PickupTrucks: News

Truck-Loaning Etiquette 101, Part 2: Bring It Back Better

Mark Williams — Sun, 19 May 2013 05:59:53 -0500

By G.R. Whale

I once swapped a co-worker's pickup for my sports car to move some stuff for a day, retrieved my car in the dark and ran home for a shower. The gal who owned the truck had only taken my car to the gym but since neither of us checked the vehicles when I returned her truck, no one knew stuff had fallen out of her gym bag until my date climbed in and asked who the slinky bra on the floor belonged to.

No good deed goes unpunished, right?

So my No. 1 rule is a walk-around as soon as I swap out of a borrowed ride. Look inside, outside, underneath and under the hood while you can ask questions and the loanee can answer or forever hold your peace (or note the mileage at the time of return so things discovered later are properly attributed).

I return vehicles in equal or better shape than I got them. That could be more fuel than it had, a minor service, a new piece of equipment like a trailer plug or a new tow ball. I also return them cleaner, even if it's just a shaken-out floormat or swept bed in a recently washed truck. I have one of those inexpensive headlight plastic refinishing kits; using that makes many vehicle owners think I installed new lights. They remember that every time they drive at night. However, use caution when cleaning a vehicle. Some owners may prefer you not wash their truck, especially at an automated place.

Fuel is pricey but still a deal compared to rental fees (or fueling charges at a rental place). At absolute minimum the tank(s) (diesel exhaust fluid included) should have as much fuel on board as when you borrowed the truck and preferably more. If you drove through lots of bugs or weather, top off the windshield wiper fluid too.

Clean it up. If you got it fresh from the car wash that's how you bring it back. Wipe down the dash, door handles, steering wheel and gearshift with disinfectant wipes. Give the interior a spritz with an air freshener; I don't want to know where you stopped for meals in my truck.

If you used the truck to haul material or parked it under a messy tree, sweep out the bed. If the owner lent you tie-downs with the truck, stow them neatly and untangled, and replace any you frayed or broke.

Be sure to bring the pickup back on time. If you are unavoidably detained, call and explain why you're running late — and make sure it's a legitimate reason. I've loaned vehicles with written agreements and only made one phone call if it wasn't returned on time; if I didn't hear back in a few hours with a really good reason, I reported it stolen. I did this more than once.

Whatever you do, remember the truck owner did you a favor. If you add in a car wash and filling a half-empty tank, the cash outlay might be more than a rent-a-wreck pickup for a day. But by borrowing a pickup, you probably got a nicer, less abused, more reliable truck. There also was a lot less paperwork, you didn't need a credit card and you didn't need to plan your trip around a rental business' hours.

You never know when you might need to borrow your friend's pickup again, so do it right the first time.

Video: 2013 Ram HD First Drive and Impressions

Mark Williams — Sat, 18 May 2013 02:43:49 -0500

We drove some heavy machinery with gigantic trailers and heavy loads in order to test the new Ram Hds to their extreme capabilities…and we survived just fine. Check out our video and see what we think about the new three-quarter and one-ton pickup with their new power train choices, all-new interior, and cool features.

First Drive: 2013 Ram HD 2500/3500

Mark Williams — Thu, 16 May 2013 23:00:11 -0500

By Mark Williams

Bringing a new truck to the heavy-duty segment (three-quarter and one-ton trucks) is not what it used to be. Not long ago, it was simply about making small, incremental changes that nudged you ahead of your two competitors. As long as you offered loyal truck buyers a fair number of reasons to buy your truck (usually in the form of a slightly higher payload, larger towing number or higher gross combined vehicle weight rating), all would be fine.

But that was before Ford made a huge push to offer its own Super Duty turbo-diesel and transmission, and before GM completely revamped its suspensions and frames, not to mention upgrading its Duramax engines and Allison transmissions.

With the race to claim class-leading payloads and maximum towing capacities, the heavy-duty truck war has become as fierce as a clash of the the half-tons. It should come as no surprise that Ram is hoping to make a huge splash in the marketplace with its new 2500 and 3500 HD pickup trucks, the follow-ups to the highly successful Ram 1500 that came out late last year. Ram is coming off one of the biggest sales months ever just as the economy looks like it’s getting some color back in its cheeks. The timing couldn’t be better.

Our first look at the new Ram HDs came during last year’s State Fair of Texas, but now we’ve had the chance to get behind the wheel and finally see what this truck can do, specifically from a maximum towing and payload point of view. And we can say the efforts must have been gargantuan, because the results are that impressive.

