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Nissan turns Titan into the ultimate tailgating machine

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Smokin’ TITAN will be on display in Indianapolis March 7-9 at the 2018 Work Truck Show, the largest work truck event in North America.

 

There has been a lot of fretting going on around The Garage these past few weeks as we try to decide what our best approach to creating a new BBQ event rig for the 2018 BBQ season. A press release notice from Nissan today makes it clear that we need to up our game a bit!

Created for The Work Truck Show in Indianapolis this weekend, the “Smokin’ TITAN” might just be the ultimate mobile BBQ station!

Beginning with a 2018 Nissan Titan XD, Smokin’ Titan features a flatbed style work space with built in coolers, a fridge/freezer, a six burner stove, cutting boards and a sink with running water. The original bed has been moved back onto a a trailer, where it is fitted with a smoker/grill and storage for smoker pellets and wood chips.

Naturally, a variety of off-road accessories and a smokey graphics package have been applied to round out the look!

Nissan says the rig will be touring outdoor events throughout the Summer. We are hoping it makes its way to Toronto so we can get our hands on it!

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Ford F-Series: Variations on a theme

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With a massive season of BBQ events, you could say that 2017 was the year of the truck around here, as we hitched the DCS Appliances event trailer to what seemed like dozens of trucks. Naturally, with so many varieties of F-Series models in Ford’s line-up, we had the opportunity to put several different versions to work.

As the top selling trucks on the Canadian market for more than half a century, the F-Series is the undeniable king of the road. The only question for many potential buyers is: Which F-Series is right for them?

 

Our red F-150 tester begins an event journey loaded full of gear and towing the DCS Appliances event trailer.

 

F-150

The F-150 is the top selling passenger vehicle on the continent. Not just the top selling truck, but the top selling vehicle. As consumers’ love affair with light trucks continues and the traditional car segment shrinks, Ford showrooms continue to churn out F-150s at an unbelievable rate.

Newly revamped for the 2018 model year, the F-150 is close to being the “nice car” that many auto scribes fear. A vehicle which does everything it is supposed to do, with no surprises. It gets decent fuel economy, works hard and keeps its occupants comfortable. Despite being new, driving the F-150 somehow feels like hanging out with an old friend, which goes a long way towards explaining its ongoing sales success.

The previous model Eco-boost 6-cylinder model suffered from poorer fuel economy than most buyers expected, when driven in the real world. The 2018 model has received a new 10-speed automatic transmission which allows the 2.7L V6 to consume about 11 L/100 Km (22 MPG) in combined city and highway driving. Our testing confirmed that this is a real world number, even when towing our small event trailer with the bed loaded with coolers. On the road, the transmission shifts so smoothly that it is barely noticeable.

A trio of power options are available, allowing buyers to choose the best towing capacity for their needs, right up to 13,200 pounds (5,988 kg) which surprisingly comes from the 3.5 V6 and not the 5.0 V8 as many would expect.

Creature comforts abound, from available seat massagers to audio & video options, all using the latest version of Sync, which has proven itself to be a user friendly infotainment hub. Like the folks at GMC and Chevy, Ford now offers a WiFi hotspot in its trucks.

Driver aids have become the modern battlefield as automakers work to protect unskilled and inattentive drivers from themselves and the pickup market is not immune. To that end, Ford has made a wide range of technology available in the new F-150, including adaptive cruise control with stop-and-go functionality, Pre-Collision Assist with Pedestrian Detection, Blind Spot Information System which works with trailers up to 33′ in length and lane keep assist. A 360 degree camera aids drivers while backing into a spot and is super helpful when connecting a trailer.

We haven’t tried it, but reports from some colleagues say that the available Pro Trailer Backup Assist system is a game changer for those who are not confident backing up with a trailer.

 

The F-250 is a common sight on farms and construction sites.

F-250 Super Duty

Drive by pretty much any farm or construction site these days and you will see a line up of F-250 Super Duty trucks. For the old school truck fan, this is what we used to call a 3/4 ton truck. A big boy. That said, the days of the rough and tumble 3/4 ton beater are long gone. Today’s F-250 buyers can choose to option in all of the creature comforts and luxury items available on the F-150.

