The heavy-duty Ram 2500 and 3500 are currently available (and evidently will continue to be) with a 6.7-liter straight-six Cummins diesel; the new five-liter mill should be for light-duty Rams, to go up against GM's 4.5-liter Duramax diesel, Ford's 4.4-liter diesel, and maybe even a diesel V8 from Toyota. Whether or not Chrysler will be sharing this engine with Nissan as they are with the Hemi remains to be seen. Let the diesel muscle truck wars begin!
[PickupTrucks.com]

Largely unchanged mechanically, the 2009 model retains the same 2.5-liter diesel engine generating 102 HP and 192 lb-ft of torque. While that might not sound like enough to power two dozen subwoofers, a DVD player, hydraulic suspension and A/C simultaneously, that's not as important for Malaysians, who actually use their trucks for tasks like hauling manure and bringing produce to market (often simultaneously if the durian fruit is anything to go by). Outside, the Hilux gets indicators integrated into the wing mirrors, a new bumper and a revised grille. While such minor changes might challenge the fragile masculinity of US market truck buyers, they should be enough to keep one of the most reliable, practical trucks ever made moving forward off showroom floors. [Toyota Malaysia via Paultan]

Give it a coat of camouflage paint, install a water-cooled Vickers machine gun on a crude mount in the bed, and fill all available space with jungle/desert/mountain/urban fighters and maybe some looted livestock, and you'll see the Hilux in its natural element. It also looks good with a nice shiny paint job, parked in the battle-free East End of Alameda. In fact, this may be the cleanest 25-year-old Toyota truck I've ever seen; most others around here have seen 800,000 miles of hard use hauling plumbing supplies and drywall.


When you've got a Warlord Duty 22R under the hood, the hundreds of thousands of miles just fly right by. There's a much rougher '83 parked a few blocks from this truck, so residents of this neighborhood have the opportunity to see before-and-after examples of this legendary truck.

The interior revisions include such cosmetics as restyled controls and gauges. But if you don't like using your hands, we're told the Ridgeline now has Bluetooth HandsFreeLink optional. The loaded-up RTL model also has satellite navigation, a 115-volt power outlet, and an MP3/auxiliary input jack. And all Ridgelines will now receive active front seat head restraints and daytime running lights.

So what about the power? Well, the 3.5-liter VTEC V6 engine now has a new camshaft and a higher-flowing dual-stage intake manifold. That means a huge bump in power. Yes, 3 HP. OK, so 250 HP at 5,700 rpm and 247 lb-ft at 4,000 rpm isn't bad, just not exactly massive. But to make the most of the grunt, Honda also played with the gears of the 5-speed slushbox to enable slightly better acceleration. If all this makes you excited, you'll be happy to know the 2009 Ridgeline is expected to go on sale next month. [via CarScoop]

Ford claims to have re-engineered the number three crossmember, allowing it to provide more torsional and lateral rigidity, providing the extra strength needed for the increased rating. And we're not surprised Ford is crowing about it: With the importance of contractor and work-truck sales in the face of a diminishing consumer pickup market, capability is again going to be the deciding factor in a lot of truck purchases. [PickupTrucks.com]

Earlier rumors indicated the pickup would be built in both Germany and Argentina. Now it appears production will take place in Argentina only, pointing to an emphasis on the South American market. VW plans to build around 90,000 pickups annually, which may or may not be called Robust.

Jalopnik Snap Judgment: A simple, well-engineered, economical, utilitarian pickup truck? Heresy! Everyone knows a real pickup must be equipped with a lift kit, an 8.0-liter V10 and hood stripes in order to be taken seriously. We're just glad VW will be keeping its terrorist-mobile south of the border, stick those damn terrorists South Americans with a stupid, practical truck, they deserve it.

The standard powerplant for the '69 C10 was the General's reliable 250-cube inline six, but you could get the added grunt of the mighty 292 or any of the usual small- and big-block Chevy V8s.


We see another fine example of California-style rust here; it's taken nearly 40 years to get to this point. Most likely the cab interior smells like mildew during the rainy winter months, but so what? It still hauls stuff!


Though one must wonder how expensive gas needs to get before all the 30- and 40-year-old Detroit-built work pickups are retired in favor of newfangledy fuel-injected ones that have leather-trimmed cupholders and get (somewhat) better mileage. $6/gallon? $7?

Suitability Parameters:
Speed Merchants: No
Fashion Victims: No
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: No
Euro Snobs: No
Working Stiffs: Yes
Technogeeks: No
Poseurs: No
Soccer Moms: No
Nascar Dads: Yes
Golfing Grandparents: No

Also Consider:
*Chevrolet Silverado 3500 LT Crew Cab 4x4
*Dodge Ram 3500 SLT Quad Cab 4x4

Vitals:
• Manufacturer: Ford
• Model tested: F-350 SuperDuty FX4
• Model year: 2008
• Base Price: $36,840
• Price as Tested: $56,780
• Engine type: 6.4-Liter Diesel V8
• Horsepower: 350 @ 3,000 RPM
• Torque: 650 @ 2,000 RPM
• Transmission: Torqshift 5-speed Auto
• Curb Weight: 6,960 lbs
• LxWxH: 246.2" x 99.6" x 80.4"
• Wheelbase: 156.2"
• Tires: LT275/65R30E Owl All-Terrain Tires
• Drive type: 4x4
• 0 - 60 mph: 9.6 Seconds
• 1/4-mile: 17.5 seconds
• EPA Fuel economy city/highway: N/A
• NHTSA crash test rating: N/A

Also see:

• 2008 Ford F-350 SuperDuty, Part One
• 2008 Ford F-350 SuperDuty, Part Two

Acceleration:**
Even though the 6.4-liter turbo diesel engine manages 350 HP and 650 lb/ft of torque, it's still only good for a 9.6-second jaunt to 60 mph. But what would you expect from a truck this size? As mentioned in Part One, the sequential turbos do an admirable job of propelling the F-350, especially from a rolling start. Nevertheless, you're not going to see it in the next Fast And the Furious film.