More backbone

All 2013 Ram HDs start with a completely new, much stronger foundation that uses eight reinforced cross-members sitting between roll-formed and fully boxed frame rails. The frame is stronger and wider up front, and stronger and stiffer in the back third of the platform. A massive new 12-inch-wide cross-member directly underneath the bed can be used as the support bracket for a fifth-wheel or gooseneck hitch when ordered from the factory. This is the first time Ram has offered this bed-hitch from the factory. The vastly improved and strengthened ladder frame allowed engineers to rethink the front and rear suspensions in order to improve ride quality and capacity as much as possible.

Specifically, the front suspension on all one-ton pickups will switch to a more controlled and laterally sophisticated three-link/coilover suspension with two gigantic trailering arms locating the live axle. The 2500s will continue with the existing five-link/coilover setup, but we’d guess most of the models (but not the Power Wagon) will also switch to the three-link strategy by 2014. Although there has been no announcement of any kind of air-bag suspension (so no load-leveling) coming, Ram engineers have tuned the rear leaf springs with a surprising amount of comfort when both loaded and empty. New spring rates and progressive multistage overload springs make the ride on most 2013 models dramatically different from the previous generation.

Additionally, there is a new, more massive rear axle to help accommodate the special max towing package that includes, among other things, an 11.8-inch ring-and-pinion gear housed in a wonderfully efficient, finned aluminum differential cover. But pulling heat from the axles isn’t the only place (or even the most important place) from which to pull heat.

More power choices

Ram engineers knew that if they wanted to get more horsepower and torque out of the stout Cummins ISB motor, they would have to be smarter about pulling heat from the block. They’ve done that in several ways. Not only do the new Ram HDs have the biggest radiator fan you’ll find in an HD pickup, but they have twin radiators to extract tons of extra heat from the engine block. On the intake side, the new HD also tries to get the coolest air possible into the engine (for more power efficiency) by offering a segment-only dual air intake that decides where to pull air from, depending on load and need. There’s an intake cool air charger as well. It’s worth noting the intake system is smart enough to know when to pull warmer air during snow, heavy rain (or water fording) or extreme altitude climbing too, with intakes at the top of the front grille or behind the front passenger fender.

As noted, the 6.7-liter inline-six Cummins will come in three different flavors: Those optioned with the six-speed manual transmission will get the 350-horsepower engine with 660 pounds-feet of torque; the regular Chrysler 68RFE six-speed automatic transmission will be paired with the 370-hp Cummins offering 800 pounds-feet of torque; and the maximum towing package gets a brand-new six-speed automatic Aisin AS69RC matched with the high-output Cummins that is rated at 385 hp and a class-leading 850 pounds-feet of torque. Finally, it will now be possible to order a 3500 Ram HD with single rear wheels with the Hemi gas engine, something never possible before.

There’s more big news: All three Cummins engine are paired with a new diesel exhaust fluid injection system, rather than the expensive catalytic reduction processes used last year. This simpler way of dealing with emissions (a strategy also used with the chassis cab 4500/5500 models) improves fuel economy by as much as 15 percent and helps keep overall costs down.

Carrying the load

But the really big news for the segment comes in the form of the maximum payload and towing capacities of the 2013 Ram HDs. According to Ram charts and calculations (see links below), a regular-cab long-bed Ram 3500 HD with all the right options will be able to carry more than 6,700 pounds of payload and tow a fifth-wheel or gooseneck trailer weighing just a hair more than 30,000 pounds. Oddly, the maximum payload number is rated with the middle Cummins and 68RFE transmission, while the maximum towing number is rated with the high-output Cummins and the stouter Aisin six-speed.

We had the chance to tow several trailers weighing more than 28,000 pounds at Chrysler’s Proving Grounds in Chelsea, Mich. (it’s illegal to tow that kind of weight on public roads without a commercial driver’s license), and found it to be much easier than we expected. The newly tuned Tow/Haul setting helps a lot with more confident takeoffs; both transmissions (the 68RFE and AS69RC) were quick to downshift and keep the engine within 1,800 to 2,900 rpm, where it seemed to have the most pulling strength. Of course, with this kind of weight all things are relative, so don’t expect Superman-like pulling strength as the computers try to make the ramp-up smooth and gentle on the important axle, transmission and driveshaft parts. At higher speeds, the front end felt vastly more controlled; in manual mode, we found the shifts quick and assured without a hint of excessive force during gear changes. However, getting a trailer this big moving at freeway speeds is only half the battle.