The big difference comes in the amount of work the vehicle is capable of. Depending on configuration, the F-250 Super Duty can tow up to  17,562 lbs. (7,983 kg.), half again as much as an F-150. Sitting a bit higher than the F-150 and having a stiffer ride than its smaller sibling, the F-250 also boasts a more imposing exterior look.

While it does ride higher that the F-150, it was not so much taller that we needed to resort to an extended drop hitch in order to haul the event trailer.

There was one negative that we discovered with the F-250 and surprisingly that was a towing feature. This model was equipped with dual pane mirrors, aimed at making it easier to back up a trailer. I’m sure it works fine with a large trailer, but with a small utility type trailer the convex portion of the mirror creates a weird situation when backing up, especially in the dark. The turning movement of the trailer can’t be seen until the trailer has “over” rotated. I guess what I mean is that every single time I backed the rig up, I could not keep it in a straight line and took multiple attempts to get the trailer where I wanted it.

F-350 Super Duty

This is where things get serious! After helping with the weekly press-car swap, my daughter was excited to report that she was at eye level with drivers of moving trucks while sitting stopped in traffic. In other words, the F-350 is a seriously large truck. Our tester was an F-350 Lariat, which is kind of a mid-range model. Full of most of the mod-cons mentioned above fitted to a vehicle with a cabin more spacious than some overseas hotel rooms.

This beast is powered by a 6.7L V8 Turbo Diesel which generates 440 horsepower and an inconceivable 925 lb-ft of torque which is mated to a 6-speed automatic transmission. When configured correctly, the Super Duty can tow up to 21,000 LB!

The height was so great that we would have needed a 6″ drop hitch to tow the event trailer with this truck, so we used it for hauling refreshments instead. We filled the bed with 30 cases of water, 20 cases of pop and a cooler with close to 100 lbs of smoked pork ribs. Nowhere near the 3,461 kg payload rating, the extra 230 kg weren’t even minutely noticeable behind the wheel.

Height is not the only thing one notices about the drive experience. All of that capability means that the F-350 has seriously tough underpinnings and that means a ride that is beyond stiff. If you are spatially challenged in a parking lot, a vehicle of this size is not for you. If you do need a truck with heavy duty work credentials however, the F-350 may be right up your alley.

Ford F-150 Raptor

With all of this talk about work, it might be easy to forget about the fun side of Ford’s F-Series. Powered by a twin-turbo V-6 descended from the mighty Ford GT, the Raptor has the soul of a desert racer. It gets the fantastic fuel economy expected of a winning endurance racing legend in the making, while also boasting hoon-tastic off-road performance. You can read our full review of the Raptor here.

Loads of choices

It is pretty easy to see why the F-Series has an ongoing grip on consumers, as the model line-up really does offer pretty much something for everyone from families and weekend warriors to farmers, construction crews and those who need to tow the biggest loads around.

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Bold and Beautiful: 2017 Infiniti QX80

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Years ago, I loaded the family into the first generation of Infiniti‘s mega-sized luxury SUV, then known as the QX56. We were headed for Pocono International Raceway, where the annual International Motor Press Association Test Days event was taking place. More importantly for the kids, the final destination was the newly opened Great Wolf Lodge.

We loaded that bad boy full of the assorted flotsam that accompanies a family of five on a week long road trip, no doubt adding to the truck’s overall weight substantially. Normally, I wouldn’t consider extra load to be much of an issue with a vehicle with an already sizable heft but I realized a weak point in the vehicles chassis as soon as we encountered the Appalachian mountains. Naturally, the climb was of no concern, but what goes up, must come down and we first discovered how woefully under-braked the truck was when slowing for an exit ramp on a long and steep downhill with a 75 mph speed limit. The pedal faded so badly that I almost overshot the ramp and nearly made a mess of the leather seats.

So what does a tale about a 10 year old predecessor have to do with a modern vehicle? Nothing really, except that we recently spent a week with a 2017 Infiniti QX80 and made a point of putting it to work. To write a review saying that the QX80 is huge, gorgeous and luxurious would be an insult to readers’ intelligence. One does not need to be told these things, one just needs to open their eyes. Some QX80 buyers however will actually want to make use of the big truck’s utility aspect, so we thought we would see how it likes to work.

