Saturday, August 23rd, 2008
To get the highest towing capacity possible, a special towing package usually has to be installed on the pickup truck. This could include heavy-duty cooling components to reduce the risk of overheating, heavy-duty brakes, a transmission oil cooler and a heavy-duty suspension. Automatic transmissions on heavy-duty trucks often include a Tow/Haul mode, which alters the shift pattern for greater efficiency when pulling a trailer or boat. Ford’s F-Series Super Duty trucks now offer a Tow Command System, which includes an integrated electric trailer-brake controller. All large trailers must have their own brakes, which are typically actuated by the driver using a separate control unit. Ford claims that its integrated system works with a “special trailer-brake strategy” when the antilock braking system detects poor traction.
Certain versions of GM’s full-size pickups can be equipped with Quadrasteer four-wheel steering, which can make highway maneuvers easier and safer, especially under high wind conditions. Quadrasteer also makes it easier to back up and take corners with a trailer under tow. Once you’ve tried Quadrasteer, there’s a good chance you won’t be satisfied with a pickup that doesn’t have it. In February 2005, however, Automotive News reported that GM will drop Quadrasteer as an option after the 2005 model year, citing slow sales. Compact pickups have lower towing capacities — not specifically due to their size, but because they can’t hold the biggest and most-powerful engines. Like their larger siblings, these pickups have a variety of towing-capacity ratings depending on their powertrains, cab style and bed length.
Larger than a traditional compact truck, Dodge’s Dakota can tow up to 7,150 pounds, while Nissan’s Frontier can be equipped to tow as much as 6,500 pounds. Ford’s compact Ranger has a maximum towing capacity of 5,980 pounds. Toyota’s 2005 Tacoma can be fitted to tow up to 6,500 pounds. Maximum towing capacities for the Chevrolet Colorado and its GMC Canyon cousin are lower, topping out at an even 2 tons with the 3.5-liter inline-five-cylinder and an automatic transmission. When choosing a pickup based on its towing prowess, you need to allow some leeway. If the heaviest trailer you expect to tow weighs 6,000 pounds, it’s wise to select a truck with a capacity somewhere beyond that figure.
Still, it doesn’t pay to buy more truck than you expect to need. Heavier-duty trucks are almost sure to burn more fuel and may be less pleasing to drive during those periods when no trailer is attached. Compact models can be a lot more satisfying for regular driving. If you never intend to pull a fifth-wheel camper trailer, why buy an oversized truck that can handle such a task? And if you’re not going to tow anything heavier than a snowmobile or small utility trailer, a compact pickup might be sufficient. At the other end of the spectrum, if you have to haul a trailer that weighs even more than the one-ton pickups can handle, there are options.
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Tuesday, August 19th, 2008
The Power Wagon is based on the ordinary Dodge Ram 2500, but it’s not a standard Ram; it’s been fitted with skid plates to protect undercarriage areas (including the gas tank), oversized all-terrain tires, tow hooks, a towing package, and heavy-duty alternator. More unusual is the built-in winch up front, which can pull up to 12,000 pounds - handy if the Power Wagon winds up in a ditch with a full load; or if you simply need very heavy things to be pulled. From the interior, you can lock the rear axle as easily as turning a knob; and you can lock both front and rear axles by turning that same knob a little more.
The Power Wagon uses an American Axle TracRite GTL locking rear differential, which both locks fully when desired, and acts as a standard limited-slip differential the rest of the time. Skid plates cover the steering system and shocks, transfer case, and gas tank; there are both cross members and lengthwise bars to prevent rocks from getting stuck between plates and to provide additional protection.
In on-road driving, the Ram, despite its height - which dwarfs Expeditions and Suburbans - manages to be surprisingly controllable, with cornering that we would not have believed from a truck of this size just a few years ago. The ride, while quite firm, is not harsh, and even without a load, bounciness and jouncing are kept within reason. Generally, heavy-duty light trucks have a better time of it when there are a few hundred (or thousand) pounds weighing down the bed; most are fairly uncivil when empty, but the Power Wagon is not so bad. That said, any Jeep will easily provide a more comfortable ride and better cornering - but they can’t tow a few thousand pounds, or carry five or six thousand pounds.
The Hemi engine is, not surprisingly, full of power and eager to go; despite its bulk and aerodynamic challenge, the Power Wagon had ample power for acceleration at just about any speed, just a quick touch of the gas away from higher speeds. The engine sounds as though it’s been modified for racing, especially when the transmission downshifts and it goes into the high revs. The transmission is quick and responsive, albeit smooth, after about a minute of warmup, during which it tended to be sluggish. This five-speed automatic comes with a Tow/Haul mode, using the exact same control as Chevy trucks. Visibility is very good in all directions though the height can lead neighboring cars and people to be missed; the large rear-view mirrors help. Headlights are large and powerful, and the sun visors on both sides slide out to block the sun when it’s in a spot ordinary visors can’t reach.
The quad cab interior is large, with good headroom and the ability to seat six people if needed - though five will be more comfortable. The rear seats fold down for more interior storage space. Up front, there is an ashtray, large, locking cup holders that fold out of the center console, map pockets (on all four doors), and a massive center console that can either be divided into three compartments, or used as a single large space.
