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]]> http://www.4x4dakota.org/forums/showthread.php?tid=3624 Sun, 14 Feb 2010 15:17:05 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3624             This is my recent purchase, I've done a "budjet driveway restoration" with lots of salvage yard parts. I will make a list of all thats been done and post it here soon.
I usually tell people what hasn't been done to it...the list is much shorter.
I drive it daily, bout 50 miles round trip to and from work.
1992 3.9 V6, sport 4X4.
I pull a boat so I put the mirrors from a 95 LE I found in salvage yard. The tailgate and rear bumper off the same truck.]]>             This is my recent purchase, I've done a "budjet driveway restoration" with lots of salvage yard parts. I will make a list of all thats been done and post it here soon.
I usually tell people what hasn't been done to it...the list is much shorter.
I drive it daily, bout 50 miles round trip to and from work.
1992 3.9 V6, sport 4X4.
I pull a boat so I put the mirrors from a 95 LE I found in salvage yard. The tailgate and rear bumper off the same truck.]]> http://www.4x4dakota.org/forums/showthread.php?tid=3623 Fri, 22 Jan 2010 16:22:13 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3623 When I first got it

A few months ago (after playing in some mud)
]]> When I first got it

A few months ago (after playing in some mud)
]]> http://www.4x4dakota.org/forums/showthread.php?tid=3622 Wed, 06 Jan 2010 05:50:33 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3622 http://www.4x4dakota.org/forums/showthread.php?tid=3621 Tue, 05 Jan 2010 20:24:30 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3621 http://www.4x4dakota.org/forums/showthread.php?tid=3618 Mon, 28 Dec 2009 17:32:58 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3618
PickupTrucks.com and AutoPacific have compiled a list of the Top 10 Significant Pickup Trucks of the Decade from all of the new trucks sold between January 1, 2000 and December 31, 2009. These trucks introduced new innovations, pushed the segment into new territory and made the competition sweat while helping their driver’s sweat less. There’s no rank order, but we’ve identified the pickup that was Most Significant.

2000 Nissan Frontier Crew Cab



Why it’s significant: First compact pickup truck to offer four full-size doors and a configuration that prioritized passenger space over cargo capacity.

Crew cab pickups were popular in overseas markets long before they arrived in the U.S. Nissan was the first to offer buyers another choice beyond a regular or extended cab. Buyers loved the idea because entire families could now travel comfortably in pickup trucks on long trips or around town jaunts. The idea quickly gained traction with every manufacturer, and soon the crew cab made up almost half of the mix of all trucks sold.



2001 Chevrolet Silverado/GMC Sierra Heavy Duty with 6.6-Liter Duramax Diesel



Why it’s significant: Made GM a serious player in heavy-duty pickups and raised the bar for diesel engines.

In 2000, GM held less than 10 percent market share in the three-quarter-ton and one-ton truck segments. Its 6.2-liter and 6.5-liter diesel engines weren’t competitive with the mills in Ford’s and Dodge’s trucks. But GM’s joint venture engineering and manufacturing agreement with Isuzu Motors of Japan changed all of that. With Isuzu’s help, the 2001 Chevrolet Silverado and GMC Sierra 2500 and 3500 pickup trucks debuted with the all-new 6.6-liter V-8 turbo-diesel. It broke new ground in horsepower, torque and fuel economy and helped GM jump to more than 30 percent market share by 2002.



2002 Chevrolet Avalanche



Why it’s significant: Combined the best attributes of a full-size SUV and pickup truck in a single vehicle.

The wild-looking Chevrolet Avalanche debuted as a lightly disguised concept at the 2000 North American International Auto Show, though GM intended to build it to fill the gap between the Suburban and Silverado full-size trucks. Its patented convert-a-cab system made it versatile for carrying passengers or cargo, by offering pass-through access between the cabin and bed and a removable rear window. Unibody exterior styling was unique, as well as the use of a multilink rear suspension and composite bed — traits that would be reused later in the decade by the Honda Ridgeline.



2004 Nissan Titan



Why it’s significant: The first true full-size half-ton pickup truck from a Japanese automaker.

Japanese car companies had successfully entered almost every segment of the U.S. car and truck markets except the unique domain of the North American full-size pickup truck when Nissan unveiled the 2004 Titan. Sure, Toyota marginally stuck its toes in the segment with its T100 pickup in 1993, but the T100 was too small and underpowered to be a serious contender.

The Titan met about 80 percent of half-ton buyers’ needs with its 300-hp, 5.6-liter V-8, an advanced five-speed automatic transmission and a choice of extended cab or crew-cab configurations. It quickly gained a loyal following, but later years' sales were hampered by reliability issues with early trucks.



2005 Toyota Tacoma



Why it’s significant: The best-selling small truck in the U.S.

Small truck sales have dwindled throughout the decade, but Toyota has managed to keep sales of the Tacoma relatively strong and take market share in this neglected segment. Just before the turn of the century, the Ford Ranger outsold Tacoma by more than 2-to-1. Today, it’s the exact opposite. The Tacoma offers a broad lineup of cab, body, wheelbase and engine choices with strong capabilities and excellent performance and refinement. What more could small-truck buyers want if they’re not going to buy a full-size pickup?



2006 Honda Ridgeline



Why it’s significant: Created a class of one with its unique unibody construction and a trunk in the bed.

Love it or hate it (there’s no in-between), the Honda Ridgeline did what Japanese pickups have consistently done over the years: break new ground in terms of form and functionality. The Ridgeline came to market in 2005 with controversial slab-sided lunar-lander looks and all-wheel drive. It did away with conventional leaf springs in favor of an independent rear suspension that gave it great ride comfort and enough room for an in-bed lockable trunk, the first in a pickup. The Ridgeline also featured a dual-action tailgate that folded down or off to the side, like a door, to allow unimpeded access to the cargo box.



2007 Toyota Tundra



Why it’s significant: Toyota’s no-holds-barred attempt to gain ground in full-size trucks.

When the 2007 Toyota Tundra debuted, it was notable for being two things: big and powerful. But just being big and powerful doesn’t automatically sell trucks. Several mechanical issues that garnered high visibility online with truck buyers and a lack of a large loyal buyer base contributed to a huge falloff in Tundra sales after it almost met its first-year sales goal of 200,000 units. Today, the Chevrolet Silverado, GMC Sierra and Ram 1500 all offer more powerful V-8 engines than the Tundra, and Ford is about to join that group, pushing the Tundra to fourth place for bragging rights. Tundra sales have shrunk to well below 100,000 units per year. It’s proof that the domestics still know how to build a superior vehicle.



2009 Dodge Ram 1500



Why it’s significant: Ditched conventional leaf springs for a coil spring rear axle and added side saddle storage to the cargo box.

The 2009 Dodge Ram 1500 could have impressed many simply for its more powerful Hemi V-8, handsome exterior and totally revised interior. But Chrysler carried its half-ton pickup much further by featuring a coil spring rear axle — resurrecting an idea that GM tried between 1967 and 1972 in its C10 and C20 pickups — that gave the Ram 1500 unparalleled ride comfort and quality for a half-ton pickup. Towing was limited to only 9,100 pounds, but after a year of additional testing and real world results, Dodge re-rated the Ram 1500 to tow up to 10,450 pound - with no mechanical adjustments.



2009 Ford F-150



Why it’s significant: Remains the gold standard against which other half-ton pickup trucks are compared.



Ford gave its F-150 half-ton pickup a major revision for 2009 and gave buyers an astonishing seven different models to choose from before they even considered engine choice or cab type. Two more models have been added for 2010! It’s not the most powerful truck, but the F-150 features an excellent six-speed transmission and innovative features like Ford Work Solutions that make doing jobs with a truck easier. From contractor to urban cowboy, Ford has an F-150 to meet almost anyone’s needs.



2010 Ford F-150 SVT Raptor:



Why it’s significant: Ford had the guts to build a go-fast pre-runner-style factory pickup for less than $40,000

There’s nothing else like the 2010 Ford F-150 SVT Raptor, and there likely may never be. It features a unique Fox Racing long-travel suspension that has a full 11inches of travel in the front dampers to absorb the impact from jumps – jumps! – made in the desert at speeds up to 100 mph. Its six-speed transmission is specially tuned with an off-road mode, and there’s a rear locking differential that works in two-wheel or four-wheel drive at speeds up to 66 mph. When other truck manufacturers mumble to themselves about the truck they wish they had in their lineup, Raptor is usually the first word that comes from their lips.



Honorable Mention: 2001 Ford Explorer Sport Trac



Several trucks in the list can be classified as sport utility trucks or SUTs. The Ford Explorer Sport Trac was one of the first SUTs and it continuously satisfied buyers in surveys. Based on the very successful Explorer SUV, the Sport Trac combined crew cab capability with SUV comfort and amenities but Ford never truly took advantage of the vehicle. The next generation Explorer, coming in 2010, will not have a Sport Trac derivative.



Honorable Mention: 2009 Chevrolet Silverado / GMC Sierra Two Mode Hybrids



Today, the price of oil is well below $100 a barrel and calls for fuel efficient big trucks aren't quite as urgent as they were when GM first showed off its segment-exclusive full-size Two-Mode Hybrid pickups. The 2009 Chevrolet Silverado and GMC Sierra Hybrids featured a 332 horsepower 6.0-liter V-8 paired with a technically advanced automatic transmission that included two 80 horsepower electric motors, three planetary gear sets, four sets of clutches and two hydraulic oil pumps. A 300 volt battery pack under the rear seat was powerful enough to accelerate the truck up to 20 mph on electricity alone -- while pulling a 5,000 pound trailer! Fuel economy was rated at a remarkable 21/22 mpg city/highway. If GM can lower the cost of its next-generation hybrid pickups, perhaps we'll see this technology gain popularity.

Posted on Mon, 28 Dec 2009 09:21:44 -0600 at http://news.pickuptrucks.com/2009/12/the...-2009.html]]>
PickupTrucks.com and AutoPacific have compiled a list of the Top 10 Significant Pickup Trucks of the Decade from all of the new trucks sold between January 1, 2000 and December 31, 2009. These trucks introduced new innovations, pushed the segment into new territory and made the competition sweat while helping their driver’s sweat less. There’s no rank order, but we’ve identified the pickup that was Most Significant.