As beautiful as the exterior shape is, Infiniti has elevated the interior of the QX80 to a true world class contender. Quilted leather abounds, with real wood and metal accents for good measure. It goes without saying that the seating is comfortable and just about every modern convenience one can think of is built in.

Fold down all the seats and one is presented with a gargantuan cargo area. One might even compare it to the mighty Hercules cargo plane except for one nagging issue: The seats do not fold flat. In fact, they are tilted upwards like a ramp. So much so that cargo needs to be loaded into the flat rear area first to prevent smooth bottomed items loaded into the front from sliding aft when loading. Even still, when loaded carefully the QX80 swallows a prodigious amount of stuff.

Remembering that the QX80 is a proper truck, it is no surprise that there isn’t even a tiny bit of sag in the suspension when the cargo area is heavily loaded with cases of pop, water, full coolers and other stuff needed for BBQ events.

Hidden behind the rear bumper fascia is a seriously heavy duty looking trailer hitch, which is easily revealed with the twist of two plastic trim buttons. Utility hidden by beauty. Our small BBQ event trailer was dwarfed by the luxo-truck, which towed the kitchen on wheels without complaint. Again, the added tongue weight on top of the full cargo area elicits no droop of the rear suspension.

Thinking back to my opening bit about the QX56, it is important to note that the QX80 did not exhibit a single sign that we were putting it to work, even when fully loaded, with a loaded trailer attached. It just soldiered on, keeping its occupants comfortable and the driver confident.

At a tick under ninety five grand for the Canadian market, the QX80 isn’t for everybody. If the only off-roading you will ever do however is making a spring visit to the gravel parking lot at the Muskoka Store, then the big Infiniti makes for a more stylish alternative to say, a Range Rover. The QX80 offers more interior space and arguably more comfortable appointments than the British SUV, at a fraction of the price.

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2017 Ford F-150 Raptor

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When one writes about a performance vehicle, rarely is fuel economy the lead discussion point, but the second generation Ford Raptor is not your average performance vehicle. Over more than a decade of reviewing vehicles, the single most expensive tank of fuel I have ever purchased belonged to the original Raptor. It was a whopping $167 and that was a few years ago, before gas prices skyrocketed. To be completely honest, while I was looking forward to driving the twin turbo V-6 powered 2017 model, I was dreading the cost of spending a week with it.

For the uninitiated, the Raptor is an off road edition of the popular Ford F-150. Unlike some such packages which amount to little more than a sticker package and bigger tires, the Raptor is heavily massaged to give it real deal desert racing type performance. Cosmetics in the form of fat fenders, an over the top sticker package and an aggressive wheel/tire package are backed up with some serious mechanical upgrades under the skin.

A classic Mercury pickup was waiting for the Raptor at one of our special events!

Make no mistake, the visual of the truck is nothing less than imposing and garners attention everywhere from the gas station to the girl at the drive through window who squealed “Oh my GOD, I LOVE your Raptor!” I even caught my next door neighbour poking around under the wheel arches, exclaiming that “This thing really is different from my base F-150”.

The first-gen Raptor was powered by a premium gas swilling V8 that provided swift performance despite the truck’s ample heft while sending an audio notice to anybody within earshot that this truck meant business. For the new model, engineers took a page from the Ford GT’s playbook and fitted a 3.5L V6 which is fed by a pair of turbochargers to fit the brand’s Ecoboost obsession. That 450-ish horsepower mill is mated to a 10-speed automatic transmission which offers silky smooth shifts and promises improved fuel economy.

The Ecoboost powered Ford GT roars into the night at the 2016 running of the Rolex 24 at Daytona.

Being a bit of an old school truck guy, I have to say that I was skeptical of the way the boosted six would sound. A performance truck should rumble like a Trans-Am car and I wasn’t sure what to expect. Around town, the Raptor sounds like Tim Taylor’s hopped up Shop-Vac. To be fair, at full throttle, it does sound like a Ford GT race car, but ain’t nobody can afford to drive it like that all the time! A big ol’ V8 rumble would be much more fitting.

Wary of my past history with the Raptor, my drive home consisted of setting the adaptive cruise control to 106 KM/H and letting technology look after the fuel economy. I posted an Instagram picture showing a very impressive 11.6 L/100 KM. My buddy Eric Novak over at EnviroDad commented: “Don’t get used to it…” Eric and I have VERY different driving styles, so this comment had me worried.