When it comes to a truck that can be used during the week for off-road work, particularly hauling heavy loads, and yet be behaved enough for family use on weekends, it’s hard to beat the Power Wagon. On other hand, ordinary drivers are better served by standard vehicles (and those who need heavy-duty pickups for towing or hauling would find their money better spent on the Cummins turbodiesel option). The Power Wagon’s claim to fame is its offroad capacity; if you don’t need that, you don’t need a Power Wagon and its extra fuel use and cost. On the other hand, if you find an ordinary 4×4 pickup truck, just can’t be used in your line of work, the Power Wagon is right up your alley.
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Wednesday, August 13th, 2008
The Mark LT is based on the Ford F-150, which is a fine-looking truck. Some people usually don’t like the way a crew cab pickup looks with a short bed – they feel its out of balance. The Mark LT’s bed is 67″ long. Long enough for real usefulness, especially if you spring for the optional bed extender. Bed width at the wheelhouse is 50″, so a 4×8 sheet of plywood can be easily placed on to it.
The Mark LT 4X4’s 9.1″ of ground clearance will be useful on the ranch – make sure you have the skid plates and the platform running boards. The running boards are appreciable, as it’s a serious climb up into the cab. The 4×4 Lincoln Mark LT’s interior is a mixed bag. It’s not that different than the Ford F-150’s, with the exception of a few “Lincoln” badges here and there. That’s a good thing, actually – the F-150 dash is fresh and modern. Lincoln should have upgraded some of the dash materials, though. The pebbled plastic feels really cheap to the touch, and the ebony wood grain is not appreciated.
The steering wheel is wrapped with leather, but doesn’t feature a telescope adjustment, only tilt. These 4×4 pickups come equipped with Light Parchment leather seats. The back seat is really pretty useful and roomy. It’s easy to get in and out, thanks to the full-size doors and pretty good access. It’s not something great, but it’s not bad for two adults. There’s even a fold down armrest, and a rear seat entertainment package can be ordered with a ceiling-mounted video screen and DVD player.
The crew cab setup also helps with security for everyday driving in town. The rear seat folds up easily, leaving a flat load floor in the rear cabin. Like the F-150, the Mark LT is quite a behemoth. Make no mistake, this is a full-sized pickup truck. No matter how many luxury features you tack on, it’s still body-on-frame with a solid live rear axle with leaf springs. The front suspension is double-wishbone with coil-over shocks and a stabilizer bar.
The ride is good for a truck but there is still some bouncing in the rear, though, on the highway, especially over expansion joints and rough roads. However, the Mark LT is available with only one engine choice: a 5.4 liter V8 that cranks out 300 hp and 365 lb ft of torque. The Mark LT comes with a four-speed, with no option for an upgrade. With a healthy 8900 lb towing capacity, another gear would be a welcome addition.
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Tuesday, August 12th, 2008
Redesigned for 2007, the GMC Sierra full-size pickup was restyled, inside and out, and boasted roomier cabins, greater maximum towing capacity and higher gas mileage. GMC says ride, handling and interior noise levels were also improved. As before, the Sierra shares a platform with the Yukon and Yukon XL full-size SUVs. The varieties are overwhelming: regular, extended and Crew Cab body styles; short, standard and long cargo box lengths; multiple powertrain combinations; and multiple suspension packages and trim levels. Of course there’s also rear- or four-wheel drive.
Despite a concerted effort by General Motors to differentiate the Sierra more than ever from the Chevrolet Silverado, its sister model, they succeed only to a point. Competitors include the Dodge Ram, Ford F-150, Nissan Titan and Toyota Tundra. The higher trim levels get a different interior layout borrowed from the Yukon SUV, intended more for personal pickup users than for workers. In addition to the different dashboard, door panels and trim, the SLT adds heated leather seats with 12-way power adjustment for the driver, a six-CD changer with Bose speakers and heated windshield washers.
The Denali has exclusive leather and trim and a unique steering wheel and center console, as well as power adjustment for the passenger seat. Adjustable pedals, an auto-dimming rearview mirror, dual-zone climate control, remote starting, rain-sensing windshield wipers and sonar rear parking assist are some of the Denali’s standard equipment. In addition to added front-seat legroom, headroom and hip room, GMC made the interiors seem roomier by moving the dashboards down and forward a few inches. GMC says the rear seats are more supportive and offer more legroom in both extended and Crew Cabs. The crews have split rear seats that raise to provide more storage space.
They’re optional in extended cabs, which now have Nissan Titan-style access doors, which open 170 degrees. They also have power windows in the higher trim levels. GMC has moved toward more-refined systems that have been finding their way into SUVs and other trucks: Coil springs have replaced torsion bars in the front suspension, and the recirculating-ball steering has given way to the lighter, simpler and more precise rack-and-pinion design. The Denali has skid plates and tow hooks as standard equipment.
This 4×4 pickup comes with OnStar, with the first year of Safe & Sound service free. This plan includes automatic OnStar notification in the event of a collision, stolen vehicle tracking and remote door unlocking should you lock your keys in the car.
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