Ken Garff Ford

Even though the price of gas has broken the $4-a-gallon barrier and economy is sputtering (i.e. the mortgage fiasco, Wall Street stress, the dollar's value dropping, and even auto loans are getting harder to find), American buyers still love a pickup truck.


Although down 12 percent from 2005, pickup truck sales seem to be running at close to 2006 levels. There might be fewer nameplates, but the ability to mix and match engines, transmissions, drivetrains, suspensions and axles, as well as cab and bed configurations, plus interior trim levels makes for nightmarish manufacturing and sales scenarios, as Toyota discovered with its new Tundra.

It has been reported last April that buyers of Toyota's all-new full-size pickup were acting like buyers of Detroit-built versions, wanting their truck with specific features and preferably seeing (and touching) the exact truck they had in mind before they bought it. The launch of the all-new Tundra was a seismic event for the industry; with dimensions and performance that finally matched its Detroit rivals combined with Toyota's manufacturing and marketing muscle, here was a Japanese truck that finally looked a serious rival to the F-150, Silverado, and Ram. Tundra's launch was more testing than Toyota perhaps expected (see story), but by year's end it was making its presence felt in the recreational truck market, and surprised a few of our own test editors.

Two versions of each contender, with different engines, transmissions, and body configurations to better evaluate the breadth of capabilities are to be examined here. Some of the criteria that are looked at are:  significance (i.e., how well does the vehicle do the job its maker intended it to do), and value (i.e., how does each truck compare against its direct rivals)

Ford F-Series Super Duty

 "Mine's Bigger" moves the metal in the heavy-duty pickup world, so every detail of the restyled and revamped 2008 Ford Super Duty trucks has been tailored to enhance the impression of size. The Super Chief concept vehicle that presaged it was inspired by and named after a locomotive, and the hardware backs the image. An all-new F-450 model--the industry's first factory-available Class-4 pickup--boasts class-leading payload and towing capacities of three and 12 tons, respectively.

The F-450 rides atop a completely unique frame with special rear leaf springs and a wide-track, coil-sprung, leading-arm beam or live front axle that boasts the tightest turning radius in its class. The rest of the Super Duty lineup also gets major frame revisions like front rails that dip seven inches in front to meet the bumper height of other lighter-duty vehicles, and eight-inch-longer rear leaf springs designed to improve handling balance. Other innovations aimed at achieving tow-vehicle superiority include TowCommand, an integrated electronic trailer-brake controller that increases trailer-braking intensity when the truck's antilock brakes engage, and PowerScope sideview mirrors that motor out to see around wide trailers.

Of course, the F-SD's biggest trailering enabler is its new 6.4-liter Power Stroke diesel option, which features high-tech piezo-electric injectors (instead of mechanical unit injectors), which can deliver up to five separate spritzes of fuel at up to 26,000 psi to reduce noise and particulate emissions and enable cold starting at -20 degrees F. Sequential twin turbochargers broaden the torque curve and pressurize the intake at up to 42 psi to deliver 350 peak horsepower and 650 pound-feet--impressive figures, except by comparison with GM's 6.6-liter Duramax (365/660).

Other highlights of the 2008 Super Duty include an optional tailgate step and a collapsible bed extender that stows up against the sides of the pickup box. The new interior based on the light-duty F-Series features a more efficient air distribution system and myriad noise abatement countermeasures. There's also a new FX4 series available on extended and crew-cab 4x4 models, featuring skidplates, Rancho shocks, and a body-color grille.

Much of the rest of the 2008 Super Duty's hardware carries over, including the two Triton SOHC three-valve gasoline engines--a 5.4-liter V-8 good for 300 horsepower and 365 pound-feet, and a 6.8-liter V-10 worth 362 horses and 457 pound-feet (the segment's most powerful gas engine)--and the six-speed manual and five-speed Torqshift automatic transmissions.