Braking:***
I never accidentally ran over a Focus thanks to the SuperDuty's competent anti-lock disc brakes, which feature 13.7" and 13.4" rotors front and back, respectively. Quick stops from speed on dry roads were achieved without leaning too far forward, thanks to the stiffened suspension.

Ride:**
The on-road ride was rougher over less-than-perfect roads than most people are going to accept without some kind of payoff. In this case, the payoff is being able to handle the vehicle when there's no road at all.

Handling:***
When racing down city streets it's sometimes necessary to do what we call a Central Texas Turn, which involves a lengthy deceleration before trying to pull into the Whataburger parking lot. This has less to do with the suspension setup and more to do with the weight. When going off the beaten path, the 4WD system manages to keep the F-350's massive nose pointed in the right direction.

Gearbox:***
The Torqshift five-speed automatic was unobtrusive, providing timely downshifts when accelerating and retaining the proper gear during ascents.

Audio:**
The audiophile CD audio system is standard-issue Ford, with the controls integrated into the navigation system. While it was great that an auxiliary jack for my iPod was included, the system fails to display any kind of data related to what's actually playing, which for the price is kind of letdown. I'm not sure how many speakers with what kind of power a system would need to drown out the massive diesel engine, but this truck did not have either of those things.

Toys:*****
If you're going to be towing anything, the TowCommand system is a popular choice among truck owners. I didn't get the chance to hook the truck up to the trailer, but I can say the controls were well placed. The electronically controlled PowerScope trailer mirrors are also fun to play with and, you know, actually functional. Just press a button and the wonderful mirrors fold in or out. Sometimes I did it for no good reason because I'm 12, basically.

The navigation system includes a large touch-screen, though it lacks advanced travel information. For some reason, this particular F-350 came equipped with a drop down DVD entertainment system in the backseat that included wireless headphones and a remote control. Conveniently, I had a copy of Friday Night Lights to watch. So appropriate. The system also has a port for an RCA cable which means that you can totally play Wii back there (and there's enough room, too).

Value:*
Ha ha ha ha ha. $56,780 with all options, an increase of nearly $20,000 over the base model's price.

Overall: ***
I had quite a good time with the truck. It's big and bold and red and sort of ridiculous. It in no way fulfills any of my basic needs as a driver or as a human being, other than the occasional desire to safely crash through walls. That being said, it never let once me down.

Also see:

• 2008 Ford F-350 SuperDuty, Part One

Whereas this large, bright monster of a vehicle would have stood out in my current residence of Chicago, there's not much novelty to the F-350 SuperDuty in Texas, where the back row at most restaurants and shopping centers is unofficially reserved for vehicles that are too long to fit into a regular space. At more than 20 feet long, the Ford wasn't short on kin at the mall.

Though many Texans still require this kind of off-road ability and towing capacity, it would be wrong to assume that most people in the sprawling suburbs of Dallas and Houston that own a big ass truck actually utilize anything but the country glamor that comes with a vehicle so large you have to fold in the mirrors to fit through toll booths.

Most of my driving was spent in the suburbs, which make up most of the state (though it may shock some, three of the ten largest cities in the US are in Texas). With suburbs come interstate highways and the F-350 performs well as a highway cruiser if your definition of "well" includes being able to see over everything but buses and suck diesel fuel with a typically Texan disregard for moderation.

The FX4 - now a trim level — was formerly the off-road package for the SuperDuty, but has been replaced by the 4x4 Off Road Package. In addition to the badging and special interior trim, the FX4 comes with a limited-slip rear differential and Rancho shocks. This means that the slightest bumps in the road are met with a jolt as opposed to the smoother riding suspension of other variations in the SuperDuty series.

Nevertheless, most Texas highways are smooth and straight and, sitting up so high, I started to feel the stirring of something akin to the Manifest Destiny the not-quite-original settlers felt when re-re-conquering this beautiful expanse of land and water. Like many big truck drivers, it started to feel as if the road was mine and mine alone, and anyone entering was doing so only with my casual, unstated leave.

My fiancée, a Texan of Midwestern Danish stock, has always looked good in a truck. When I first started dating her in college, we shared (and by shared I mean I stole when I could) a red Dodge Ram 1500, a truck that is dwarfed by the F-350 both in height and length. As we cruised the beltway that encircles most of Houston, she laughingly chided me for the kind of attitude I often criticized while piloting the same patch of concrete in my diminutive Escort hatchback. What really pushed it over the edge was the magnanimity with which I waved people into my lane, as if it were my decision.

After touring the suburbs of Houston I took the truck out towards Brazos Bend State Park, a popular fishing and camping spot accessible only by a series of long, straight and relatively abandoned Farm-to-Market roads. Out here I was able to stretch the SuperDuty's legs, getting a feel for when and how the big 6.4-liter turbo diesel PowerStroke V8 was able to trot. Lag is, not surprisingly, noticeable when trying to get 7,000 lbs of truck to take off, but the sequential setup of the turbos makes it quicker than you'd expect. One turbo gets you moving, then the other one helps the truck pull aggressively and confidently until you either wimp out or the physics of pushing this giant brick through the air take over.

