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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Wednesday, August 20th, 2008
The Ford F-350 pickup truck is quite a different beast from its standard brethren. Nowadays, light-duty pickups have become quite commonplace as daily drivers and even as family vehicles. Ford’s F-150, in particular, has been hugely popular for the past three decades. The F-350 Super Duty, however, is a 1-ton 4×4 pickup truck that’s often seen doing what it does best hauling and pulling big loads.
More robust than even the capable F-250, the Ford F-350 Super Duty is fit for extreme grunt work thanks to the availability of a dual rear-wheel setup that greatly improves stability when towing. And like other Super Duties, the F-350 is available with a wide choice of body styles, powertrain options and trim levels to choose from. Another reason that Ford’s heavy hauler is a fave is that it can handle massive payloads while also being easy to drive and comfortable to ride in.
There are a few other choices to consider, as Chevy and Dodge also offer worthy choices in this powerhouse field. With the domestic Big 3 constantly improving their heavies, it’s almost anyone’s ball game for a given model year. All are eminently capable, so we suggest driving them all back to back before you make a purchase decision. A dual-rear-wheel setup is offered as well, which allows more weight to be carried in the bed as well as providing greater stability while towing a heavy trailer.
A trio of engines sees duty in the F-350 Super Duty: the standard 5.4-liter V8 (300 horsepower and 365 pound-feet of torque), an optional 6.8-liter V10 and the aforementioned 6.4-liter Power Stroke turbodiesel V8 (350 hp and 650 lb-ft.) Transmission choices consist of a six-speed manual or a five-speed automatic. Buyers can choose either two- or four-wheel drive across the board.
The previous generation Ford F-350 Super Duty ran from 1999-2007. The debut of this version marked the first time that Ford gave its heavy-duty pickups their own style. Compared to the soft contours of the F-150 of the time, the angular Super Duty with its massive grille looked every bit the square-jawed brute that lay under the skin. For 2003, the FX4 off-road package debuted, as did (for crew cabs) an optional power moonroof and the King Ranch edition.
A smaller yet more powerful 6.0-liter Power Stroke replacing the 7.3-liter version debuted that year as well. The 6.0-liter diesel engine, however, has a reputation for questionable reliability. For 2005, the big news was a new five-speed automatic transmission, an upgraded front suspension, a new grille and headlight design and increased towing and hauling capacities. The next few years saw just minor changes to feature and package availability.
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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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Thursday, August 14th, 2008
There are 11 compact and not-so-compact pickup truck nameplates in the U.S. for the 2008 model year. The models range from Ford Ranger with regular cab and two-wheel drive, to the top-of-the-line Honda Ridgeline RTL with four-wheel drive. Buyers of the “less-than-full-size” trucks get considerable payload and towing capacity—up to 1,720 and 7,160 pounds, respectively. But they generally pay lower prices than buyers of comparably equipped, large trucks. Some benefits of these smaller trucks are the same as for larger trucks. Compact and midsize trucks ride higher off the pavement than do cars, so drivers and passengers tend to enjoy good views out of their vehicles. Owners have easygoing cargo space in their pickup beds that they can spray down and clean with hoses. And these smaller trucks—smaller being a relative term here—can be more nimble and easier to park than their larger brethren.
Trucks in this segment are offered in 2×4 and 4×4 pickups, with regular, extended and double cabs, and with a variety of engines. For example, the Chevrolet Colorado and GMC Canyon are available with a 5-cylinder engine, while the Dodge Dakota can be had with a V8 that can run on E85 ethanol-containing gasoline. Buyers of the modestly sized trucks in this class can get some of the best fuel economy around. For example, the 2008 Ford Ranger Regular Cab with two-wheel drive and 2.3-liter, 4-cylinder engine mated to a manual transmission has a government fuel economy rating as high as that for some cars: 21 miles per gallon in city driving and 26 mpg on the highway. The Ranger and its twin, Mazda B2300 Regular Cab truck in two-wheel drive, rank as the most fuel-efficient pickups in the U.S. for the 2008 model year.
There are plenty of features and amenities in the compact and midsize-truck segment. Honda’s first truck for the U.S.—the midsize Ridgeline—has a lockable trunk set into the floor of the pickup bed. The 2008 Dodge Dakota has a standard, dual-position tailgate that helps carry loads of various lengths. And Nissan’s Frontier can be had with a Long Bed that adds 13 inches to the normal bed length for a total of 73 inches, even at the back of a Crew Cab model. Many of the smallest pickups, which used to be commonly known as “compact trucks,” also have changed and grown noticeably larger. For example, in the 2004 model year, Chevrolet replaced its long-running S-10 small pickup with the Chevy Colorado, and officials immediately called the larger, roomier Colorado a “midsize pickup.”