Quite possibly the most impressive piece of technology on the truck is the new smart exhaust brake system that allows the driver to determine how aggressively he or she wants the exhaust brake to kick in. Whether in Off, On or Auto mode, the new exhaust brake will activate to help slow the vehicle down as long as the various sensors determine the conditions are right.

The On setting is the most aggressive and delivers the most impressive jake-brake-style rumble we’ve heard from any heavy-duty; it sounds exactly like a big-rig throttling down on the interstate every time you lift off the throttle.

The Auto mode is a softer setting for the exhaust brake that considers more parameters when changing the angles of the veins on the turbocharger to slow the truck and trailer combo. The result here is quite literally a leap forward for the 2013 Ram HDs over their competition, all in the name of safer, more controlled and better-sounding towing. We like that.

Interior

With all the mechanical and structural upgrades made to the 2013 Ram HDs, it would be easy to gloss over the interior changes, mostly because they look so similar to the huge changes we saw in the light-duty Ram 1500 that debuted last year. Ram is clearly taking the same interior trim package and styling cues that made the Ram 1500 a 2013 winner in WardsAuto’s 10 Best Interiors competition. It’s an attempt to redefine what a heavy-duty truck interior should and can look like. All the same trim packages, including the impressive high-zoot Laramie Longhorn, essentially carry over to the HD lineup, giving customers many different work-truck and luxury-cruiser options. But the beauty is not just skin deep here.

Just as in the 1500, Ram engineers replaced the entire electrical guts of the HDs to accommodate a vastly improved connectivity capability. The new 8.4-inch touch-screen UConnect system, newly available in Ram HDs, offers incredible access to detailed navigation, local and national weather, customizable music, info about your favorite sport teams, movie listings and real-time fuel prices right at your fingertips. Additional information screens in the center of the gauge cluster offer info on the engine, filter life, turbocharger, exhaust brake, preferred trailers and many other details. With all these features you begin to see that these new trucks are not just better than the ones they replace, they’re trying to set a new standard. And from our first look, these are the first HD pickups we’ve driven in a long time that literally add up to something greater than the sum of their parts. We like that too.

Impressions

It’s almost an impossible task to try to list or filter all the significant details about the Ram 2500/3500 from the meaningless ones — or at least the ones you don’t need to know about — because there is so much meat here. The 2013 Ram HDs are clearly better trucks than the ones they replaces, and in many areas they offer some of the best features in the segment, but they aren’t necessarily the perfect truck either. As noted, we still don’t have a load-leveling suspension; we still don’t have a way to see what gear our transmission is in unless we shift manually; and we still don’t have a Ram Long-Hauler ready to create a new breed of tow king.

However (fingers crossed), we’re told that there will be even more important changes for the Ram HDs coming in the 2014 model year. Normally, we’d think this was just an attempt to blow smoke up our backsides about new paint colors and trim packages, but from what we’re hearing from several industry sources, we think Ram may be holding a few big surprises for next year. What exactly that means we’re not sure, but we hope it looks something like the new Ram HDs, just more of them. We know the Ram 1500 will get the little diesel engine option soon; the Ram ProMaster full-size van is just around the corner; and now we can expect some added upgrades for the Ram HDs for the 2014 model year. We’re guessing we’ll hear more by the time we get to Chrysler’s What’s New event later next month.

For now, this is what we know, but it seems like we need to put together another Heavy-Duty Hurt Locker test with new Ford and GM offerings. We’ll keep you posted.

To download the most up-to-date specifications for the Ram 2500 and 3500, click here.

To download the most up-to-date tow ratings for all Ram HD configurations, click here.

To download the most up-to-date overview of the 2013 Ram HD 2500/3500 pickup trucks, click here.

To download the most up-to-date Ram HD order guide, click here.

2014 GMC Sierra Testing Proves Tailgate Up Is More Efficient

David Thomas — Thu, 16 May 2013 15:25:00 -0500

GMC says the 2014 Sierra spent more time in the wind tunnel than any before it as fuel efficiency becomes an increasingly important piece of any successful new vehicle.

The engine can be tuned, the truck can go on a diet, but tweaking the shape of a vehicle so air flows most efficiently is one way a relatively traditional shape like the pickup can gain mpgs.

The 2014 Sierra has a new air dam up front and ducts between the grille and radiator to improve air flow. But it was the testing of the bed that revealed one interesting piece of data that could stop truck arguments cold.

According to GMC's Diane Bloch, an aerodynamic engineer, leaving the tailgate up is more efficient than leaving it in a lowered position.

It seems that with the tailgate up, the air flowing over the cab falls downward and then pushes forward against the truck. With the tailgate lowered that air escapes and doesn’t add any benefit.