Did I mention it's a bright red truck? Though Brazos Bend is full of large trucks used to pull campers (and one awesome Vanagon), I couldn't drive it too far without getting looks from passersby, which was true of everywhere I took it. People didn't look for too long, though, as everyone here remembers the sign on the front of the park that advertises the place as "Home of the American Alligator." And if they missed that, the park's map is filled with advice like "If an alligator gets a hold of a fish you've got, let it have the fish," and the ominous "Do not under any circumstances let your pets into the water."

The reasons for the rough suspension - a pain back in the suburbs - become apparent as soon as you take it off road. My usual off-roading spots had, unfortunately, been developed over the past few years and I was forced to head to an area popular with flat billers in Jeeps with big tires and little regard for their own safety (there are many stories of poor saps who pushed too far and ended up with a vehicle full of mud and snakes).

To make matters worse, this particular patch of muddy earth had been softened by recent rains. What's tough to do in a relatively weightless Jeep is a different challenge in a truck of this scale. While my grandfater served as a guide, I pulled the F-350 off the highway and onto a path hidden by a large evangelical church.

Where the path turns out to a pond there were crevices eight- to ten-feet wide and a couple of feet deep. Unwilling to sink a nearly $60,000 truck into muddy water, I decided to test the FX4's ability by asking it to negotiate a hill at such an angle that the rear-parking sensor started going off, spooking me more than a little. Though not my idea of an ideal driving experience, trying to pilot the truck's four wheels over the uneven, soft terrain was still a kick.

As I got more comfortable with the suspension, and with the idea of driving without all the wheels touching the ground, I let myself abandon memories of getting my friend's dad's Suburban stuck in a similar area. There would be no calling someone else with a winch and a more capable truck to pull us out. In fact, with some chains, we'd probably be able to do the same for some other dumb kids. Though not as wild as mudding a Wrangler, the FX4 proved capable enough to keep us from getting stuck or huffing too much when climbing.

Returning home after a weekend of navigating the F-350 through highways, city streets, state parks, dirt roads and crumbling mud I felt more at peace with the joy I feel with driving a vehicle this large. Fords have been the best selling trucks in Texas for about as long as I've been alive and now I sort of understand why. Though a Woody Allen-watching, organic food-eating, straight-ticket D liberal, I still get a big old kick from driving the shit out of a truck. Even if I do so while listening to NPR.