2000 Nissan Frontier Crew Cab



Why it’s significant: First compact pickup truck to offer four full-size doors and a configuration that prioritized passenger space over cargo capacity.

Crew cab pickups were popular in overseas markets long before they arrived in the U.S. Nissan was the first to offer buyers another choice beyond a regular or extended cab. Buyers loved the idea because entire families could now travel comfortably in pickup trucks on long trips or around town jaunts. The idea quickly gained traction with every manufacturer, and soon the crew cab made up almost half of the mix of all trucks sold.



2001 Chevrolet Silverado/GMC Sierra Heavy Duty with 6.6-Liter Duramax Diesel



Why it’s significant: Made GM a serious player in heavy-duty pickups and raised the bar for diesel engines.

In 2000, GM held less than 10 percent market share in the three-quarter-ton and one-ton truck segments. Its 6.2-liter and 6.5-liter diesel engines weren’t competitive with the mills in Ford’s and Dodge’s trucks. But GM’s joint venture engineering and manufacturing agreement with Isuzu Motors of Japan changed all of that. With Isuzu’s help, the 2001 Chevrolet Silverado and GMC Sierra 2500 and 3500 pickup trucks debuted with the all-new 6.6-liter V-8 turbo-diesel. It broke new ground in horsepower, torque and fuel economy and helped GM jump to more than 30 percent market share by 2002.



2002 Chevrolet Avalanche



Why it’s significant: Combined the best attributes of a full-size SUV and pickup truck in a single vehicle.

The wild-looking Chevrolet Avalanche debuted as a lightly disguised concept at the 2000 North American International Auto Show, though GM intended to build it to fill the gap between the Suburban and Silverado full-size trucks. Its patented convert-a-cab system made it versatile for carrying passengers or cargo, by offering pass-through access between the cabin and bed and a removable rear window. Unibody exterior styling was unique, as well as the use of a multilink rear suspension and composite bed — traits that would be reused later in the decade by the Honda Ridgeline.



2004 Nissan Titan



Why it’s significant: The first true full-size half-ton pickup truck from a Japanese automaker.

Japanese car companies had successfully entered almost every segment of the U.S. car and truck markets except the unique domain of the North American full-size pickup truck when Nissan unveiled the 2004 Titan. Sure, Toyota marginally stuck its toes in the segment with its T100 pickup in 1993, but the T100 was too small and underpowered to be a serious contender.

The Titan met about 80 percent of half-ton buyers’ needs with its 300-hp, 5.6-liter V-8, an advanced five-speed automatic transmission and a choice of extended cab or crew-cab configurations. It quickly gained a loyal following, but later years' sales were hampered by reliability issues with early trucks.



2005 Toyota Tacoma



Why it’s significant: The best-selling small truck in the U.S.

Small truck sales have dwindled throughout the decade, but Toyota has managed to keep sales of the Tacoma relatively strong and take market share in this neglected segment. Just before the turn of the century, the Ford Ranger outsold Tacoma by more than 2-to-1. Today, it’s the exact opposite. The Tacoma offers a broad lineup of cab, body, wheelbase and engine choices with strong capabilities and excellent performance and refinement. What more could small-truck buyers want if they’re not going to buy a full-size pickup?



2006 Honda Ridgeline



Why it’s significant: Created a class of one with its unique unibody construction and a trunk in the bed.

Love it or hate it (there’s no in-between), the Honda Ridgeline did what Japanese pickups have consistently done over the years: break new ground in terms of form and functionality. The Ridgeline came to market in 2005 with controversial slab-sided lunar-lander looks and all-wheel drive. It did away with conventional leaf springs in favor of an independent rear suspension that gave it great ride comfort and enough room for an in-bed lockable trunk, the first in a pickup. The Ridgeline also featured a dual-action tailgate that folded down or off to the side, like a door, to allow unimpeded access to the cargo box.



2007 Toyota Tundra



Why it’s significant: Toyota’s no-holds-barred attempt to gain ground in full-size trucks.

When the 2007 Toyota Tundra debuted, it was notable for being two things: big and powerful. But just being big and powerful doesn’t automatically sell trucks. Several mechanical issues that garnered high visibility online with truck buyers and a lack of a large loyal buyer base contributed to a huge falloff in Tundra sales after it almost met its first-year sales goal of 200,000 units. Today, the Chevrolet Silverado, GMC Sierra and Ram 1500 all offer more powerful V-8 engines than the Tundra, and Ford is about to join that group, pushing the Tundra to fourth place for bragging rights. Tundra sales have shrunk to well below 100,000 units per year. It’s proof that the domestics still know how to build a superior vehicle.



2009 Dodge Ram 1500



Why it’s significant: Ditched conventional leaf springs for a coil spring rear axle and added side saddle storage to the cargo box.

The 2009 Dodge Ram 1500 could have impressed many simply for its more powerful Hemi V-8, handsome exterior and totally revised interior. But Chrysler carried its half-ton pickup much further by featuring a coil spring rear axle — resurrecting an idea that GM tried between 1967 and 1972 in its C10 and C20 pickups — that gave the Ram 1500 unparalleled ride comfort and quality for a half-ton pickup. Towing was limited to only 9,100 pounds, but after a year of additional testing and real world results, Dodge re-rated the Ram 1500 to tow up to 10,450 pound - with no mechanical adjustments.



2009 Ford F-150



Why it’s significant: Remains the gold standard against which other half-ton pickup trucks are compared.



Ford gave its F-150 half-ton pickup a major revision for 2009 and gave buyers an astonishing seven different models to choose from before they even considered engine choice or cab type. Two more models have been added for 2010! It’s not the most powerful truck, but the F-150 features an excellent six-speed transmission and innovative features like Ford Work Solutions that make doing jobs with a truck easier. From contractor to urban cowboy, Ford has an F-150 to meet almost anyone’s needs.



2010 Ford F-150 SVT Raptor:



Why it’s significant: Ford had the guts to build a go-fast pre-runner-style factory pickup for less than $40,000

There’s nothing else like the 2010 Ford F-150 SVT Raptor, and there likely may never be. It features a unique Fox Racing long-travel suspension that has a full 11inches of travel in the front dampers to absorb the impact from jumps – jumps! – made in the desert at speeds up to 100 mph. Its six-speed transmission is specially tuned with an off-road mode, and there’s a rear locking differential that works in two-wheel or four-wheel drive at speeds up to 66 mph. When other truck manufacturers mumble to themselves about the truck they wish they had in their lineup, Raptor is usually the first word that comes from their lips.



Honorable Mention: 2001 Ford Explorer Sport Trac



Several trucks in the list can be classified as sport utility trucks or SUTs. The Ford Explorer Sport Trac was one of the first SUTs and it continuously satisfied buyers in surveys. Based on the very successful Explorer SUV, the Sport Trac combined crew cab capability with SUV comfort and amenities but Ford never truly took advantage of the vehicle. The next generation Explorer, coming in 2010, will not have a Sport Trac derivative.



Honorable Mention: 2009 Chevrolet Silverado / GMC Sierra Two Mode Hybrids



Today, the price of oil is well below $100 a barrel and calls for fuel efficient big trucks aren't quite as urgent as they were when GM first showed off its segment-exclusive full-size Two-Mode Hybrid pickups. The 2009 Chevrolet Silverado and GMC Sierra Hybrids featured a 332 horsepower 6.0-liter V-8 paired with a technically advanced automatic transmission that included two 80 horsepower electric motors, three planetary gear sets, four sets of clutches and two hydraulic oil pumps. A 300 volt battery pack under the rear seat was powerful enough to accelerate the truck up to 20 mph on electricity alone -- while pulling a 5,000 pound trailer! Fuel economy was rated at a remarkable 21/22 mpg city/highway. If GM can lower the cost of its next-generation hybrid pickups, perhaps we'll see this technology gain popularity.

Posted on Mon, 28 Dec 2009 09:21:44 -0600 at http://news.pickuptrucks.com/2009/12/the...-2009.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3619 Mon, 28 Dec 2009 17:32:58 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3619
Inside the Mustang's engine bay, the 5.0-liter V-8 is rated at 412 horsepower at 6,500 rpm and produces a very respectable 390 pounds-feet of torque at 4,250 rpm.

For more information, check out the full story from our car-loving colleagues at KickingTires.

[Source: KickingTires]

Posted on Sun, 27 Dec 2009 23:29:15 -0600 at http://news.pickuptrucks.com/2009/12/for...ng-gt.html]]>
Inside the Mustang's engine bay, the 5.0-liter V-8 is rated at 412 horsepower at 6,500 rpm and produces a very respectable 390 pounds-feet of torque at 4,250 rpm.

For more information, check out the full story from our car-loving colleagues at KickingTires.

[Source: KickingTires]

Posted on Sun, 27 Dec 2009 23:29:15 -0600 at http://news.pickuptrucks.com/2009/12/for...ng-gt.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3617 Thu, 24 Dec 2009 21:30:26 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3617
These are the futuristic and fun pickups that we dreamed we'd be parking in our driveway in 2010, though it didn't quite turn out that way for most of these rigs.

No. 10: 2000 Dodge MAXXcab



Chrysler called the Dodge MAXXcab a "Passenger Priority Truck." It blended the ride quality and interior attributes of a sedan with the cargo hauling utility of a pickup truck.

The MAXXcab had car-like ride and handling and an altogether different appearance than any other truck on the road. The idea sounds familiar today but it was quite revolutionary at the turn of the century.

Best Concept Feature:
The "Cone of Sound," which used integrated ultrasonic transducers (didn't Darth Vader torture Han Solo with those in "The Empire Strikes Back"?) based on an idea developed by the Massachusetts Institute of Technology Media Lab. Each passenger could listen to their own audio stream without the use of headphones.

Powertrain:
238-hp 4.7 liter Magnum V-8 mated to four-speed (with an alternate 'kick-down' second gear capability totaling a five-speed range) automatic transmission.

What Made It To Production:
We're not saying it totally inspired Honda, but the Ridgeline has an independent rear suspension and looks that are a bit similar to the MAXXcab. Hmm.



No. 9: 2001 Nissan Alpha Truck



They weren't mental. Nissan was telegraphing loudly that it intended to enter the full-size pickup truck segment when it dropped the Alpha Truck concept on stunned journalists in Detroit. Its radical shape was penned by the same designer who had created the wild looking Isuzu VehiCross SUV. Are you surprised? We didn't think so.