To shake down the Super Duty lineup a V-10-powered F-250 SuperCab FX4 and an F-450 4x4 was borrowed. The acceleration performance was measured, with and without a trailer, and braking performance without a trailer. Not surprisingly, the humongous 8974-pound F-450 was the slowest drag racer, needing 10.5 seconds to reach 60 mph. But with 10,000 pounds hitched to its rear, that figure only doubled--all other contenders suffered considerably greater degradation in performance. The F-450 was the hardest worker, accelerating more mass almost as quickly as the others. The F-250 V-10 needed 8.3 seconds for the 60-mph dash, trailing the rest of the gassers. Both Fords recorded impressive stops from 60 mph in just 144 and 145 feet (F-250/F-450). Only the hot-rod Tundra 5.7 bested those figures.

Off-roading, the six-wheel-drive dually F-450 had ample flotation to plow through the deepest sand washes with ease. On the road loop, both trucks felt bulkier, heavier, and more ponderous than their closest GM rivals. When it came time to vote, the high sales volumes and breadth of model offerings earned Ford big points in significance. Value also rated highly--the F-450 is the bargain in terms of dollars/pound of towing capacity. But the closely competing Chevy and GMC trucks ride, handle, and perform better than the Fords, if you can get by with towing six to eight tons.

Areas for Improvement

Heavy is as heavy does, and these trucks boast mighty impressive towing and payload capacities, but both feel enormous and ponderous on the road. A little too much like a medium-duty commercial rig.

Chevrolet Silverado HD

Chevy makes a strong case with a broad and deep HD lineup, consisting of a three-quarter-ton 2500HD and one-ton 3500HD. Both are available in WT, LT, and LTZ trim and an impressive range of configurations, including three cab styles, three cargo-box styles, and five wheelbase lengths. Inside, two interior styles are offered--"Pure Pickup" and "Luxury Styled"--as well as two seating configurations, front bucket seats or a 40/20/40 split bench.

The base engine is a 6.0-liter gas V-8 making 353 horsepower and 373 pound-feet of torque, good enough to tow up to 12,900 pounds in a single-rear-wheel configuration. Since manual transmissions are no longer offered for any of the HDs, the only transmission available with the gas engine is the new 6L90 six-speed, manually selectable, automatic.

While the Blue Oval boys have the bigger dually, nobody beats the General when it comes to overall engine output. Though the big-block Vortec 8.1-liter gas V-8 has been dropped, GM's optional Duramax 6.6-liter turbodiesel V-8 continues to lead the segment with 365 horsepower and a staggering 660 pound-feet of torque. With a fifth-wheel hitch and the Allison 1000 six-speed, manually shiftable automatic, that's good for a maximum towing capacity of 16,700 pounds.

While not new, the Duramax is substantially upgraded, with such features as a filtration system that helps provide a 90-percent reduction in particulates and a 50-percent reduction in NOx compared with pre-2007 standards. In addition, 2008 fleet trucks with Duramax engines can fuel up with B20 biodiesel.

With wide chrome crossbar grilles and headlights pushed way out to the corners, it's clear the HDs maintain a visual link with the 1500 Silverado, while remaining distinct from the GMC Sierra line. Though mechanical bits are shared, lamps and trim vary as do the fenders, boxes, and hoods.

Chiseled fenders and a broad stance accentuate the HD's burliness--a look that's more than skin deep. Mounted atop the cross-brace-reinforced ladder frame are pickup boxes that feature a one-piece wheelhouse and inner box side for added strength and a smoother appearance. Duallys have hydroformed steel boxes with integrated overfenders.

For 2008, GM addresses this issue by giving duallys larger 17-inch wheels. In addition, all Silverado HDs feature standard XM Satellite Radio, an available power-adjustable driver's seat on regular cab models with a bench seat, and two new exterior colors: Dark Cherry Metallic and Deep Ruby Metallic.