Dacia launches Logan Pick-up in Romania Dacia Logan Pick-up is the latest addition to the Logan family, which already includes a saloon, an estate and a van. It is made at the Pitesti plant, in Romania, and addresses the needs of both business users (tradespeople and merchants) and private motorists looking for a practical leisure vehicle. Dacia Logan Pick-up naturally boasts all the hallmark qualities of the Logan family. With a choice of Renault petrol and diesel engines, and a chassis carried over from Logan MCV, Logan Pick-up is eminently modern and robust. And it is superbly practical, with an 800kg payload, a maximum load length of 1.80m and 300 litres of stowage space behind the seats in the cabin. Dacia Logan Pick-up offers unbeatable value for money. It will be launched on the Romanian market in March 2008 at a starting price of 7250 euros. 1. Logan hallmark virtues Robust above all Dacia Logan Pick-up follows the highly successful example set by its stablemates — Logan, Logan MCV and Logan Van— to extol the virtues of straightforward, robust design. Interior materials, for the dashboard, door panels and upholstery, are sturdy and durable, an important consideration for a working vehicle like Dacia Logan Pick- up. Exterior features are as found on the other Logan models: metal panels protected by wax injection of hollow sections, systematic application of sealing mastic for exterior cabin joints, and reinforced anti-chip protection for the substructure. 2 Bodywork corrosion protection on Dacia Logan Pick-up includes a galvanized roof and door panels, while some versions have wide protective door mouldings. Other protective features carried over on Dacia Logan Pick-up include raised suspension, higher ground clearance, and a protective skidplate under the powertrain. Dacia Logan Pick-up also gets the new dustproofing system for gearbox and transmissions, introduced on Dacia Logan MCV. Dacia Logan Pick-up's most salient feature - the pick-up bed itself - is designed to last. It carries a payload of up to 800kg, and comes as standard with a protective surround that prevents damage to the bodywork during loading operations, and easily resists loads up to 100kg. The tailgate is designed with robustness and safety uppermost in mind, and will resist loads up to 300kg when open, a capability usually only found on larger pick-ups. The bed floor, sides and cabin partition are especially corrosion-proofed and there are two ducts at the front to drain out rainwater. Safety first Dacia Logan Pick-up has all the active and passive safety features of Dacia Logan MCV. Like all vehicles in the Logan range, it is built on the B0 platform, derived from the Renault-Nissan Alliance's B platform, as used by Renault Modus, Renault Clio II, Renault Clio III and Nissan Micra. The suspension has been designed for sound, balanced response under all circumstances. The front suspension uses the MacPherson layout featured on Renault Clio II, with wishbone arm and non-damped cradle. As on other B-platform vehicles, the reinforced rear suspension uses a programmed deflection H-type torsion beam, plus coil springs and extended-travel vertical dampers, consistent with the poor road conditions on many of the car's markets. There's a front antiroll bar as standard. Dacia Logan Pick-up has disc brakes at the front and drum brakes at the rear. Versions with ABS use a latest-generation Bosch 8.0 system with electronic brake distribution, as fitted on Renault Mégane II. Passive safety systems on Dacia Logan Pick-up include a driver's airbag as standard, plus a passenger's airbag on option. The restraint system comprises three- point seatbelts. Dacia Logan Pick-up reaps full benefit from Renault engineering expertise in impact resistance and kinetic energy dissipation. The engine compartment layout is designed so that the content will tend to stack up under frontal impact conditions. The dashboard material has a highly absorbent polypropylene 3 honeycomb structure to minimize the risk of knee injury on impact. Enhanced lower limb protection is afforded by under-foot padding on driver and passenger sides. Meanwhile, in side impacts, the B-post, seats (with enhanced lateral resistance) and door padding combine to provide effective hip protection. Reliable engines Dacia Logan Pick-up comes with a choice of three engines from the Renault group powertrain bank: one petrol engine (1.6 MPI) and two versions (70hp and 85hp) of the 1.5 dCi diesel unit. The 1.6 MPI petrol engine develops peak power of 64kW (90hp) at 5,500rpm and peak torque of 128Nm at 3,000rpm. It is rugged and easily serviced, important criteria for a utility vehicle. And it yields very creditable torque from low engine speeds. The first three gear ratios are short, for good pullaway and acceleration at low speeds or when heavily loaded, while the top two speeds are staged for acoustic comfort and fuel economy. On a combined cycle, Dacia Logan Pick-up with the 1.6 MPI consumes a very reasonable 8.1 litres per 100km. The technologically advanced 1.5 dCi diesel engine enjoys benchmark status in its category, and features a second-generation common-rail direct injection system that combines responsive performance with very low fuel consumption. The 50kW (70hp) 1.5 dCi version produces peak torque of 160Nm at 1,700rpm, with 85% of peak torque available between 1,500 and 3,500rpm. With the 63kW (85hp) version, peak torque is 200Nm from 1,900rpm, with 90% available from 1,500rpm. The five-speed gearbox, lubricated for life, is specially developed with longer ratios to make the most of the 1.5 dCi's torque. Pullaway and acceleration are crisp and sharp, even with a loaded vehicle. Both 1.5 dCi versions are ideally suited to a working vehicle like Dacia Logan Pick-up, and they give very reasonable fuel consumption and CO2 emission figures. With the 85hp 1.5 dCi engine, Dacia Logan Pick-up consumes just 5.2 litres per 100km (combined cycle), with CO2 emissions of 137g/km. Because these figures are very low for a vehicle with such a substantial loading capacity, Dacia Logan Pick-up makes a significant contribution to one of the undertakings of the Renault Commitment 2009, namely to sell a million vehicles that emit less than 140g of CO2 per km by the end of the business plan. With its 50-litre fuel tank, Dacia Logan Pick-up 1.5 dCi 85hp also sets a benchmark for range in this vehicle category, approaching 1,000km. 4 The petrol and diesel engines powering Dacia Logan Pick-up all benefit from the latest developments in Renault group engine technology, bringing greatly extended service intervals. Owners of the 70hp or 85hp 1.5 dCi diesel versions will need to bring their vehicles in for servicing every 15,000km (or every year) instead of every 10,000km, making six oil changes instead of ten per 100,000km. And the petrol version only needs serving every 20,000km (or yearly) instead of 15,000km. This improvement brings a spectacular reduction in servicing costs, of direct benefit to Dacia customers in general and business users in particular. 2. A practical, comfortable pick-up Ingenious cabin The Dacia Logan Pick-up cabin, designed for comfort and convenience, is directly derived from that of Dacia Logan and Dacia Logan MCV: generously sized and more typical of a comfortable C-segment vehicle than a B-segment pick-up. Front and rear visibility is excellent, and Dacia Logan Pick-up has exactly the same driving position and control ergonomics as other Logans. As well as sharing the interior design qualities of the Logan range as a whole, Dacia Logan Pick-up also has its own specific features, such as extensive stowage capacity. In addition to the glovebox, door bins and drink holders under the central console, there's a huge stowage area behind the seats, measuring close to 300 litres, easily accessible by tipping the driver's seat (depending on version) or passenger's seat forward. This in-cabin stowage is ideal for compact or valuable items (such as a toolbox), leaving the bed for heavy and bulky loads. Above this stowage area, near the doors (to avoid impairing visibility), there are two hooks for hanging work clothes. And there's a net for holding small objects in the middle of the partition, behind the seats. To protect the cabin against load intrusion from the bed, the rear window is fitted as standard with a double-barred partition that can (depending on version) be reinforced with a safety hoop with load restraint. All these devices are, of course, compliant with European standards for light commercial vehicles. 5 Resourceful, conversion-friendly pick-up With its pick-up bed offering unlimited loading height, Dacia Logan Pick-up obviously excels in carrying tall loads! In addition, it is sized for optimum utility to demanding trade users and private motorists alike. With a maximum load length of more than 1.80m and a maximum load width of 1.37m, Dacia Logan Pick-up again offers capabilities rarely found in this vehicle category. A sill height of just 64 cm, with the tailgate down, makes for easy loading. And the rear step gives convenient access to the bed. In all, there are 16 anchor points, for safe lashing of any load. There are four fasteners on the bed surround on either side of the vehicle, two hooks on the safety hoop with load restraint, and six rings on the bed floor. Except for the hooks on the optional safety hoop, all anchor points are standard fitting from the entry-level version up. Because the pick-up format is often used as a base for vehicle conversions, Dacia designed Logan Pick-up from the outset for ready adaptation to applications such as refrigerated, temperature-controlled and large-volume transport. Through forthcoming agreements with conversion specialists, the dealer network will be able to offer quality conversion solutions addressing specific customer needs. Straightforward vehicle range Dacia Logan Pick-up will be available in two equipment levels on its various markets. In Romania, the entry-level Logan version, with three-point seatbelts and driver airbag as standard, will come with either a 1.6 MPI petrol or a 70hp 1.5 dCi diesel engine. Then the Pack Confort version, with power steering, electric door locks, tinted windows, electrically adjustable exterior mirrors and protective side mouldings, will be available with a choice of three engines: the 1.6 MPI and the 70hp or 85hp 1.5 dCi diesel. Options include air conditioning, radio (CD or CD/MP3) and safety pack (ABS plus passenger airbag). A wide choice of accessories will be offered from initial release, including a fibreglass bed lining, load organizer, matting, tow hook and parking assist. Interior accessories will include a navigation system, special seat covers and a central armrest. 6 3. Fresh market openings Dacia Logan Pick-up primarily focuses on tradespeople and merchants needing a straightforward, practical workhorse vehicle, but it also has a broader appeal, as an ideal vehicle for open-air leisure pursuits. In both cases, motorists will be impressed by its versatility, robustness and affordability. Most carmakers in recent years have tended to disregard the European pick-up market. There are a few large pick-ups, like Nissan's Navara, but, in marked contrast to the situation on other world markets, lightweight pick-ups are very hard to find. Dacia Logan Pick-up will doubtless fill the vacuum, with its remarkable value for money, true to the Logan concept. Dacia Logan Pick-up will be released in Romania, Bulgaria and Turkey in 2008, followed by other markets from 2009. The fourth Logan made at Pitesti plant Dacia Logan Pick-up will be made at the Pitesti plant, and share many parts with Logan MCV and Logan Van. Fewer than 100 parts are specific to Dacia Logan Pick- up, which will be made on the same production line as Logan, Logan MCV and Logan Van. In the body shop, an assembly line has been set up to handle portions specific to the pick-up, along with general assembly. The Dacia Logan Pick-up programme has drawn investment totalling €51 million: €22 million on development and €29 million on production plant. In 2007, €100 million were invested at the Pitesti plant, to increase capacity from 235,000 per year in 2006 to 350,000 in 2008. Following work carried out in August, production rate rose from 42 to 60 vehicles per hour. Over 230,000 Dacias sold in 2007 Dacia sales reached 230,000 vehicles in 2007, 17.4% up on 2006. This was an important year for Dacia, as development took a major step forward with the launch of Logan MCV in 33 new countries (across Europe, and in Algeria, Morocco, Turkey, 7 Syria, etc.) and release of Logan Van in Romania and Bulgaria. Less than a year and a half after the car was first launched in Romania, sales of the Logan MCV estate version had risen to account for a third of Dacia sales overall (81,000 units sold by the end of 2007). Dacia's expansion will be continuing in 2008, with production startup for Logan Pick- up and Sandero at the Pitesti plant.