Best Concept Feature:
The flexible tailgate, with an integrated toolbox, doubled as a powered cargo loader while the floor of the bed slid out for easy access to your stuff.

Powertrain:
300-hp 4.5-liter V-8 paired with a 4-speed automatic transmission.

What Made It To Production:
The Alpha's swept-back A-pillar and windshield were virtually the only ideas that were carried over to the 2004 Nissan Titan.



No. 8: 2008 GMC Denali XT



General Motors’ segment-blurring GMC Denali XT combined the best attributes of a car and truck into one vehicle? Sounds a lot like the Dodge MAXXcab, yes? Well, it was, except that the XT was much cooler because it was designed in Australia with gangster swagger, it was based on a four-door Holden Ute and it borrowed a highly buffed version of the 2010 Chevy Camaro's interior.

Best Concept Feature:
326-hp flex-fuel, direct injection 4.9-liter small block V-8 paired with a two-mode hybrid transmission that was estimated to improve fuel economy by 50 percent over comparable midsize trucks on sale today.

Powertrain:
See above.

What Made It To Production:
Nada. Zilch. Zero. GM killed its midsize unibody pickup truck program earlier this year.



No. 7: 2002 Ford Mighty F-350 Tonka Truck



When we were in kindergarten, this was the truck we dreamed we'd own when we grew up. Ford truck design chief Pat Schiavone -- who's leaving Ford shortly for Whirlpool -- reached into our heads, pulled out that fantasy, melted it at 5,000 degrees Fahrenheit, mixed it with titanium and testosterone and forged it into the Mighty F-350 Tonka Truck. It was a pickup that even Toby Keith would have to juice up on steroids to credibly drive.

Best Concept Feature:
Hydraulic Launch Assist, which used stored hydraulic pressure captured during braking to accelerate the truck from a stop for the first 10 to 15 seconds while the engine idled, to save fuel.

Powertrain:
300-hp 6.0-liter Power Stroke V-8 diesel and five-speed automatic transmission.

What Made It To Production:
Though nowhere near as chiseled, the 2008 Ford F-Series Super Duty and 2009 F-150 both inherited some of the Tonka's tough truck DNA in their exterior styling.

The 6.0-liter Power Stroke V-8 made it to production, too, though many owners probably wish it hadn't.



No. 6: 2006 Dodge Rampage



When truck enthusiasts think of a unibody replacement for the Dodge Dakota, the Dodge Rampage concept is likely the first thought that springs to mind. It combined the width of a full-size Dodge Ram 1500 with the overall length of a midsize Dodge Dakota. A host of people and cargo-carrying innovations were made possible by a combination of unitized body construction, front-wheel drive and a unique independent rear wheel suspension.

Best Concept Feature:
The Rampage's front passenger seat and rear seats could be folded into the floor for extra interior storage, and it delivered exceptional cargo carrying capacity by giving its cargo box a dual-deck bed. A midgate provided pass-through space into the cabin when more room was needed.

Powertrain:
345-hp 5.7-liter Hemi V-8 and five-speed automatic transmission.

What Made It To Production:
Multi-displacement V-8 that runs in four-cylinder mode during stead-state driving to help save fuel. The rest of the Rampage's innovations have yet to arrive.



No. 5: 2008 Toyota ABAT



So what if it originally started out as a Scion pickup truck? Toyota's Advanced Breakthrough Aero Truck returned the Japanese automaker to its small truck roots and gave hope to many that the age of the bloated and neglected midsize truck might be over. The four-passenger ABAT had a tiny footprint and a hybrid powertrain that prioritized fuel economy over towing and hauling capability.

Best Concept Feature:
The ABAT's four-foot bed could be extended to eight- feet when the midgate and tailgate were folded down.

Powertrain:
Four-cylinder gas engine with Toyota Hybrid Synergy Drive.

What Made It To Production:
The 2010 Toyota Prius uses solar panels like the ABAT's to circulate ambient air on hot days to help keep the interior cool when its parked. The rest is indefinitely shelved.



No. 4: 2003 Chevrolet Cheyenne



GM designers diligently studied the heritage of Chevy trucks and took the best styling elements of the 1955 Cameo, the 1967-73 C/K Cheyenne, and the 1988 C/K Silverado to create the Chevrolet Cheyenne concept. It featured cab-forward design with the wheels positioned at the corners and an independent rear suspension instead of leaf springs. It was as big as it was beautiful, and it was really freakin' big.

Best Concept Feature:
The bed was accessible from the outside through two side-access doors located just behind the cab, and a dual-folding tailgate opened two ways -- horizontally split in half or traditionally folded down. Inside the cargo box were multiple storage bins that rolled out from the sides and were integrated into the floor.

Powertrain:
500-hp supercharged 6.0-liter V-8 and four-speed automatic transmission.

What Made It To Production:
Not much except for some watered-down styling cues in the current Silverado. The grille, however, made to almost every other Chevy vehicle.



No. 3: 2005 Jeep Gladiator



There wasn't anything not to like about the diesel-powered Jeep Gladiator concept. The extended cab, no-compromise, off-road pickup featured an open-air canvas roof, removable doors, a fold-down windshield and an expandable bed with built-in storage compartments.

Best Concept Feature:
It was a Jeep pickup truck.

Powertrain:
163-hp 2.8-liter four-cylinder common-rail turbodiesel engine with a six-speed manual transmission.

What Made It To Production:
Nothing. And we're still in anger management therapy because of it.



No. 2: 2000 GMC Terradyne



When have GMC trucks not wanted to distinguish themselves from their corporate twins that are sold with gold bowties? The wedge-shaped GMC Terradyne was supposed to be a major step towards giving GM's 'Professional Grade' trucks their own readily identifiable looks and character. It was penned by GM designer Carl Zipfel, who later designed the Hummer H3 SUV and H3T pickup.

Best Concept Feature:
Four "gliding doors" that slid like the portals on a minivan and an innovative cargo box that could be extended from 6 feet to 8 feet when extra space was needed.

Powertrain:
300-hp 6.6-liter Duramax diesel V-8 paired with a five-speed Allison 1000 automatic transmission.

What Made It To Production:The better question is, what didn't make it to production?


Quadrasteer four-wheel steering made it to the 2002-05 GMC Sierra. The Duramax diesel famously made its way into GM's 2001 Heavy Duty pickup trucks and is still used today. You can find the tailgate-mounted rearview backup camera, GPS and LCD display in almost every full-size truck.

The rest of the Terradyne's mobile office features arrived bundled in the 2009 Ford F-Series trucks, like the in-dash computer, cell phone integration to connect to the Internet and a portable printer. F-Series trucks also have power extendable rear view mirrors.

Side saddle storage (with powered access doors) that made use of previously unavailable space in the cargo box by creating two enclosed, lockable bins in the outer rear side panels is uncannily similar to the RamBox storage option for the Ram 1500.



No. 1: 2002 Dodge M80



The Dodge M80 is (and likely forever will be) the one that got away. The body-on-frame trucklet still wows us after nearly a decade. It was basic transportation and your best friend if you needed to move a couch, table or small bed into your studio apartment. Weighing in at only 2,500 pounds, it would have been fuel efficient too.

Best Concept Feature:
Two doors, four-wheel drive, a five-foot cargo box and a six-cylinder with a handshaker.

Powertrain:
210-hp 3.7-liter V-6 paired with a five-speed manual transmission.

What Made It To Production:
Nothing. Hey, Sergio - stick a four-cylinder gas or diesel Fiat engine in it and bring this baby Ram to market, stat!

Posted on Thu, 24 Dec 2009 10:20:33 -0600 at http://news.pickuptrucks.com/2009/12/the...ecade.html]]>
These are the futuristic and fun pickups that we dreamed we'd be parking in our driveway in 2010, though it didn't quite turn out that way for most of these rigs.

No. 10: 2000 Dodge MAXXcab



Chrysler called the Dodge MAXXcab a "Passenger Priority Truck." It blended the ride quality and interior attributes of a sedan with the cargo hauling utility of a pickup truck.

The MAXXcab had car-like ride and handling and an altogether different appearance than any other truck on the road. The idea sounds familiar today but it was quite revolutionary at the turn of the century.

Best Concept Feature:
The "Cone of Sound," which used integrated ultrasonic transducers (didn't Darth Vader torture Han Solo with those in "The Empire Strikes Back"?) based on an idea developed by the Massachusetts Institute of Technology Media Lab. Each passenger could listen to their own audio stream without the use of headphones.

Powertrain:
238-hp 4.7 liter Magnum V-8 mated to four-speed (with an alternate 'kick-down' second gear capability totaling a five-speed range) automatic transmission.

What Made It To Production:
We're not saying it totally inspired Honda, but the Ridgeline has an independent rear suspension and looks that are a bit similar to the MAXXcab. Hmm.



No. 9: 2001 Nissan Alpha Truck



They weren't mental. Nissan was telegraphing loudly that it intended to enter the full-size pickup truck segment when it dropped the Alpha Truck concept on stunned journalists in Detroit. Its radical shape was penned by the same designer who had created the wild looking Isuzu VehiCross SUV. Are you surprised? We didn't think so.

Best Concept Feature:
The flexible tailgate, with an integrated toolbox, doubled as a powered cargo loader while the floor of the bed slid out for easy access to your stuff.

Powertrain:
300-hp 4.5-liter V-8 paired with a 4-speed automatic transmission.

What Made It To Production:
The Alpha's swept-back A-pillar and windshield were virtually the only ideas that were carried over to the 2004 Nissan Titan.



No. 8: 2008 GMC Denali XT



General Motors’ segment-blurring GMC Denali XT combined the best attributes of a car and truck into one vehicle? Sounds a lot like the Dodge MAXXcab, yes? Well, it was, except that the XT was much cooler because it was designed in Australia with gangster swagger, it was based on a four-door Holden Ute and it borrowed a highly buffed version of the 2010 Chevy Camaro's interior.

Best Concept Feature:
326-hp flex-fuel, direct injection 4.9-liter small block V-8 paired with a two-mode hybrid transmission that was estimated to improve fuel economy by 50 percent over comparable midsize trucks on sale today.