Consistent and compelling characterized both Silverados' performance at the test track--the 2500HD finished behind only the speedy Tundra, while the 3500HD's prowess with the 10,000-pound trailer was bested only by the massive Ford F-450. Massive torque and six churning wheels meant it was no problem hustling this wide-hipper through the deep sand.

The HD was remarkably tight and free of rattles and squeaks. Also, the Silverado interiors is nicely done -- particularly the limolike black-on-black cabin of the 3500HD.

So why no calipers for the Chevy HDs? The Chevy (and GMC) HDs are so much more refined and fun to drive that they edge out the Fords for overall class superiority. Chevy also makes a strong value statement, with a regular cab Silverado HD starting in the low to mid-$20,000s. Styling inside and out makes these the most handsome HDs yet, while the Duramax diesel and Allison transmission combo--660 pound-feet of torque and a shiftable six-speed--are a heavy-hauler's dream.

Areas for Improvement

Class-leading torque is great, but it's time for the General to lead the way on big-truck fuel economy. How about bringing a heavy-duty version of the two-mode hybrid system to the HD lineup?

New looks and interior refinements make the all-new GMC Sierra Heavy Duty trucks makes these animals one of the top trucks for 2008--and they feature the most powerful diesels in this class.

All HDs come standard with a 6.0-liter gasoline V-8 putting out 353 horsepower and 373 pound-feet of torque mated to a Hydra-Matic 6L90 six-speed automatic. The 6L90 has a 6.04:1 overall ratio spread with two overdrive gears helping the HD's performance and fuel economy, but the cleaner, more powerful Duramax 6.6-liter turbodiesel engine is the real story. With the biggest numbers in the field, the Duramax puts out 365 horsepower and a massive 660 pound-feet of torque. The old school-bus transmission's hard, clunky shifts are replaced by quiet and smooth action.

 The HD's ladder-frame configuration is reinforced by multiple cross braces in a segmented design that allows easy adaptation to the HDs' numerous lengths. Frame sections joined in overlapping segments bolster overall strength and rigidity. Because of this, Sierra HDs offer a larger 2.5-inch receiver hitch enabling the trucks to pull up to 13,000 pounds with a conventional trailer and 16,700 pounds with trucks properly equipped with a fifth wheel.

The HDs further offer two suspension packages: The Z85 suspension is standard on two- and four-wheel-drive models, while the optional Z71 off-road suspension provides additional chassis and suspension equipment, including skidplates. A high-capacity, four-wheel disc-brake system with Hydroboost and four-wheel ABS is standard across the range. All HDs are available with an integrated trailer-brake controller ($200) that automatically increases trailer braking when the truck's antilock system engages to prevent wheel slippage on the truck.

Sierra Heavy Duties also come in a wide range of 2500HD (-ton) and 3500HD (one-ton) models in WT, SLE, and SLT trim, with three cab styles, three box styles, and five wheelbase lengths for a variety of configuration choices. There's a vast menu of interiors: Base and midlevel trims get a pure pickup theme, while premium interiors borrow the distinctive instrument panel and leather appointments from the Yukon SUV.

When braking, the Sierra 2500HD stopped from 60 mph in 171 feet, the longest in the competition, while the six-tired Sierra 3500HD only needed 152 feet.

 The paddle shifters worked well in these conditions, with quick response to any required gear selection. Over the frame twister, the dually performed admirably, while the 2500 evidenced numerous squeaks and rattles.

The final part of our evaluation was a real-world road loop, where again the dually performed heroically throughout the drive--fun through the canyons, smooth on the freeway. The 2500, however, drove big, wasn't as much fun as the dually, and rode rougher on the highway.

GMC spent quality time on the exterior styling to differentiate these trucks from those of Chevrolet. The GMCs were high on everyone's list of favorites, with distinctive looks, quality interiors, and incredible powertrains. Impressive, considering the workloads they've been hauling.

Areas for Improvement

Engines are good but for a work segment as varied as the industries they work in, two engine choices aren't enough. These trucks want two diesel choices, and probably need two gas choices as well.