My kid drove the truck to his girlfriend’s and back. In 20 minutes, the average economy jumped to almost 14. I became more worried.

My Wife commented that I was driving like a little old lady every time I got behind the wheel and yet the consumption climbed to 16.9 L/100 KM while driving mostly around town.

Then, as we began to put the Raptor to work, some sort of magic happened.

We loaded the bed full of coolers and tables and towed the DCS Appliances event trailer to a gig in the country. Fuel economy improved. Then, we loaded up again for a trip to the MLRC Rallycross in Bancroft. No trailer this time, but lots of pop, water, ice, tables and a big camp stove, so there was some weight in the back.

After feeding the rallycross competitors, we headed out of Bancroft, the bed full of catering gear but minus all of the heavy stuff. I decided to take a road that we have never been down, just to see where it went. The semi-rural tarmac road wound its way past a few houses and then the tiny local air strip before degrading to gravel and becoming a bit more twisty. Soon, we came upon a yellow sign warning of “No Winter Maintenance”, which is Ontario’s notice that fun times are ahead. Game on!

At this point, the reasoning behind owning a Raptor become more apparent than ever. The track narrowed so much that at some points, the Raptor was wider than the gravel surface. So tight and twisty that 60 km/h felt like we were in a stage rally, the Raptor’s Fox Racing shocks soaked up every rock ledge that the Canadian shield threw its way. So much so that I commented on how smooth the ride was despite the rough surface.

The BFG A/T Ko2 is the perfect tire for tackling the rough stuff in the Raptor.

Driving in Off Road mode, the transmission shifts were set to allow for higher revolutions, keeping the turbos spooled up for instant power availability. The stability control was dialed back a bit, allowing for a healthy dose of easily manageable tail wagging. That is a good thing on really loose surfaces, where the big truck initially wants to understeer towards the woods, until a bit of welly coaxes the back end to come around, pointing the front end in the intended direction. The standard B.F. Goodrich All Terrain Ko2 tires are the perfect choice for this type of driving.

Back on the pavement, we continued our sunny Sunday afternoon drive in comfort, as the Raptor rolled along cottage country roads surprisingly peacefully.

At our final event of our week with the Raptor, one participant arrived in his own Raptor, identical to the one we were towing with. He joked that the dealer promised that it was a unique truck and here he was rolling into a Holiday Inn parking lot and the caterer had the same machine! Given that he had just driven from Montreal, we talked about fuel economy. I told him about my early experience and he said “No way, driving that slow is way too boring”. He had set his cruise control somewhere north of 130 KM/H and still saw an indicated consumption of under 16 L/100 KM.

In a week of mixed urban highway, country roads, fully loaded and towing along with an hour of what could best be called spirited dirt track driving thrown in, the Lightning blue beast sipped just 14.4 L/100 KM. That is better than many small crossovers would have fared in the same driving.

With a base price of $68,399 here in Canada, our tester had a fully load of options that bumped the ticket to an additional $15,100. The honest truth then is that the buyer of a pickup truck worth 85 grand isn’t going to be quibbling over fuel costs, but the most I put in the tank was $125 which is a really good saving over the previous, V8 powered version. A bit of financial practicality never hurt anybody!

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Reboot: 2017 Ram 1500 Sport

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Regular readers know that BBQ plays a big part in the other side of my business. Whenever we cater an automotive themed event, we do our best to incorporate an appropriate tow vehicle for the event trailer that we borrow from the good folks at DCS Appliances. On Labour Day weekend we were cooking up some BBQ for up and coming NASCAR driver Gary Klutt from the hit TV show Legendary Motorcar. Gary drives a Dodge in the NASCAR Pinty’s Series, so it only made sense that we should arrive with the event grill attached to the back of a RAM pickup.

For this event, the folks at RAM Trucks Canada set up up with a bright green RAM 1500 Sport. This truck was basically the same truck as we towed with back in the Spring, so we really shouldn’t have anything additional to report. There was however one really big difference: the colour.