Powertrain:
See above.

What Made It To Production:
Nada. Zilch. Zero. GM killed its midsize unibody pickup truck program earlier this year.



No. 7: 2002 Ford Mighty F-350 Tonka Truck



When we were in kindergarten, this was the truck we dreamed we'd own when we grew up. Ford truck design chief Pat Schiavone -- who's leaving Ford shortly for Whirlpool -- reached into our heads, pulled out that fantasy, melted it at 5,000 degrees Fahrenheit, mixed it with titanium and testosterone and forged it into the Mighty F-350 Tonka Truck. It was a pickup that even Toby Keith would have to juice up on steroids to credibly drive.

Best Concept Feature:
Hydraulic Launch Assist, which used stored hydraulic pressure captured during braking to accelerate the truck from a stop for the first 10 to 15 seconds while the engine idled, to save fuel.

Powertrain:
300-hp 6.0-liter Power Stroke V-8 diesel and five-speed automatic transmission.

What Made It To Production:
Though nowhere near as chiseled, the 2008 Ford F-Series Super Duty and 2009 F-150 both inherited some of the Tonka's tough truck DNA in their exterior styling.

The 6.0-liter Power Stroke V-8 made it to production, too, though many owners probably wish it hadn't.



No. 6: 2006 Dodge Rampage



When truck enthusiasts think of a unibody replacement for the Dodge Dakota, the Dodge Rampage concept is likely the first thought that springs to mind. It combined the width of a full-size Dodge Ram 1500 with the overall length of a midsize Dodge Dakota. A host of people and cargo-carrying innovations were made possible by a combination of unitized body construction, front-wheel drive and a unique independent rear wheel suspension.

Best Concept Feature:
The Rampage's front passenger seat and rear seats could be folded into the floor for extra interior storage, and it delivered exceptional cargo carrying capacity by giving its cargo box a dual-deck bed. A midgate provided pass-through space into the cabin when more room was needed.

Powertrain:
345-hp 5.7-liter Hemi V-8 and five-speed automatic transmission.

What Made It To Production:
Multi-displacement V-8 that runs in four-cylinder mode during stead-state driving to help save fuel. The rest of the Rampage's innovations have yet to arrive.



No. 5: 2008 Toyota ABAT



So what if it originally started out as a Scion pickup truck? Toyota's Advanced Breakthrough Aero Truck returned the Japanese automaker to its small truck roots and gave hope to many that the age of the bloated and neglected midsize truck might be over. The four-passenger ABAT had a tiny footprint and a hybrid powertrain that prioritized fuel economy over towing and hauling capability.

Best Concept Feature:
The ABAT's four-foot bed could be extended to eight- feet when the midgate and tailgate were folded down.

Powertrain:
Four-cylinder gas engine with Toyota Hybrid Synergy Drive.

What Made It To Production:
The 2010 Toyota Prius uses solar panels like the ABAT's to circulate ambient air on hot days to help keep the interior cool when its parked. The rest is indefinitely shelved.



No. 4: 2003 Chevrolet Cheyenne



GM designers diligently studied the heritage of Chevy trucks and took the best styling elements of the 1955 Cameo, the 1967-73 C/K Cheyenne, and the 1988 C/K Silverado to create the Chevrolet Cheyenne concept. It featured cab-forward design with the wheels positioned at the corners and an independent rear suspension instead of leaf springs. It was as big as it was beautiful, and it was really freakin' big.

Best Concept Feature:
The bed was accessible from the outside through two side-access doors located just behind the cab, and a dual-folding tailgate opened two ways -- horizontally split in half or traditionally folded down. Inside the cargo box were multiple storage bins that rolled out from the sides and were integrated into the floor.

Powertrain:
500-hp supercharged 6.0-liter V-8 and four-speed automatic transmission.

What Made It To Production:
Not much except for some watered-down styling cues in the current Silverado. The grille, however, made to almost every other Chevy vehicle.



No. 3: 2005 Jeep Gladiator



There wasn't anything not to like about the diesel-powered Jeep Gladiator concept. The extended cab, no-compromise, off-road pickup featured an open-air canvas roof, removable doors, a fold-down windshield and an expandable bed with built-in storage compartments.

Best Concept Feature:
It was a Jeep pickup truck.

Powertrain:
163-hp 2.8-liter four-cylinder common-rail turbodiesel engine with a six-speed manual transmission.

What Made It To Production:
Nothing. And we're still in anger management therapy because of it.



No. 2: 2000 GMC Terradyne



When have GMC trucks not wanted to distinguish themselves from their corporate twins that are sold with gold bowties? The wedge-shaped GMC Terradyne was supposed to be a major step towards giving GM's 'Professional Grade' trucks their own readily identifiable looks and character. It was penned by GM designer Carl Zipfel, who later designed the Hummer H3 SUV and H3T pickup.

Best Concept Feature:
Four "gliding doors" that slid like the portals on a minivan and an innovative cargo box that could be extended from 6 feet to 8 feet when extra space was needed.

Powertrain:
300-hp 6.6-liter Duramax diesel V-8 paired with a five-speed Allison 1000 automatic transmission.

What Made It To Production:The better question is, what didn't make it to production?


Quadrasteer four-wheel steering made it to the 2002-05 GMC Sierra. The Duramax diesel famously made its way into GM's 2001 Heavy Duty pickup trucks and is still used today. You can find the tailgate-mounted rearview backup camera, GPS and LCD display in almost every full-size truck.

The rest of the Terradyne's mobile office features arrived bundled in the 2009 Ford F-Series trucks, like the in-dash computer, cell phone integration to connect to the Internet and a portable printer. F-Series trucks also have power extendable rear view mirrors.

Side saddle storage (with powered access doors) that made use of previously unavailable space in the cargo box by creating two enclosed, lockable bins in the outer rear side panels is uncannily similar to the RamBox storage option for the Ram 1500.



No. 1: 2002 Dodge M80



The Dodge M80 is (and likely forever will be) the one that got away. The body-on-frame trucklet still wows us after nearly a decade. It was basic transportation and your best friend if you needed to move a couch, table or small bed into your studio apartment. Weighing in at only 2,500 pounds, it would have been fuel efficient too.

Best Concept Feature:
Two doors, four-wheel drive, a five-foot cargo box and a six-cylinder with a handshaker.

Powertrain:
210-hp 3.7-liter V-6 paired with a five-speed manual transmission.

What Made It To Production:
Nothing. Hey, Sergio - stick a four-cylinder gas or diesel Fiat engine in it and bring this baby Ram to market, stat!

Posted on Thu, 24 Dec 2009 10:20:33 -0600 at http://news.pickuptrucks.com/2009/12/the...ecade.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3615 Thu, 24 Dec 2009 13:24:02 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3615
"If you are planning on buying a new car, truck or motorcycle, you may qualify for a federal tax break if you purchase it before Dec. 31. The break allows eligible taxpayers to deduct state and local sales and excise taxes paid on up to $49,500 of the purchase price. But the amount of the tax break, which can be used whether you itemize deductions on your tax return or not, begins to phase out for individual taxpayers whose modified adjusted gross income is $125,000 to $135,000 and $250,000 to $260,000 for joint filers."[Source: The New York Times]

Posted on Wed, 23 Dec 2009 10:12:26 -0600 at http://news.pickuptrucks.com/2009/12/new...redit.html]]>
"If you are planning on buying a new car, truck or motorcycle, you may qualify for a federal tax break if you purchase it before Dec. 31. The break allows eligible taxpayers to deduct state and local sales and excise taxes paid on up to $49,500 of the purchase price. But the amount of the tax break, which can be used whether you itemize deductions on your tax return or not, begins to phase out for individual taxpayers whose modified adjusted gross income is $125,000 to $135,000 and $250,000 to $260,000 for joint filers."[Source: The New York Times]

Posted on Wed, 23 Dec 2009 10:12:26 -0600 at http://news.pickuptrucks.com/2009/12/new...redit.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3611 Wed, 23 Dec 2009 10:23:46 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3611
“As of today, we are projecting that the vehicles will be on sale in the middle of spring, [2010],” Perez said in a webcast video to Mahindra’s U.S. dealer network.In August, the launch was pushed back to February.

Mahindra has completed all the testing needed to ensure the Indian-built pickups meet U.S. federal standards, Perez said. The company expects that certification paperwork will be submitted for approval to the government in January and approved by February.

Mahindra TR Series pickups will be offered in two cab configurations: a two-door regular cab and a four-door crew cab. Both will use a slightly modified version of Mahindra's mHawk 2.2-liter inline-four-cylinder diesel engine that meets U.S. emissions regulations. It's expected to have fuel economy ratings as high as 30 mpg and 1.3-ton hauling capability. Pricing is expected to start around $22,000.

[Source: Global Vehicles USA]H/T to roadking for the tip!

Posted on Tue, 22 Dec 2009 12:54:04 -0600 at http://news.pickuptrucks.com/2009/12/mah...pring.html]]>
“As of today, we are projecting that the vehicles will be on sale in the middle of spring, [2010],” Perez said in a webcast video to Mahindra’s U.S. dealer network.In August, the launch was pushed back to February.

Mahindra has completed all the testing needed to ensure the Indian-built pickups meet U.S. federal standards, Perez said. The company expects that certification paperwork will be submitted for approval to the government in January and approved by February.

Mahindra TR Series pickups will be offered in two cab configurations: a two-door regular cab and a four-door crew cab. Both will use a slightly modified version of Mahindra's mHawk 2.2-liter inline-four-cylinder diesel engine that meets U.S. emissions regulations. It's expected to have fuel economy ratings as high as 30 mpg and 1.3-ton hauling capability. Pricing is expected to start around $22,000.

[Source: Global Vehicles USA]H/T to roadking for the tip!

Posted on Tue, 22 Dec 2009 12:54:04 -0600 at http://news.pickuptrucks.com/2009/12/mah...pring.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3612 Wed, 23 Dec 2009 10:23:46 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3612
Isuzu President Susumu Hosoi said he's seeking talks with GM to review the companies' joint venture DMAX, Ltd. factory, where Duramax engines are produced in Morraine, Ohio, and that ending joint production “may be an option,” according to a report by Bloomberg.