"This is a market that nobody is going to be in for at least three of four years. We're going to be able to give small businesses a truck that can get 30 to 35 miles-per-gallon, and with a diesel engine that's durable. It's a $40,000 truck that we're going to sell in the mid-$20,000s. This is not Chinese junk."

First of all, as we made clear above it'll not only be a diesel pickup, it'll be a hybrid diesel pickup and it's coming in 2010. Secondly, it's got a name — the Mahindra Appalachian and it's based off the Mahindra mid-sized truck currently available on the sub-continent — and which we showed in heavily-modified form last month. Head on over to PickupTruck.com to get the rest of the details. [PickupTruck.com]

Press Release:

2009 SIERRA HYBRID DELIVERS 25-PERCENT IMPROVED FUEL ECONOMY WITH ALL OF GMC'S PROFESSIONAL GRADE CAPABILITY

CHICAGO - GMC announced the 2009 GMC Sierra Hybrid, a powerful full-size pickup that achieves 40-percent greater city fuel economy and a 25-percent improvement in overall fuel economy while delivering the capability expected of a full-size truck - including a 6,100-pound (2,767 kg) towing capacity.

Partnering General Motors' patented two-mode hybrid system and a powerful 6.0L gas V-8, the Sierra Hybrid delivers highly efficient performance, including all-electric driving up to 30 mph (48 km/h). That allows fuel savings to be realized even when the truck is fully loaded or towing a trailer.

"The Sierra Hybrid represents GMC's commitment to engineering excellence, delivering a fully functional truck that offers a significant improvement in fuel economy," said Jim Bunnell, GMC general manager. "Sierra Hybrid will deliver fuel economy that is expected to be the best in the full-size pickup segment, exceeding the current mileage leader - the non-hybrid Sierra."

The Sierra Hybrid goes on sale in the fourth quarter of 2008 and is based on the strong and capable Sierra platform that was introduced for the 2007 model year. It will be offered in the Crew Cab body style on both 2WD and 4WD models. Each model is equipped with several standard, popular features, including StabiliTrak electronic stability control system, a locking rear axle and a trailering package. Sierra Hybrid also offers dual-stage frontal air bags and head curtain side air bags, and it is the only full-size truck with five-star side-impact ratings in federal crash tests.

Hybrid details

The Sierra Hybrid's fuel-saving performance is derived from GM's advanced Electrically Variable Transmission (EVT) and 300-volt nickel-metal hydride Energy Storage System (ESS), which work in concert with the standard 6.0L V-8 gasoline engine with Active Fuel Management (AFM) and late intake valve closing (LIVC) technology. GM's hybrid technology system not only enables the Sierra to launch and drive up to 30 mph on electricity alone, it also allows the Vortec 6.0L V-8 engine to operate in its more economical V-4 mode for longer periods.