The Colorado’s twin vehicle—the GMC Canyon, which replaced the GMC Sonoma—also was upgraded in size, style and comfort and referred to as a “midsize pickup.” Both are offered with a 185-horsepower, 4-cylinder engine with 190 lb-ft of torque at 2800 rpm, and a 242-horsepower 5-cylinder engine with 242 lb-ft of torque at 4600 rpm. Dodge’s Dakota pushes the “midsize” label even farther. Its Quad Cab version is the only one in the segment with seating for up to six people. The Dakota’s top engine is a hale and healthy, 302-horsepower 4.7-liter Magnum high-output V8. And Mitsubishi sells a version of the Dakota under the Mitsubishi Raider name.
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Wednesday, August 13th, 2008
If you’re in the market for a pickup because you need a pickup truck, that is… you’re going to put it to the test and need something tougher and roomier than an SUV , it’s important to take a look at the warranties on competing models. Truck warranties cover four aspects of the vehicle: Basic Warranty, Drivetrain, Rust, and Roadside. We compared four popular trucks with regards to each of these warranty components: Dodge Dakota, Toyota Tacoma, Isuzu i-370, and the Ford Ranger. Here’s what we found out:
Basic Warranty: The Isuzu i-370, however, comes out ahead in this category, with the Isuzu Basic Warranty covering three years or up to 50,000 miles. This is important if you do a considerable amount of driving or hauling and plan to put on more than 12,000 miles a year.
Drivetrain: This is the biggie because engine components are expensive to replace and quite frankly, you can’t continue to drive the truck if they aren’t functional like you could with most exterior component failures. Isuzu proves superiority in this category as well with 7-year, 75,000 mile powertrain coverage. The Tacoma and Ford Ranger lag significantly with their 5-year, 60,000 mile warranties, and Dodge brings up the rear with its considerably inferior 3-year, 36,000 mile coverage.
Rust: In this arena, all four vehicles run neck and neck with Isuzu’s corrosion limited warranty slightly more impressive than the others. Dodge offers a 5-year, 100,000 miles warranty for the Dakota while Isuzu gives car owners an extra year with 6-years or 100,000 miles rust-free. Toyota and Ford won’t cover as long as Isuzu will.
Roadside Assistance: The winner, again, Isuzu with a 7-year, 75,000 mile roadside assistance package. A full four years longer than the Dakota’s 3-year and 36,000 mile guarantee. Ford provides assistance for the Ranger for five years or 60,000 miles.
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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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Tuesday, August 12th, 2008
Dodge Ram is available in many different versions depending on the need and convenience. Dodge Ram pickup trucks come in regular cab and four-door Quad Cab body styles. Light-duty Rams have V-6 or V-8 power, while heavy-duty models have V-8 or diesel power. A sunroof is available on Quad Cab models, and Sirius Satellite Radio is offered. A Power Wagon version of the 2500 pickup is available. Dodge also offers a Mega Cab model.
The 2500 Power Wagon edition holds a 5.7-liter Hemi V-8 that cranks out 345 hp and 375 pounds-feet of torque. Either a six-speed manual gearbox or a five-speed automatic can be installed. Special features include locking front and rear differentials, an electronically disconnecting front sway bar and a custom-built 12,000-pound winch. Polished, forged-aluminum 17-inch wheels hold 33-inch BF Goodrich tires.
Regular 2500 pickups are available with a diesel engine or the Hemi V-8. Serving as a replacement for the Cummins 5.9-liter turbo-diesel inline-six-cylinder beginning in January 2007, a newly optional Cummins 6.7-liter turbo-diesel inline-six develops 350 hp and 610 pounds-feet of torque (650 with the new six-speed automatic transmission).
Dodge Ram 2500 pickups with the regular cab have an 8-foot cargo bed, ride a 140.5-inch wheelbase and measure 229.7 inches long overall. Quad Cab models come with either a 6.3- or 8-foot cargo bed and ride a 140.5- or 160.5-inch wheelbase. Truck accessories have been also loaded to the optimum levels. All heavy-duty Ram models have a Sweptline (slab-sided) cargo bed. A remote starter is optional for 2007.
A Ram 2500 with the Hemi V-8 sounds and feels like a muscle car when pushed, though it settles down quietly for ordinary use. Performance is this Ram’s strong point, but it’s accompanied by a seriously lumpy ride over uneven pavement. Steering is confident for a full-size pickup, but the back wheels spin easily on wet pavement when the bed is empty. Long seat bottoms in the Ram 2500 offer an easy-chair experience. Interior space is plentiful, especially in the Quad Cab. Overall, the Ram 2500 doesn’t feel much like a typical heavy-duty pickup
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