Hosoi is concerned that the market for large diesel-powered trucks may not recover to levels seen earlier in the decade, when fuel prices were lower and the U.S. economy was booming.

The timing of Hosoi's comments might seem unusual but they're not wholly unexpected.

The DMAX facility escaped GM's plant closure list when the company was reorganizing under Chapter 11 bankruptcy protection during last spring and summer. Although GM decided to end production of its slow selling medium-duty trucks, its Heavy Duty Chevy Silverado and GMC Sierra pickups are set to receive a major update for the 2011 model year, including the introduction of the new 'LML' 6.6-liter Duramax V-8 diesel engine.

The LML Duramax is compliant with tough new federal emissions regulations that take effect on Jan. 1, 2010. In 2007, GM invested $69 million in the DMAX plant to build the new engine.

Why would Isuzu consider ending the partnership now? Isuzu's value in the program may be rapidly dwindling.

Aside from substantial ownership and financial considerations -- GM owns 60% of DMAX and Isuzu the rest -- going separate ways would likely have little effect on GM's future heavy-duty diesel engines.

In 2000, Isuzu and GM started joint production of the first 6.6-liter Duramax diesel engines for GM's 2001 Heavy Duty pickups. GM teamed with Isuzu to tap Isuzu's diesel engineering strengths to help GM become a major player in HD pickups. GM's earlier 6.2-liter and 6.5-liter diesel engines were widely considered to be noncompetitive vs. Ford's Navistar-sourced Power Stroke and Chrysler's Cummins-built diesel engines.

By 2002, GM had 30 percent diesel pickup market share, up from approximately 5% in1999.

But in the middle of the decade, things started to change in the DMAX partnership. In April 2006, GM sold its 7.9% stake in Isuzu for $300 million. That sale opened up an opportunity for Toyota to acquire 5.9% of Isuzu, in a bid to bolster Toyota's diesel engine knowledge.

In June 2007, GM introduced an all-new 4.5-liter Duramax V-8 diesel engine that was slated for use in GM's light-duty pickups before falling truck sales and rising fuel prices caused GM to indefinitely postpone its arrival in March 2009.

What was notable about the so-called 'baby' Duramax -- aside from its advanced architecture and layout -- was that it was 100% designed by GM and would have been built without Isuzu's involvement. Charlie Freese and Gary Arvan, GM's senior engineers responsible for designing the 4.5-liter V-8, are two of the brightest diesel engineers on the planet and both men still work for the company.

Today, unless Isuzu helps engineer the LML's replacement, there seems to be little value for Isuzu to hang on to its share of the joint venture. GM has proven that it has the in-house knowledge to build advanced diesel engines without Isuzu's help.

"The new Duramax 6.6-liter turbodiesel (LML) is being fully engineered within GM," said GM powertrain spokesman Tom Read. "GM has an very capable diesel engineering team, with extensive resources and capability both in the U.S and globally, to handle the engineering task."

A diesel partnership breakup isn't without recent precedent. Ford and Navistar ended their 30-year diesel manufacturing relationship in January. Ford's all-new 2011 6.7-liter Power Stroke V-8 diesel was designed and engineered entirely in-house and is set to start production soon at one of Ford's engine plants in Mexico.

The ending of the DMAX partnership could be one of the final chapters in a long history of mutual cooperation between GM and Isuzu that started in 1971, when GM first invested in the Japanese company. And it could be the start of an entirely new chapter for GM's diesel powertrain program.

[Source: Bloomberg]

Developing...

Update #1 Dec-22-2009 7:50 am Pacific:
Added quote from GM powertrain spokesman Tom Read. Corrected reference that the LML Duramax was jointly developed with Isuzu. GM designed and engineered the LML engine without Isuzu's assistance.

Posted on Tue, 22 Dec 2009 02:30:31 -0600 at http://news.pickuptrucks.com/2009/12/rep...-risk.html]]>
Isuzu President Susumu Hosoi said he's seeking talks with GM to review the companies' joint venture DMAX, Ltd. factory, where Duramax engines are produced in Morraine, Ohio, and that ending joint production “may be an option,” according to a report by Bloomberg.

Hosoi is concerned that the market for large diesel-powered trucks may not recover to levels seen earlier in the decade, when fuel prices were lower and the U.S. economy was booming.

The timing of Hosoi's comments might seem unusual but they're not wholly unexpected.

The DMAX facility escaped GM's plant closure list when the company was reorganizing under Chapter 11 bankruptcy protection during last spring and summer. Although GM decided to end production of its slow selling medium-duty trucks, its Heavy Duty Chevy Silverado and GMC Sierra pickups are set to receive a major update for the 2011 model year, including the introduction of the new 'LML' 6.6-liter Duramax V-8 diesel engine.

The LML Duramax is compliant with tough new federal emissions regulations that take effect on Jan. 1, 2010. In 2007, GM invested $69 million in the DMAX plant to build the new engine.

Why would Isuzu consider ending the partnership now? Isuzu's value in the program may be rapidly dwindling.

Aside from substantial ownership and financial considerations -- GM owns 60% of DMAX and Isuzu the rest -- going separate ways would likely have little effect on GM's future heavy-duty diesel engines.

In 2000, Isuzu and GM started joint production of the first 6.6-liter Duramax diesel engines for GM's 2001 Heavy Duty pickups. GM teamed with Isuzu to tap Isuzu's diesel engineering strengths to help GM become a major player in HD pickups. GM's earlier 6.2-liter and 6.5-liter diesel engines were widely considered to be noncompetitive vs. Ford's Navistar-sourced Power Stroke and Chrysler's Cummins-built diesel engines.

By 2002, GM had 30 percent diesel pickup market share, up from approximately 5% in1999.

But in the middle of the decade, things started to change in the DMAX partnership. In April 2006, GM sold its 7.9% stake in Isuzu for $300 million. That sale opened up an opportunity for Toyota to acquire 5.9% of Isuzu, in a bid to bolster Toyota's diesel engine knowledge.

In June 2007, GM introduced an all-new 4.5-liter Duramax V-8 diesel engine that was slated for use in GM's light-duty pickups before falling truck sales and rising fuel prices caused GM to indefinitely postpone its arrival in March 2009.

What was notable about the so-called 'baby' Duramax -- aside from its advanced architecture and layout -- was that it was 100% designed by GM and would have been built without Isuzu's involvement. Charlie Freese and Gary Arvan, GM's senior engineers responsible for designing the 4.5-liter V-8, are two of the brightest diesel engineers on the planet and both men still work for the company.

Today, unless Isuzu helps engineer the LML's replacement, there seems to be little value for Isuzu to hang on to its share of the joint venture. GM has proven that it has the in-house knowledge to build advanced diesel engines without Isuzu's help.

"The new Duramax 6.6-liter turbodiesel (LML) is being fully engineered within GM," said GM powertrain spokesman Tom Read. "GM has an very capable diesel engineering team, with extensive resources and capability both in the U.S and globally, to handle the engineering task."

A diesel partnership breakup isn't without recent precedent. Ford and Navistar ended their 30-year diesel manufacturing relationship in January. Ford's all-new 2011 6.7-liter Power Stroke V-8 diesel was designed and engineered entirely in-house and is set to start production soon at one of Ford's engine plants in Mexico.

The ending of the DMAX partnership could be one of the final chapters in a long history of mutual cooperation between GM and Isuzu that started in 1971, when GM first invested in the Japanese company. And it could be the start of an entirely new chapter for GM's diesel powertrain program.

[Source: Bloomberg]

Developing...

Update #1 Dec-22-2009 7:50 am Pacific:
Added quote from GM powertrain spokesman Tom Read. Corrected reference that the LML Duramax was jointly developed with Isuzu. GM designed and engineered the LML engine without Isuzu's assistance.

Posted on Tue, 22 Dec 2009 02:30:31 -0600 at http://news.pickuptrucks.com/2009/12/rep...-risk.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3613 Wed, 23 Dec 2009 10:23:46 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3613
Until now, each manufacturer was free to create and test in conditions ideally suited to a truck’s towing strengths but not what might be considered “apples to apples” relative to the other guys' claims.

Known within the SAE as “J-2807 — Performance Requirements for Determining Tow-Vehicle Gross Combination Weight Rating and Trailer Weight Rating,” the standards have finally been spelled out in clear terms.

Don Sherman at Automobile Magazine has the full rundown and explanation of J-2807’s five engineering characteristics and test areas that strongly influence any tow vehicle's performance, including:


The engine's power and torque characteristics
The powertrain's cooling capacity
The durability of the powertrain and chassis
Handling characteristics during cornering and braking maneuvers
The structural characteristics of the vehicle's hitch attachment area



The new standards are expected to take effect with the 2013 model year.[Source: Automobile]

Posted on Mon, 21 Dec 2009 14:00:00 -0600 at http://news.pickuptrucks.com/2009/12/new...ained.html]]>
Until now, each manufacturer was free to create and test in conditions ideally suited to a truck’s towing strengths but not what might be considered “apples to apples” relative to the other guys' claims.

Known within the SAE as “J-2807 — Performance Requirements for Determining Tow-Vehicle Gross Combination Weight Rating and Trailer Weight Rating,” the standards have finally been spelled out in clear terms.

Don Sherman at Automobile Magazine has the full rundown and explanation of J-2807’s five engineering characteristics and test areas that strongly influence any tow vehicle's performance, including:


The engine's power and torque characteristics
The powertrain's cooling capacity
The durability of the powertrain and chassis
Handling characteristics during cornering and braking maneuvers
The structural characteristics of the vehicle's hitch attachment area



The new standards are expected to take effect with the 2013 model year.[Source: Automobile]

Posted on Mon, 21 Dec 2009 14:00:00 -0600 at http://news.pickuptrucks.com/2009/12/new...ained.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3606 Mon, 21 Dec 2009 20:44:00 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3606
Mark Williams is road tripping 1,500
miles through the heart of the American Southwest in a custom Suzuki
Equator. Follow Mark's driving adventure as he blogs from the highway.

Not quite sure how it happened, but after getting unstuck from a riverbed back in New Mexico (Broad Canyon) and on my drive through Arizona, I realized that I was really behind schedule. Pretty sure I didn’t plan on being in Texas for three days, but somewhere along the way, I lost an entire day. No matter; all that meant was my itinerary needed to be modified. With one night left, I’d rather not spend it in a generic hotel, especially since I’ve got a tent with me.