With the red truck, people either didn’t notice the truck or if they were truck people they commented on it being a nice truck. The bright green with matte black hood striping caused people literally to stop what they were doing and stare. I watched a little kid ride off the sidewalk because he was craning his neck to watch the big green truck drive by!

Even while driving, the sporty element of the RAM 1500 Sport seemed more enthusiastic. It felt like a truck that you wanted to have more fun with, instead of just cruising on down the road.

That sporty influence behind the wheel was also somewhat evident at the pump, as our observed fuel economy was a bit more hefty than it was with the red truck. Last time we towed almost daily and the truck consumed 14 L/100 KM for the full week. This time, we only towed one day and we saw 14.7 L/100 KM for the week. I will attribute that to my right foot being a bit more sporty!

Whether or not you would choose a safe colour on a pickup or something that screams “hey, look at me” is totally a matter of personal preference. At the end of the day however, colour choice can totally affect the way you appreciate a vehicle and the way it is perceived by others. Personally, given the choice, I would be driving the screaming green!

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Road tripping with the 2017 Toyota Tundra TRD Pro

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Following the muddy launch of the TRD Pro models of Toyota’s Tundra and Tacoma, we headed to the Northern reaches of the Ottawa Valley for a week of work with a sweet Cement Grey Taco, with the DCS Appliances event trailer in tow.  That combined rig stirred up attention everywhere we went, so when a similar trip came onto the horizon recently, it only made sense to see how the big brother Tundra would fare.

Last Fall, we put the Tundra TRD-Pro through its paces in the dirt in Ontario ski country.

The event would see us head from Whitby to Mont Tremblant, a ski town in rural Quebec which also is the home of Le Circuit Mont Tremblant, where we would spend a the better part of the week feeding our friends from Driveteq, who would be spending a couple of days lapping the historic race track.

Once again, we would be grilling on the trailer mounted DCS grill, but we would also be roasting a pig in our La Caja China roaster, which meant we needed a capable hauler with lots of space. We knew the Tundra is big and that the TRD Pro version is tough off road, but would it do the tasks we were presenting it with? We also knew that the Tundra can be a tad on the thirsty side so we were curious to know how it performed when fully loaded.

The traditional domestics have worked hard to surpass the traditional import truck makers when it comes to interior feel and some of them (specifically Ram’s attention to detail) have risen above the rest, including the Tundra. While the interior of the Tundra is both sporty and tough looking, our thoughts were more to the comfort side of things for a long week of driving. How would the seats fare under the weight of my 3XL sized frame and how would my back feel at the end?

Off road packages offered by some manufacturers tend to be of the mild, stickers and fluff variety while others go to the extreme in offering full desert racing spec for those wannabe Baja racers. The TRD-Pro version of the built-in-Texas Tundra falls somewhere to the right of that pendulum arc, offering subtle design cues along with carefully chosen performance upgrades. Beyond the visual branding cues, the most immediately noticeable is the addition of a high flowing performance exhaust, which gives the 381 horsepower 5.7L V8 some serious bark to go with its bite.

When knowledgeable off road enthusiasts start a new build, one of the first changes they often make is to install Bilstein dampers on all four corners, as much for their ability to smooth out a vehicle’s on road presence as for their excellence in the rough stuff. It is heartening that Toyota’s engineering team chose to go the same route when outfitting the TRD-Pro Tundra, as the highway ride is firm yet delightfully smooth for such a big truck.

Naturally, our trip began with the obligatory McMuffin stop!

 

 

Our route would take us from Durham region, east of Toronto, through cottage country and skirting the nation’s capital before crossing over into Quebec and heading to ski country. For years, when heading to Ottawa, we would travel the route along Highway 401 like most drivers, until we learned that the trip following the two lane Highway 7 is just as quick. The driving is much more laid back, with great views and lots of little towns to explore and grab a coffee along the way.

 

We know the route well now, so our exploration began after our usual visit to Costco in Gatineau to pick up beer for the week. For Ontario residents visiting the Ottawa area, it is worth mentioning that beer in Quebec is seriously cheap. At Costco, which is less than 10 minutes from Parliament Hill, a 24 bottle case of Stella Artois is $46.95 plus deposit at The Beer Store. The same package at Costco is just $27.95 plus deposit.