As part of the vehicle's emission control system, the ESS is warranted for eight years/100,000 miles.

With GM's two-mode hybrid system, the electric power used to propel the vehicle is generated by the hybrid system itself. When the brakes are applied or the vehicle is coasting, the electric motors within the hybrid system create electricity that is stored in the 300-volt battery. This stored energy is used to move the vehicle and the regenerative braking cycle is renewed.

The two-mode hybrid system provides seamless, dependable power on demand in an efficient package. In fact, its electric motor is less than half the size of those in single-mode hybrid systems. This technology was developed and is still used in fleets of hybrid transit buses in more than 70 North American and European cities. Scaled-down for use in passenger vehicles, the two-mode system delivers fuel savings where it is needed most - in large vehicles with high levels of capability. The two-mode system was first introduced on the 2008 Yukon Hybrid. It is a core part of GM's energy diversity efforts, which are centered on reducing dependence on petroleum, improving fuel economy, reducing emissions and minimizing the automobile's impact on the environment.

With the fuel savings of the hybrid system and Sierra's 26-gallon (98-liter) fuel tank, the Sierra Hybrid has a cruising range of more than 500 miles (800 km).

Quiet and smooth

Integration of the hybrid system on the Sierra is seamless - the battery pack is located beneath the rear seat - and perceptible only in what it lacks: noise.

"The Sierra Hybrid is exceptionally quiet," said Mark Cieslak, vehicle chief engineer. "From a passenger's perspective, the refinement of the hybrid system is quite evident throughout the driving experience, and showcases itself when the vehicle is moving under electric power."

Contributors to the quiet driving experience include:

* New exhaust system and resonator tuned for the 6.0L engine's Active Fuel Management operation
* Additional engine intake induction tuning for reduced interior noise and pleasing sound quality
* Low-rolling resistance, "quiet-tuned" P265/65R18 tires for reduced road noise
* Electrically driven 300-volt air conditioning compressor reduces vibration and allows the standard, tri-zone HVAC system to cool the passenger compartment even when the gasoline engine is shut off
* Electrically driven 42-volt variable-assist power steering reduces vibration and provides up to a 0.5-mpg fuel economy improvement by reducing parasitic losses common in belt-driven hydraulic systems
* Energy Storage System (ESS) cooling system internal fan is tuned to be quiet at low vehicle speeds when the fan could more easily be heard by the occupants

Along with quietness, the Sierra Hybrid also delivers exceptional driving smoothness, thanks to specifically tuned shocks for its Z85 suspension and a new hydraulic body mount. Located on the passenger side of the chassis, the hydraulic mount provides a dramatic improvement in highway driving smoothness, particularly on rough or choppy road surfaces.

"The hydraulic mount makes a dramatic improvement in ride quality," said Cieslak.

Additional details specific to the Sierra Hybrid include aerodynamic aids. A slightly deeper front air dam and a tonneau cover for the bed reduce air drag, fostering maximum efficiency.

Trailering performance

In addition to increased fuel economy, the Sierra Hybrid's electrically variable transmission also provides tremendous trailering capability, enhancing driving smoothness and quality when towing. Electric drive is enabled up to approximately 30 mph (48 km/h), even when towing, allowing fuel savings when the truck is towing a trailer.

"Along with being very smooth, the EVT always provides abundant torque at all rpm levels for easy towing," said Cieslak. "It is particularly helpful on grades, as the EVT's greater ratio spread allows the engine to hold optimal rpm for smooth, steady performance, with no hunting between higher and lower gears."

The EVT incorporates grade braking and tap up/tap down shift control. It also benefits towing on curves or lower-speed back roads, as exceptionally smooth gear transitions eliminate the "shift shock" torque disruption that can occur during abrupt shifts, such as when slowing or braking.

In addition to the eight-year/100,000-mile warranty on the Sierra Hybrid's Energy Storage System, GM's Five-Year/100,000 Mile Powertrain Limited Warranty continues to make GM a better choice for customers. GM's coverage focuses on the complete ownership experience and includes other provisions that competitors do not offer, including transferability to the next owner, more complete coverage of parts, and coverage for new and certified used vehicles. In addition, GM offers complementary programs such as courtesy transportation and roadside assistance.

While it's no VW Rabbit Pickup replacement, we'd be interested to know if the toxic-but-edible plant named Taro is coming to America. It would definitely be welcome in the sparsely populated and red hot truck market. [PickupTruck.com]

The horned brand from the automaker traded more times than a 40-year-old linebacker is apparently seeking approval from the City of Detroit to run a herd of cattle down Jefferson Avenue as part of the 2009 Dodge Ram introduction. One person familiar with the plan said it could look like John Wayne's "Red River." Sure it might look cool, but it will probably smell pretty uncool too — either way, we'll be on hand to witness the mayhem PRgasm. [Freep via Winding Road]

Ford has little competition in the Super Duty realm. Lined up against competing trucks from Dodge and Chevrolet, the Ford's internals are undeniably beefier. With substantially larger water pumps, radiators, engine mounts and bolts, there's no doubt the Ford is tougher. While the metal bits make up the Super Duty's bones and guts, Ford also blasts its largest full-size rig with hardcore development testing on Silver Creek, a quarter-mile straight shot on Ford's proving grounds, meant to simulate a lifetime of hitting giant pot holes, rocks and bumps most drivers hit only once every few thousand miles.