Unfortunately, that meant sweeping through Phoenix, cutting across the desert to Kingman. (My hope was to visit the old cowboy town of Oatman and explore a few mining roads.) However, if I pushed through the night, I could make it to the backside of the Salton Sea, where I know there are some interesting 4x4 trails. After a long afternoon and night of driving, my only question was exactly where I’d end up sleeping.



The next morning, at sunrise, was a bit of a surprise. Navigating at night turned out to be a good thing, since I probably would have been a little nervous with how close to the edge of the trail I parked the Suzuki. But the morning view was spectacular. I’m sure the sunrise was gorgeous, but my exhaustion after the caffeine ran out and the fact the tent is pretty dark inside meant I didn’t wake up well after sunup. Again, what a view.

This area is an odd expanse of open-use land where many off-road clubs have been coming for decades. The desert landscape sits at the base of the Chocolate Mountains with the Salton Sea (elevation is 227 feet below sea level) covering about 370 square miles right out the front doorstep. The area offers amazing 4x4 trails and tons of open canyons and hilltops to explore. To the north is Joshua Tree National Park; to the east is the Salton Sea and Colorado Desert; to the south is Mexico; and to the west is Anza-Borrego Desert State Park and Ocotillo State Vehicular Recreation Area. Unfortunately, my trip was near the end.



After a leisurely walk around the hilltops, I packed up the tent (took me just 17 minutes this time) and set out toward the Salton Sea. Fifteen minutes later, I was at the water’s edge where things can look a little odd. It obviously takes a special type of person to live here. This area is cozy and humble in its own way; there are an awful lot of mobile homes. And I can’t think of any lakes in California where you can follow the signs to the marina and pull up onto the beach. A warning note: The ground that looks like compacted sand is really tons and tons of dead barnacles and ancient sea life, and it’s quite loose to drive on, especially near the water’s edge. Also, we’re told that if you go for a swim, you’ll float like a bobbing cork.

Certainly this is an amazing way to finish a 1,500-mile-plus trip. In two hours we’d be pulling into our driveway and topping off our ninth tank of fuel. Astute readers will calculate that right around 14 mpg. Not amazing by any stretch, but considering all the extra weight we’re hauling around, the aggressive tires and my penchant toward “enthusiastic” driving, maybe it’s not so bad after all. I’ll have more details in a future road test of the Equator down the road. For now, thanks for following us on our travels — thankfully, no disasters.

We started out these updates-from-the-road saying there’s nothing like a road trip, and that’s probably because, if done right, a road trip will always leave you different by the end of the adventure. I know I’ve seen things I’ve never seen before and driven in places I’ll never forget. If that means I’m changed, so be it. Now it’s time for you to start planning your next road trip.



Posted on Mon, 21 Dec 2009 14:13:09 -0600 at http://news.pickuptrucks.com/2009/12/upd...sight.html]]>
Mark Williams is road tripping 1,500
miles through the heart of the American Southwest in a custom Suzuki
Equator. Follow Mark's driving adventure as he blogs from the highway.

Not quite sure how it happened, but after getting unstuck from a riverbed back in New Mexico (Broad Canyon) and on my drive through Arizona, I realized that I was really behind schedule. Pretty sure I didn’t plan on being in Texas for three days, but somewhere along the way, I lost an entire day. No matter; all that meant was my itinerary needed to be modified. With one night left, I’d rather not spend it in a generic hotel, especially since I’ve got a tent with me.

Unfortunately, that meant sweeping through Phoenix, cutting across the desert to Kingman. (My hope was to visit the old cowboy town of Oatman and explore a few mining roads.) However, if I pushed through the night, I could make it to the backside of the Salton Sea, where I know there are some interesting 4x4 trails. After a long afternoon and night of driving, my only question was exactly where I’d end up sleeping.



The next morning, at sunrise, was a bit of a surprise. Navigating at night turned out to be a good thing, since I probably would have been a little nervous with how close to the edge of the trail I parked the Suzuki. But the morning view was spectacular. I’m sure the sunrise was gorgeous, but my exhaustion after the caffeine ran out and the fact the tent is pretty dark inside meant I didn’t wake up well after sunup. Again, what a view.

This area is an odd expanse of open-use land where many off-road clubs have been coming for decades. The desert landscape sits at the base of the Chocolate Mountains with the Salton Sea (elevation is 227 feet below sea level) covering about 370 square miles right out the front doorstep. The area offers amazing 4x4 trails and tons of open canyons and hilltops to explore. To the north is Joshua Tree National Park; to the east is the Salton Sea and Colorado Desert; to the south is Mexico; and to the west is Anza-Borrego Desert State Park and Ocotillo State Vehicular Recreation Area. Unfortunately, my trip was near the end.



After a leisurely walk around the hilltops, I packed up the tent (took me just 17 minutes this time) and set out toward the Salton Sea. Fifteen minutes later, I was at the water’s edge where things can look a little odd. It obviously takes a special type of person to live here. This area is cozy and humble in its own way; there are an awful lot of mobile homes. And I can’t think of any lakes in California where you can follow the signs to the marina and pull up onto the beach. A warning note: The ground that looks like compacted sand is really tons and tons of dead barnacles and ancient sea life, and it’s quite loose to drive on, especially near the water’s edge. Also, we’re told that if you go for a swim, you’ll float like a bobbing cork.

Certainly this is an amazing way to finish a 1,500-mile-plus trip. In two hours we’d be pulling into our driveway and topping off our ninth tank of fuel. Astute readers will calculate that right around 14 mpg. Not amazing by any stretch, but considering all the extra weight we’re hauling around, the aggressive tires and my penchant toward “enthusiastic” driving, maybe it’s not so bad after all. I’ll have more details in a future road test of the Equator down the road. For now, thanks for following us on our travels — thankfully, no disasters.

We started out these updates-from-the-road saying there’s nothing like a road trip, and that’s probably because, if done right, a road trip will always leave you different by the end of the adventure. I know I’ve seen things I’ve never seen before and driven in places I’ll never forget. If that means I’m changed, so be it. Now it’s time for you to start planning your next road trip.



Posted on Mon, 21 Dec 2009 14:13:09 -0600 at http://news.pickuptrucks.com/2009/12/upd...sight.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3607 Mon, 21 Dec 2009 20:44:00 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3607
Pat Schiavone, Ford’s North American Truck and SUV design director, has worked for the company for 21 years. Schiavone also designed the 2002 Ford F-350 Tonka Truck and Ford F-150 Lightning Rod concepts.

Schiavone is the latest in a string of recent departures of Ford’s senior designers. Earlier this year, Camilo Pardo, Ford GT designer, parted ways with Ford after 24 years. Peter Horbury, executive director of Ford Americas design, announced his return to lead vehicle design at Volvo, which Ford is trying to sell.

Schiavone is expected to wrap up his duties at Ford in early 2010.

Here’s video of Schiavone walking us around the 2009 Ford F-150.

 

Posted on Mon, 21 Dec 2009 12:12:19 -0600 at http://news.pickuptrucks.com/2009/12/f15...lpool.html]]>
Pat Schiavone, Ford’s North American Truck and SUV design director, has worked for the company for 21 years. Schiavone also designed the 2002 Ford F-350 Tonka Truck and Ford F-150 Lightning Rod concepts.

Schiavone is the latest in a string of recent departures of Ford’s senior designers. Earlier this year, Camilo Pardo, Ford GT designer, parted ways with Ford after 24 years. Peter Horbury, executive director of Ford Americas design, announced his return to lead vehicle design at Volvo, which Ford is trying to sell.

Schiavone is expected to wrap up his duties at Ford in early 2010.

Here’s video of Schiavone walking us around the 2009 Ford F-150.

 

Posted on Mon, 21 Dec 2009 12:12:19 -0600 at http://news.pickuptrucks.com/2009/12/f15...lpool.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3608 Mon, 21 Dec 2009 20:44:00 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3608
The Ford Harley-Davidson F-150 package consists of 45-series tires on 22-inch forged aluminum wheels, custom pedals, power running boards, a rearview camera with reverse-sensing system and heated and cooled seats with unique interior materials. There are blacked-out headlamps, smoked taillamps and a tuned exhaust with twin chrome tips.

That little laundry list does nothing to explain the strength of character we find in this latest Harley-Davidson F-150 pickup. Actually, it’s a midnight prowler, a lonely back road hustler and a truck with intriguing appeal. It looks right, sounds right and feels right, nicely consistent with the idea of a Harley-Davidson Heritage Softail Classic or any of Willie G’s finest. It’s a modern truck that squares two rich traditions — Ford and Harley. Appropriately, it’s a full-size domestic product with genuine originality, comfort and style.

This 2010 F-150 is the latest of some 14 Harley Edition F-series trucks made by Ford since 1999. Eight of those have been F-150s, six are Super Dutys, and one is an F-450. Our test unit is a two-wheel-drive F-150, but this latest iteration of the Harley-Davidson Edition is also available as an all-wheel-drive truck. All have roomy Super Crew cabs with a 145-inch wheelbase and 5.5-foot bed.



We spent a week driving our test unit, mostly around town and on congested Los Angeles roadways during peak traffic hours. Even in these sometimes-frustrating situations, the F-150 is still a nice ride because it’s a torquer that doesn’t have to wind up the engine to move out. From a standing stop, there is a tangible sensation of ready power.

Easing away from a stoplight with just a little bit of throttle, the exhaust rumbles softly, and the truck moves out readily. When the tachometer reaches 2,000 rpm a moment later, you’re doing 45 to 50 mph and all the cars that were around you are now in the rearview mirror. This ease of motion is a combined function of both gearing and V-8 engine power, and we must say, it’s a satisfying way to drive. We found ourselves operating almost exclusively below 2,000 rpm without ever hurrying, yet somehow always out in front of traffic.

On the highway, the Harley-Davidson F-150 is equally pleasant to operate. It’s big, it’s stable, and the ride is about as well controlled as an empty pickup can be. At 60 mph, the tachometer reads 1,600 rpm, and at 2,000 rpm, you’ll be looking at 72 mph in sixth gear with another 4,000 rpm left on the tach. The transmission is an electronic six-speed that has a very low first gear (4.17:1) and a very tall sixth (0.69:1) — thus, the combination of torque off the line and a quiet, easy cruise. The Harley-Davidson Edition comes with 3.73 gears in the rear axle, a ratio that favors pulling power and drivability over high mileage.