Bloch also advised against nets covering the back of the truck. "Replacing the tailgate with an aftermarket net is worse than having no tailgate at all," Bloch said in a statement. "Imagine dragging a solid object and a fishing net through water. The net is going to require more muscle."

Truck-Loaning Etiquette 101, Part 1: So You Want to Borrow My Pickup

Mark Williams — Thu, 16 May 2013 05:00:43 -0500

By G.R. Whale

Sooner or later a buddy will find a great deal on a boat, apartment or car and ask to borrow your pickup truck. With any luck he or she will know not to request your showpiece, long-term project or fresh-off-the-lot new truck. With the help of a few common-sense rules, you'll still be buddies when your truck is returned.

I've borrowed vehicles from at least 50 people throughout the decades, everything from Porsches, Mercedes-Benzes and Cadillac limos to pickup trucks, flat and dump trailers. Nothing's been stolen, but flat tires and rocks have happened. Because we followed some simple guidelines, my friends and I are still on speaking and loaning terms.

The truck owner is taking a risk for you, so practice risk management while the truck is in your possession. Drive defensively; accidents do occur and it bodes well for you to show you weren't speeding or texting, were sober and using signals, and didn't have the truck overloaded. Park it with safety in mind: in a garage if you have it or off the street if you don't.

Loaner and loanee should both check with their insurance agents about coverage. In most cases, the policy of the person lending the vehicle is the primary insurance in the event of an accident. If the loanee has a license but no car or insurance, make sure he understands in advance that he's on the hook for any deductible if things go wrong.

Make sure the loanee knows the location of the registration documents, just in case. Give the truck a thorough once-over to make sure the owner hasn't left behind personal items, especially those that might get both of you in trouble.

Ensure everyone is on the same page about what the truck will be used for, the approximate miles that will be driven and when it will be returned. If the loanee will be towing, he should use his own tow ball on rusty trailer tongues, and he should provide bed protection and tie-downs for loads in the pickup bed.

Know how to work everything and what grade fuel the pickup uses. Locking gas caps or wheel lugs without keys can create problems as do uninflated or missing spare tires. Make sure the loanee has what he needs before he takes off. Also make sure the loanee knows the vehicle's quirks — things like finicky fuel gauge or speedometers, gears that don't work or how the theft-protection system works.

Unless the loanee is a regular truck driver, make sure he or she knows the dimensions of your truck, including the height. I've driven plenty of stock pickup trucks that will not fit into residential garages; people driving unfamiliar, large vehicles forget to look up, account for footwide mirrors or remember the bus-size turning radius.

If the truck has memory seats, make sure the owner's is set before you start adjusting. Don't put your own setting in and do not change the radio presets, navigation destinations list, owner's phone book or anything else. If out-of-town family members are borrowing the truck, verify that "home" is set in the nav system.

Don't eat or smoke in the truck unless the owner does and approves you to do the same. I don't ride with anyone a borrowed-truck owner hasn't met beforehand. Your wet hunting dog or workout gear don't go on the seats, nor does ketchup or hot fudge.

Have a breakdown plan — what you'll do if the truck stops. I've been told "take it to the dealer," "call my cellphone" and "leave it DRT [dead right there]." I'm capable of rebuilding an engine but some owners prefer I do no more than change a fuse or fan belt.

If the loan requires putting significant miles on the truck, ask the owner if it's due for maintenance of any kind during your loan window and how to handle it. An oil change usually costs less than a daily rental, even at some dealers, so consider offering to have that done.

In part two, we'll cover how to return the truck.

V-6 Technology Takes Center Stage

Mark Williams — Wed, 15 May 2013 06:03:14 -0500

Yes, we've driven the snot out of the new 2014 Chevrolet Silverado 1500 half-ton V-6 and it is impressive. It will be the biggest engine in the segment, with the most torque of any base engine (excluding the Titan, which doesn't have a V-6 base engine) in the class.

We respect General Motors for staying true to its heritage with overhead valve technology, but we have to wonder if this is something GM might regret down the road. Of course, GM also has the opportunity to borrow some cool technology from the likes of Cadillac in the form of the twin turbo 3.6-liter V-6 going into the new ATS and CTS sedans. Naturally, although nothing was announced at the Silverado intro, we'd expect these engines to be more appropriate for something like a Silverado SS or Raptor-fighting Silverado ZR2. Just spitballing here.

In the meantime, horsepower-heavy and "low-torque" dual overhead cam competitors will need to respond in some way. And we can't wait to see what they do. Here's the most up-to-date direct comparison information of all the V-6 engines (and their vital specs) in the half-ton segment.