The directions for driving across Silver Creek are simple: hold the wheel with a firm, but relaxed grip and keep the speed at a steady 20 mph. The execution is much more difficult. From the first bump, your right foot is thrown into a struggle to find the gas pedal, while not accidentally smashing it to the floor. The steering wheel is prone to doing whatever the hell it wants, so when we reach the end of the course (rather than allowing the bumps to throw the truck off the road) it's tempting to call it a miracle. Reliving the violence of the drive in your head has shock absorbers busting through their mounts and suspension bits snapping in half, yet the Super Duty doesn't even show signs of a rattle after passing down Silver Creek. In fact the course is so intense Ford test drivers are limited in how often they can drive it due to medical concerns. During development, a single truck must survive the drive across Silver Creek more than 600 times before sign-off.

Off-road, the Super Duty performs well. After several hours of rain that have turned the course into peanut butter, the single-axle F-350 has no problem muscling through mud pits and crater-ridden trails. Its length is certainly a burden, making it far less nimble than any real off-roading machine. Still, it did well approaching steep hills and through short dips, never bottoming out.

We also took an F-450 Super Duty equipped with dualies over a hilly road course pulling a trailer 4,000 pounds shy of its 24,000-pound towing capacity. With Tow/Haul mode engaged, the Ford hangs onto revs longer and downshifts earlier when you put on the brakes to help slow things down. With the 6.4-liter diesel making 650 pound-feet of torque at peak, you're getting serious twist no matter where the tach needle points. Despite the Ford's five-speed Torqshift automatic downshifting at such aggressive points while towing 10 tons, we swear we could hear "Smooth Operator" playing somewhere.

It's a blessing we're not on public roads, since nearly all the journalists in attendance have casually dismissed the lane lines while towing that 40-foot trailer. With the longest Super Duty models stretching nearly 22 feet, you have to start thinking about navigating rather than driving. Turns should be planned well in advance and you'll want to run a few geometry calculations through your head before attempting to park between cars. Ford has made some efforts to make navigating the Super Duty a bit less of a burden. The screen for the optional back-up camera appears in the rearview mirror when you shift into reverse. While the screen is much smaller than the traditional screen in the nav system, Ford's camera includes a dotted line pointing where your truck is headed. Additionally, colored brackets along the edge of the screen help you to gauge how far you are from a wall, your trailer hitch, or Fido. Available power-scoping mirrors slide away from the truck for towing and can be folded in against the truck when pulling into a garage using a simple knob.

On F-350 dualies, buyers can now check a box for the "Fat Boy" option (actually, the sheet will read more like "widetrack monobeam front suspension and extended axle"). The longer front axle cuts the turning radius down from a hulking 56 feet to a slightly-less-hulking and class-leading 50 feet. Step into a Fat Boy-equipped F-350 and crank the wheel as far as it'll go. From the cabin, cones marking the outside of the turning circle disappear from sight in line with the center of the truck, convincing you you're about to send them to a second, flatter life. It's a surprise to get out of the truck and see all of the cones still standing. The Fat Boy option also makes the wheel wells taller and deeper, while adding more dimension to the front fender flares, giving an even tougher look to Ford's ultra-tough truck.

The toughness of the Super Duty is apparent in almost every challenge you can throw at it, from off-roading to towing to car-eating potholes. If you need to haul something or just want a vehicle that you can relentlessly abuse, the Super Duty has your number: $45,000 fully loaded.

Spotted down by Alameda's waterfront, this salty sea dog of an Econoline pickup could be a '61, a '67, or anything in between...

...we'll need help from you real Econoline experts to nail down an exact year on this truck. But that's an unimportant detail, because this thing is ageless. Check out the weathered wooden bumper! A plank for ye to walk! Arrrh!

Once again we see that vehicles rust slowly in these parts, from the top down. It's a safe bet that this truck's cab has That Damp Car Smell about two months into a typical rainy Bay Area winter.

The flat-nosed Econolines certainly had a more soulful "face" than the later models with hoods. As for safety... well, just don't hit anything, ever, and you'll be fine!

It takes at least 30 years to get that kind of texture on a paint job.

A true beater Econoline pickup needs a bed full of crap, and this one is no exception. Tires, rusty boat winches, beer cans, etc. Perfect. If you're gonna drive a truck, drive a truck!

That tailgate's probably been slammed shut 20,000 times. No doubt it rattles like crazy, but it still works.

Nice texture on the tailgate top edge and latch. – Murilee Martin

Related:
Fun With Econolines: Grenaded Pickup [internal]

We won't be seeing the SVT-juiced Sport Trac "Adrenalin" model (originally scheduled for 2007), a concept that got the pre-production axe amid Bold Moves cost-cutting. But Ford's restless-legs-syndrome pickup is nonetheless being updated with new mesh grillework, a more aggressive look and, as speculates the Road that straightness eludes, possibly a higher level of crash worthiness. Sorry, Ford. We've seen Paris, and we'll be damned if were going back down to the farm again. – Mike Spinelli

Spotted: 2008 Ford Explorer Sport Trac [Winding Road]

Related:
Ford GT, Other Models to Fall Under "Way Forward" Axe [internal]

Whether or not you think the Himalayan abominable snowman is a hoax, this Yeti is as real as getting capped in the nuts by a sock filled with flour. It's the product of master fabricator Rex Bailey, who built the monster Dodge atop 76" tractor tires and Mercedes Unimog axles. As appointed, the Cummins diesel-powered 3500 can power through snow up to three-feet deep. [Thanks to prplhaze for the tip.] – Mike Spinelli