The R680E six-speed is clearly tuned for comfort shifts, even to the point of bordering on mushy when responding to sudden throttle inputs. Ask it to pass on the highway and you’ll get a long downshift then soft, smooth upshifts with no thump. There is not a lot of snap, gear-to-gear, but the trans responds well to rolling on the throttle, so we learned to drive it using the engine’s torque rather than forcing a lot of hard downshifts. Either way, before you know it, the speedometer reads 100 mph and it’s time to think about keeping your license. Top speed is 115 mph.

During our testing, we got 13.7 mpg overall, close to the EPA city rating of 14 mpg. At steady cruise on the highway, which we did not see much, the F-150 is EPA-rated to deliver 20 mpg. We did not baby the truck, but with all the traffic we didn’t do a lot of full-throttle driving, either. We did peal out one time, strictly for testing purposes, to make sure the truck can do it. It can.

The 330-cubic inch Triton engine is the biggest engine that Ford currently offers in an F-150, though a 6.2-liter gas V-8 is coming soon. The 5.4-liter SOHC V-8 makes 310 horsepower and 365 pounds-feet of torque at 3,500 rpm, and up to 390 pounds-feet on ethanol. It’s a long-stroke design, biased for torque, so much so that according to Ford, 80 percent of the torque is available at just 1,600 rpm.



The underhood layout is one of the best parts of the new F-150. Everything you would want to touch is within easy reach — fuses, air filter, fluid lids and dipsticks. The engine, in contrast to previous generation Ford trucks, is not entirely located under the front dash and yet, there is still nearly a foot of free space between the front of the engine and cooling system, making it easy to inspect belts and change them. Even the oil filter is easily seen, easily touched, with room to actually turn a wrench.

Judging by the reactions of people who saw us driving the truck, there is something compelling about it because we got genuine compliments from parking lot attendants, people at the filling station and co-workers who don’t even drive trucks. Pretty much everywhere we went, somebody had something to say. That tells us the design is handsome, but mostly, we think this truck stands out because of attention to detail. It’s the level of detail, especially in the interior, that separates the Harley-Davidson Edition from the average F-150.

For example, the dash has a soft leather instrument panel shade with contrasting stitching, which ties in with the black-and-lava leather trimmed captain’s chairs and a generously padded center console. The Ford people tell us the seats were designed to resemble a Harley biker jacket, using the same materials you’d find on Harley-branded apparel. We’d have to say they pulled it off. It’s nice-looking but, more importantly, it feels right for the truck.



And then, when you look harder, you see more. The panels around the dash appear to be black lacquer. The pedals are custom billet pieces with a Harley-Davidson logo. The instrument panel is unique to the truck, and the crazed background for the instrument dials adds another custom layer. The map pockets behind the front seats close with heavy zippers from Harley riding jackets. The dashboard material turns out to be hard plastic, though we couldn’t tell until we touched it. Visually, the material reminds us of a pair of lizard-skin boots. The badges on the interior — on the center console and seatbacks — are said to be handmade cloisonné, and they do look it. Some might say the badging is overdone—there are six Harle6y logos in the interior alone, eight if you count the pedals —but they’re nice, quality pieces so they provide a sense of craftsmanship. On the console, we found a small plate that told us our test unit was the 379th of the 2010 model year. (All Harley F-150s are turned out by UAW Local 600 at Ford’s new River Rouge plant in Dearborn, Mich. Just so you know, we’ve been to the plant, we’ve talked to the workers, and from what we can see, it’s a world class facility staffed by well-trained, highly motivated workers.)

The exterior is also carefully designed to make an impression, one that stands up to scrutiny. The paint is described as Tuxedo Black with Lava accents, with Lava being a kind of deep maroon with three-color metal-flake. Yet, the truck takes on different shades as the light changes. When we photographed the truck at dusk, we could have sworn it was black, glossy as a raven. But in the brightest direct sunlight, Tuxedo Black turned out to be a very deep maroon with black in it. We’d almost say brown, except that the highlights tended toward red. It’s a hard color to describe, but clearly the paint is rich, complex, mysterious and flawlessly applied. We’re disappointed in our shots of the 22-inch wheels, which are nothing short of gorgeous, because they just don’t convey the subtle use of color and machined contrasts. Like the interior, Harley-Davidson logos and monograms are everywhere — we counted nine — but they look good, and there is nothing cheap about the way they are used. Interestingly enough, there are only two Ford blue ovals.

So it’s a truck that makes an impression, no doubt, but beyond that the Harley-Davidson F-150 has to be functional. After all, it’s a truck. We were relieved to find that very little functionality has been traded for style.



For example, we have 22-inch wheels shod with Pirelli Scorpion Zero tires in a P275/45R22 size. These are performance street tires, but they are also E-rated, can carry a maximum load of 2,469 pounds apiece, at 50 pounds per square inch. The axles are rated to carry 3,450 pounds and 3,500 pounds, front and rear, so the tires have plenty of capacity to spare. The rear leaf springs are made using three hefty leafs, plus a fourth overload leaf. The front suspension uses a coil-on-shock arrangement with long-spindle double wishbones. At the rear bumper is a factory receiver hitch and wiring plugs for 6-pin and 4-pin harnesses and inside, an integrated brake controller is located just to the left of the steering column.

That all adds up to a truck that can safely tow 10,500 pounds with a weight-distributing hitch, or 5,000 with a weight-carrying hitch. The 6,850-pound GVWR package, which our test truck had, is a no-charge option. If you’re going to haul or tow, we’d say it’s the way to go because it didn’t seem to compromise the ride too much. Payload is pegged at 1,170 pounds, about average for a half-ton truck. We didn’t tow anything during the time we drove the truck, but we did notice the bed would accommodate a 6-foot Christmas tree with the tailgate up.

Another revealing piece of equipment would be the power running boards that automatically extend when the door is opened. The F-150 is certainly much easier to get into with running boards, but running boards can spoil the look of a truck designed to be clean in appearance. The solution, automatic-retracting running boards, surely was not a cheap feature to add, but a necessary one to remain true to the concept of clean, uncluttered design.



The 2010 Harley-Davidson Edition F-150 starts at $42,690, and our test unit had another $4,200 in options, including a Sony/Navigation package, power moonroof, bed extender, tailgate step and trailer brake controller. Of these options, the $2,430 Sony system stood out as something we could really appreciate, though the others are nice to have. We did find evidence that the thick rubber Harley-Davidson bed mat seems to interfere a bit with the operation of the optional folding tailgate extenders. The extender wings can be made to deploy once you get the hang of it, but if it were up to us, we’d pass on those and save $195. The rubber mat is really nice, and we’d rather keep it simple back there, anyway. The final sticker price was $47,890, plus a destination charge of $975. That’s not cheap, but frankly, we were surprised. We thought it would be more.

Melding together the two brands is a tough assignment. Given the realities of the automotive business, we expected to find a marketing-driven product with a clunky graphics package and slapped-on chrome trim, compromised functionality, plus an inflated sticker price. What we found was evidence of a genuine respect for authenticity, history and an understanding of what makes a brand iconic. We found evidence that the product design team went toe-to-toe with the bean counters and held their own. It adds up to brand sensitivity and product integration that has become rare. We consider it a job well done, and if there is any justice in the world, it will pay off for Ford.

Posted on Mon, 21 Dec 2009 02:16:06 -0600 at http://news.pickuptrucks.com/2009/12/roa...-f150.html]]>
The Ford Harley-Davidson F-150 package consists of 45-series tires on 22-inch forged aluminum wheels, custom pedals, power running boards, a rearview camera with reverse-sensing system and heated and cooled seats with unique interior materials. There are blacked-out headlamps, smoked taillamps and a tuned exhaust with twin chrome tips.

That little laundry list does nothing to explain the strength of character we find in this latest Harley-Davidson F-150 pickup. Actually, it’s a midnight prowler, a lonely back road hustler and a truck with intriguing appeal. It looks right, sounds right and feels right, nicely consistent with the idea of a Harley-Davidson Heritage Softail Classic or any of Willie G’s finest. It’s a modern truck that squares two rich traditions — Ford and Harley. Appropriately, it’s a full-size domestic product with genuine originality, comfort and style.

This 2010 F-150 is the latest of some 14 Harley Edition F-series trucks made by Ford since 1999. Eight of those have been F-150s, six are Super Dutys, and one is an F-450. Our test unit is a two-wheel-drive F-150, but this latest iteration of the Harley-Davidson Edition is also available as an all-wheel-drive truck. All have roomy Super Crew cabs with a 145-inch wheelbase and 5.5-foot bed.



We spent a week driving our test unit, mostly around town and on congested Los Angeles roadways during peak traffic hours. Even in these sometimes-frustrating situations, the F-150 is still a nice ride because it’s a torquer that doesn’t have to wind up the engine to move out. From a standing stop, there is a tangible sensation of ready power.

Easing away from a stoplight with just a little bit of throttle, the exhaust rumbles softly, and the truck moves out readily. When the tachometer reaches 2,000 rpm a moment later, you’re doing 45 to 50 mph and all the cars that were around you are now in the rearview mirror. This ease of motion is a combined function of both gearing and V-8 engine power, and we must say, it’s a satisfying way to drive. We found ourselves operating almost exclusively below 2,000 rpm without ever hurrying, yet somehow always out in front of traffic.

On the highway, the Harley-Davidson F-150 is equally pleasant to operate. It’s big, it’s stable, and the ride is about as well controlled as an empty pickup can be. At 60 mph, the tachometer reads 1,600 rpm, and at 2,000 rpm, you’ll be looking at 72 mph in sixth gear with another 4,000 rpm left on the tach. The transmission is an electronic six-speed that has a very low first gear (4.17:1) and a very tall sixth (0.69:1) — thus, the combination of torque off the line and a quiet, easy cruise. The Harley-Davidson Edition comes with 3.73 gears in the rear axle, a ratio that favors pulling power and drivability over high mileage.