GM, Nissan Partner for Cargo Van

Mark Williams — Tue, 14 May 2013 13:35:00 -0500

General Motors and Nissan announced today that they will team up to produce a small cargo van for the U.S. and Canadian markets; based on Nissan's NV200, it's set to go on sale in 2014.

GM will receive a specific allotment of NV200 vans from Nissan and sell the new product as the Chevy Express City cargo van through its dealership network. The new Chevy commercial vehicle will allow GM to compete directly with the Ford Transit Connect and Ram C/V in this growing segment.

To read more about the GM/Nissan partnership — although few details have been announced so far — from the press release, click here.

Can Ford Create a New Ranger?

Mark Williams — Tue, 14 May 2013 08:29:18 -0500

Illustrations by Mark Stehrenberger

There's been a lot of debate about whether Ford should get back into the entry-level pickup truck segment. Whether you call it compact or midsize, common sense dictates that many people are interested in a downsized pickup. Unfortunately, Ford has been clear from the beginning: Its data doesn't support investment in a midsize pickup anymore, and besides, most Ranger buyers simply stepped up to F-150s. We think that point is debatable and would suggest there may be more interest in this segment nowadays than ever before.

So far, General Motors is the only company talking about a "three-truck" strategy, where it will offer three clear pickup choices to consumers: small (Colorado and Canyon), medium (Silverado and Sierra) and large (Silverado Heavy Duty and Sierra HD) lineups.

But others could follow. We've been hearing that Nissan could jump into the heavy-duty segment (it makes heavy-duty platforms for the NV lineup). Likewise, we think it would make sense for Ford to experiment with a "small truck," especially since it has two strong and durable van platforms in the Transit Connect and larger Transit that could offer a new, more creative interpretation.

Imagine a new type of smallish pickup truck, possibly with a reinforced unibody chassis and a more modular, reconfigurable rear section. The only thing limiting the possibilities would be Ford's imagination. It has an excellent selection of engines, the load floor could be ridiculously wide and low, and the payload and hauling numbers could be class leading without much re-engineering.

So to give Ford a little push, we've asked forward-thinking design expert Mark Stehrenberger to give us a few looks at what a unibody small pickup might look like. What would a new Ranger or F-100 look like? Let us know what you think, and feel free to offer Ford your best piece of advice, assuming it is in the final stages of making this think-tank exercise a reality.

Tell Us Your Truck-Loan Stories

Mark Williams — Mon, 13 May 2013 15:05:00 -0500

Did you ever have to borrow a buddy's pickup truck and something went horribly wrong? Did you tell the whole truth when you brought back his pride and joy? Did you ever say no to a buddy who wanted to borrow your pickup? Did you tell the whole truth when explaining why you weren't loaning it?

We know that winter has ended — according to the calendar anyway — and that usually means pickup trucks are in high demand. Whether you're moving furniture, office supplies, garage gear or doing a favor for neighbor, if you don't own a pickup, it's likely you know someone from whom you can borrow one.

But did you know there's etiquette involved in borrowing pickup trucks? The rules may not be written down, but they do exist. We're sharing those rules in a two-part story that covers what to do before, during and after using someone else's pickup.

We want to hear your stories — good and bad — about these Good Samaritan adventures involving borrowed pickups. We have no doubt your pickup has done many good works, but maybe you've taken a friend's truck and pushed it to the limits, then tried to cover it up, or maybe you discovered how your truck was abused when you weren't looking. We want to read it all.

Give us your best, descriptive and detailed truck-loan story and the lesson you learned. The truck you save could be your own.

Recall Alert: 2008 Ford F-250, F-350

Mark Williams — Mon, 13 May 2013 11:59:42 -0500

The National Highway Traffic Safety Administration said it will open up a preliminary investigation to review several reports it has received regarding 2008 Ford F-250 and F-350 Super Duty pickup trucks.

Five complaints (of the 340,000 sold) allege the steering linkage could potentially break in some way, leading to a catastrophic failure.

One complainant stated the loss of steering resulted in a crash into a parked vehicle. A second complaint alleges a failure in the steering gear box resulted in a loss of control and departure from the roadway at 35 mph.

NHTSA has opened a preliminary evaluation to gather information to assess whether the vehicles in question contain a safety-related defect. The complaints cited above can be viewed at NHTSA under the following identification numbers: 10497982, 10462146, 10389703, 10331743 and 10284402.

For more information, call NHTSA's vehicle safety hotline at 888-327-4236 or visit www.safercar.gov.