Samson™ Helps Build Giant Snow Truck [Samson]

Related:
Your Moment of Arctic Zen: The Tankpedition!; Dashing Through the Snow, in a 492 Horse Sled [internal]

Our boy Mike at PickupTruck has the scoop on what appears to now be two black eyes NHTSA's given the new Tundra truck from ToMoCo. That's right, the folks from the super best number one most awesome automaker from the land of the rising sun have received their second sub-five star frontal crash rating — this time for the new Tundra CrewMax pickup. This comes after the regular cab received similar frontal crash test ratings. Although we still haven't seen the double cab crash ratings, we're assuming the new kids to the medium-size pickup truck game aren't going to be very happy to see these results. All we've got to say is that it's not the size of your truck that matters, it's how well it can take a punch to the face. – Ray Wert

2007 Tundra Falls Short in NHTSA Frontal Crash Test Rating [PickupTruck.com]

Related:
Toyota Continues The Tundra Two-Step On Truck's Four-Star Rating; Tundra Breaks Nose, Only Gets Four Stars In Front-End Crash Test [internal]

By God, if you're gonna go jouncing down your favorite dirt road in a pickup truck loaded with hay bales, beer cans, and toolboxes, you might as well drive one made by a company that specializes in farm equipment! You don't see too many International Harvester Scouts on the road these days, and the Terra pickup version is especially hard to find. We think that's a shame, but those of you located near Lubbock (of course!) have a shot at buying this solid-looking '76 Terra. Unfortunately, it's not the Spirit of '76 edition, but it does have the 304 V8 (not to be confused with the AMC 304, of course). – Murilee Martin

1976 International Harvester : Scout terra [eBay]

Related:
International Scout - Makes CXT Question its Maniliness [internal]

A lot of us gearheads talk a big game a lot of the time, to borrow a phrase from the late, great Vonnegut, "So it goes." When on the topic of stupid sized engines in stupid sized cars (which are usually inversely proportionate), dropping a 500-cubic-inch Cadillac V8 into "X" teeny, tiny car invariably ends the debate. "Yeah, damn, that would be sweet." I put forth the Rabbit Pickup (or Rabbitamino around these parts) as a girly car entry into the Loverman's daily Q a couple of days ago, but was forced to face my folly the same day after seeing the truck/car towing a stonkin' woodchipper down Telegraph Road. One Google search later and here you have it, mini-car-amino nirvana. A tandem-axled, Caddy-powered, German-American hybrid... with scissor doors! Based on the pic after the jump, I have absolutely no idea how the powertrain works, but I'm betting that invisible golden unicorns transmit the power to all six wheels by way of telepathy.–Ben Wojdyla

Man, just look at that glorious hoonage generator

1981 Volkswagen Rabbit Pickup Truck [Hubcap Cafe]

Related:
Makes Friends With Its Fast, Then Carries It Around: Bonneville Rabbit Pickup! [internal]

In an article published in yesterday's New York Times, Nick Bunkley alludes to an anonymous GM higher-up e-mailing a group of dealers to point out, let's just say, massaged truths in recent Tundra ads. This morning we find an anonymous e-mail from our circle of engi-nerd friends that reads like it could have been the message in question. The messenger makes several points that until now had eluded even this tireless sentinel of truthiness in advertising. The folks over at ToMoCo's ad agency must be taking their smart pills cause it's a hard ruse to spot. Indeed, electric trailer brakes and combined vehicle and trailer weights? Why I never!

Check out the full message below the fold.

Thought you might want to know this. Pass it along to your sales staff. It might help them to sell more vehicles. BTW.....attended the Minneapolis Auto Show kick off breakfast on March 8. Two of our Sandy trainers did a nice job explaining the Tundra ads. I would guess all of you have seen the stupid ad where the Tundra pulls a trailer up a steep grade (a 'see-saw'), and then barrels down hill and locks the brakes up just before the end of the ramp. Seen it? Yeah you have.

Couple things to keep in mind. The V.O. at the beginning of the spot says...."It's tough pushing 10,000 lbs up a steep grade". Myth: Toyota would like the audience to believe the trailer is 10,000 lbs. Fact: It's a 5,000 lb truck pulling a 5,000 lb trailer. A little slight of hand? You bet.

Then, on the way down the grade, the camera zooms in on the brakes as the vehicles comes to a screeching halt just prior to the end of ramp. Next time you see the ad....look for the 'mice type'. It indicates the trailer is equipped with electric brakes. Fact....the electric brakes stop the trailer — not the truck. A little slight of hand? You bet.

And why does Toyota have bigger brake pads? They need them....their truck is heavier. Stopping distance between our truck and theirs is virtually identical. And why does Toyota have a 6 speed transmission? To improve their fuel economy....which is still 2 mpg less than ours.

And don't forget....their big V8 has one axle ratio — a 4.3. Suck fuel much? Our trucks offer several axle options to optimize towing and fuel economy. Bottom line: OUR TRUCK IS BETTER! Spread the word.......we can all make a difference. [NAME REDACTED]

Toyota Pickup Scores Below-Perfect on Safety [NY Times]

Related:
Tundra Breaks Nose, Only Gets Four Stars In Front-End Crash Test [internal]

Toyota Offering $2,000 To Dealers [Business Week]

Related:
Toyota Drops A Big And Heavy 2007 Tundra Full-Size On Dealers And Customers [internal]