The R680E six-speed is clearly tuned for comfort shifts, even to the point of bordering on mushy when responding to sudden throttle inputs. Ask it to pass on the highway and you’ll get a long downshift then soft, smooth upshifts with no thump. There is not a lot of snap, gear-to-gear, but the trans responds well to rolling on the throttle, so we learned to drive it using the engine’s torque rather than forcing a lot of hard downshifts. Either way, before you know it, the speedometer reads 100 mph and it’s time to think about keeping your license. Top speed is 115 mph.

During our testing, we got 13.7 mpg overall, close to the EPA city rating of 14 mpg. At steady cruise on the highway, which we did not see much, the F-150 is EPA-rated to deliver 20 mpg. We did not baby the truck, but with all the traffic we didn’t do a lot of full-throttle driving, either. We did peal out one time, strictly for testing purposes, to make sure the truck can do it. It can.

The 330-cubic inch Triton engine is the biggest engine that Ford currently offers in an F-150, though a 6.2-liter gas V-8 is coming soon. The 5.4-liter SOHC V-8 makes 310 horsepower and 365 pounds-feet of torque at 3,500 rpm, and up to 390 pounds-feet on ethanol. It’s a long-stroke design, biased for torque, so much so that according to Ford, 80 percent of the torque is available at just 1,600 rpm.



The underhood layout is one of the best parts of the new F-150. Everything you would want to touch is within easy reach — fuses, air filter, fluid lids and dipsticks. The engine, in contrast to previous generation Ford trucks, is not entirely located under the front dash and yet, there is still nearly a foot of free space between the front of the engine and cooling system, making it easy to inspect belts and change them. Even the oil filter is easily seen, easily touched, with room to actually turn a wrench.

Judging by the reactions of people who saw us driving the truck, there is something compelling about it because we got genuine compliments from parking lot attendants, people at the filling station and co-workers who don’t even drive trucks. Pretty much everywhere we went, somebody had something to say. That tells us the design is handsome, but mostly, we think this truck stands out because of attention to detail. It’s the level of detail, especially in the interior, that separates the Harley-Davidson Edition from the average F-150.

For example, the dash has a soft leather instrument panel shade with contrasting stitching, which ties in with the black-and-lava leather trimmed captain’s chairs and a generously padded center console. The Ford people tell us the seats were designed to resemble a Harley biker jacket, using the same materials you’d find on Harley-branded apparel. We’d have to say they pulled it off. It’s nice-looking but, more importantly, it feels right for the truck.



And then, when you look harder, you see more. The panels around the dash appear to be black lacquer. The pedals are custom billet pieces with a Harley-Davidson logo. The instrument panel is unique to the truck, and the crazed background for the instrument dials adds another custom layer. The map pockets behind the front seats close with heavy zippers from Harley riding jackets. The dashboard material turns out to be hard plastic, though we couldn’t tell until we touched it. Visually, the material reminds us of a pair of lizard-skin boots. The badges on the interior — on the center console and seatbacks — are said to be handmade cloisonné, and they do look it. Some might say the badging is overdone—there are six Harle6y logos in the interior alone, eight if you count the pedals —but they’re nice, quality pieces so they provide a sense of craftsmanship. On the console, we found a small plate that told us our test unit was the 379th of the 2010 model year. (All Harley F-150s are turned out by UAW Local 600 at Ford’s new River Rouge plant in Dearborn, Mich. Just so you know, we’ve been to the plant, we’ve talked to the workers, and from what we can see, it’s a world class facility staffed by well-trained, highly motivated workers.)

The exterior is also carefully designed to make an impression, one that stands up to scrutiny. The paint is described as Tuxedo Black with Lava accents, with Lava being a kind of deep maroon with three-color metal-flake. Yet, the truck takes on different shades as the light changes. When we photographed the truck at dusk, we could have sworn it was black, glossy as a raven. But in the brightest direct sunlight, Tuxedo Black turned out to be a very deep maroon with black in it. We’d almost say brown, except that the highlights tended toward red. It’s a hard color to describe, but clearly the paint is rich, complex, mysterious and flawlessly applied. We’re disappointed in our shots of the 22-inch wheels, which are nothing short of gorgeous, because they just don’t convey the subtle use of color and machined contrasts. Like the interior, Harley-Davidson logos and monograms are everywhere — we counted nine — but they look good, and there is nothing cheap about the way they are used. Interestingly enough, there are only two Ford blue ovals.

So it’s a truck that makes an impression, no doubt, but beyond that the Harley-Davidson F-150 has to be functional. After all, it’s a truck. We were relieved to find that very little functionality has been traded for style.



For example, we have 22-inch wheels shod with Pirelli Scorpion Zero tires in a P275/45R22 size. These are performance street tires, but they are also E-rated, can carry a maximum load of 2,469 pounds apiece, at 50 pounds per square inch. The axles are rated to carry 3,450 pounds and 3,500 pounds, front and rear, so the tires have plenty of capacity to spare. The rear leaf springs are made using three hefty leafs, plus a fourth overload leaf. The front suspension uses a coil-on-shock arrangement with long-spindle double wishbones. At the rear bumper is a factory receiver hitch and wiring plugs for 6-pin and 4-pin harnesses and inside, an integrated brake controller is located just to the left of the steering column.

That all adds up to a truck that can safely tow 10,500 pounds with a weight-distributing hitch, or 5,000 with a weight-carrying hitch. The 6,850-pound GVWR package, which our test truck had, is a no-charge option. If you’re going to haul or tow, we’d say it’s the way to go because it didn’t seem to compromise the ride too much. Payload is pegged at 1,170 pounds, about average for a half-ton truck. We didn’t tow anything during the time we drove the truck, but we did notice the bed would accommodate a 6-foot Christmas tree with the tailgate up.

Another revealing piece of equipment would be the power running boards that automatically extend when the door is opened. The F-150 is certainly much easier to get into with running boards, but running boards can spoil the look of a truck designed to be clean in appearance. The solution, automatic-retracting running boards, surely was not a cheap feature to add, but a necessary one to remain true to the concept of clean, uncluttered design.



The 2010 Harley-Davidson Edition F-150 starts at $42,690, and our test unit had another $4,200 in options, including a Sony/Navigation package, power moonroof, bed extender, tailgate step and trailer brake controller. Of these options, the $2,430 Sony system stood out as something we could really appreciate, though the others are nice to have. We did find evidence that the thick rubber Harley-Davidson bed mat seems to interfere a bit with the operation of the optional folding tailgate extenders. The extender wings can be made to deploy once you get the hang of it, but if it were up to us, we’d pass on those and save $195. The rubber mat is really nice, and we’d rather keep it simple back there, anyway. The final sticker price was $47,890, plus a destination charge of $975. That’s not cheap, but frankly, we were surprised. We thought it would be more.

Melding together the two brands is a tough assignment. Given the realities of the automotive business, we expected to find a marketing-driven product with a clunky graphics package and slapped-on chrome trim, compromised functionality, plus an inflated sticker price. What we found was evidence of a genuine respect for authenticity, history and an understanding of what makes a brand iconic. We found evidence that the product design team went toe-to-toe with the bean counters and held their own. It adds up to brand sensitivity and product integration that has become rare. We consider it a job well done, and if there is any justice in the world, it will pay off for Ford.

Posted on Mon, 21 Dec 2009 02:16:06 -0600 at http://news.pickuptrucks.com/2009/12/roa...-f150.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3609 Mon, 21 Dec 2009 20:44:00 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3609
Adding a dose of liquid courage and drama to the jump-off between Greaves and Pastrana, Greaves is sponsored by Monster Energy, while Pastrana is supported by Red Bull. Monster Energy is expect to release video of the jump in the next few days.

Check out the full story and lots of pics at race-deZert.com.

[Source: race-deZert.com]

H/T to Mike for the tip!

Posted on Mon, 21 Dec 2009 01:10:38 -0600 at http://news.pickuptrucks.com/2009/12/tor...-jump.html]]>
Adding a dose of liquid courage and drama to the jump-off between Greaves and Pastrana, Greaves is sponsored by Monster Energy, while Pastrana is supported by Red Bull. Monster Energy is expect to release video of the jump in the next few days.

Check out the full story and lots of pics at race-deZert.com.

[Source: race-deZert.com]

H/T to Mike for the tip!

Posted on Mon, 21 Dec 2009 01:10:38 -0600 at http://news.pickuptrucks.com/2009/12/tor...-jump.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3604 Sun, 20 Dec 2009 14:38:44 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3604
There are a few caveats that buyers should be aware of before putting the wraps on their trucks, according a FAQ page that Ford has published for the new Fiesta compact car. Owners with wrapped vehicles should avoid car washes that use brushes or high pressure nozzles. Hand washing is recommended over automated washes. Wax shouldn't be applied to the stickers either. When cared for properly, the graphics are designed to last anywhere from 3 to 5 years.



Ford says the F-150 wraps will be available by Spring with Ranger and Super Duty graphics to follow sometime later in 2010 at Ford dealers.

For now, visit the Ford Custom Graphics website for a sneak preview and additional information.



[Source: Ford via Autoblog]



Posted on Sat, 19 Dec 2009 19:16:46 -0600 at http://news.pickuptrucks.com/2009/12/for...ckups.html]]>
There are a few caveats that buyers should be aware of before putting the wraps on their trucks, according a FAQ page that Ford has published for the new Fiesta compact car. Owners with wrapped vehicles should avoid car washes that use brushes or high pressure nozzles. Hand washing is recommended over automated washes. Wax shouldn't be applied to the stickers either. When cared for properly, the graphics are designed to last anywhere from 3 to 5 years.



Ford says the F-150 wraps will be available by Spring with Ranger and Super Duty graphics to follow sometime later in 2010 at Ford dealers.

For now, visit the Ford Custom Graphics website for a sneak preview and additional information.



[Source: Ford via Autoblog]



Posted on Sat, 19 Dec 2009 19:16:46 -0600 at http://news.pickuptrucks.com/2009/12/for...ckups.html]]> http://www.4x4dakota.org/forums/showthread.php?tid=3602 Sat, 19 Dec 2009 02:28:52 +0000 http://www.4x4dakota.org/forums/showthread.php?tid=3602
http://s977.photobucket.com/albums/ae253...taRT_2007/]]>
http://s977.photobucket.com/albums/ae253...taRT_2007/]]>