Having allowed ourselves an extra day before we had to feed the masses, we decided to take a fairly direct route to Mont Tremblant, so we could make the most of our time away. Our drive took us north east on the scenic Highway 50 headed towards the Laurentians, before turning north on the more interesting 323 at Montebello.

As the countryside switched from riverlands to mountains, we began to encounter long, steep climbs. These ascents were of little concern to the heavily loaded rig, but there was one really cool side effect: the six speed transmission dropped to fourth for long stretches, the big V8 spun up to 3,500 rpm at 100 km/h, with a bellow worthy of a Trans-Am car bouncing through the neighbouring forest.

It is worth noting that during our first two days with the TRD-Pro, just booting around town with an empty truck, we averaged about 16.8 L/100 km. As I said before, we knew that the Tundra was a bit thirsty. We were pleasantly surprised to find that even with a very full load, the Tundra’s fuel economy improved to an impressive 16.2 L/100 km at highway speeds.

If you talk to any car racers from the golden age of the late Sixties about Le Circuit Mont Tremblant, inevitably the call it St. Jovite. This is largely because the largest neighbouring town, the one which actually has stores etc. is called St. Jovite. The actual town of Mont Tremblant is a tiny hamlet in between the racing circuit and the gigantic pedestrian village at the base of the historic mountain.

We spent our first night in a wonderful, independent resort called Château Beauvallon, just a few minutes from the pedestrian village. This was the last week in May and we learned that while visiting ski country in the off season can mean that some features, like restaurants, are not available, there are also some perks. We were one of only three rooms occupied in the 70 room hotel and staff had nicely located us directly next to the outdoor hot tub, while the other guests were on the opposite side of the hotel. Even though the on site restaurant was closed, dinner was no problem, as the hotel offered a free shuttle to and from the village.

The draft beer rail at Le Diable micro brewery in Mont Tremblant.

Several of the restaurants in the village were also closed given the time off year, so we settled on dinner at the chain restaurant Casey’s. To say we were unimpressed would be charitable.

I was determined to have a bit of fun so I decided that a visit to Le Diable, a micro brewery right in the pedestrian village, was in order. I have been to the joint on a bunch of press trips, and every single time had a great time. Named after the river which winds its way though the region, Le Diable is night time hub where locals and visitors congregate to consume adult beverages in a setting that is part ski chalet, part sugar shack. On this trip, we spent our evening chatting with a lady who works for the company which owns the resort, watching the shenanigans of a gaggle of off shift employees who were treating the bar like their own playground. It really was quite entertaining!

 

Our next few days were spent trackside at the iconic racing track, which hosted the Canadian Grand Prix in 1968 and 1970. We were providing catering for the guests of Driveteq, a company which provides multiple levels of service to driving enthusiasts, from track days and instruction to race car rentals. They have recently included travel in their repertoire, shepherding participants to “bucket list” tracks such as Mosport, Tremblant and The Glen. That meant that we spent our week surrounded by all sorts of sporting machinery, from Alfa Romeo and Porsche to McLaren and Ferrari.

For our final day in town, we took the opportunity to drive some of the spectacular roads around the area. Most are well groomed pavement, with literally hundreds of challenging curves and elevation changes. Mindful of the reality that ski country is usually also cycling country, we learned that the off road focused suspension tuning is remarkably adept at handling twisty roads. The Bilstein shocks do a great job of keeping the wheels planted on hard acceleration over uneven pavement.

The countryside is dotted with cool little hamlets, vintage resorts from days gone by and spectacular views, making a drive through the area almost as much fun as taking in a track day. Watch out for wildlife though, as deer are plentiful and closer in to the ski resort they are not shy.

 

For the drive home, we took a similar route home through the Laurentians on our way back to Gatineau, but didn’t think about stopping thanks to the torrential rain. Until of course we came across the home town of Canadian hockey legend Guy Lafleur. Ville de Thurso has a large sculpture of the famed Canadien, so we had to stop by for a quick pic.

 

The drive home through Ontario cottage country was uneventful as the sun finally broke through and the roads dried out.

 

It should actually be pointed out that Quebec is Toyota truck country as there seem to be more of them than any other brand on the roads. Local truck fans knew instantly what our truck was and parking lot compliments were made frequently. One guy event took a picture to send to a buddy.

Overall, the Tundra proved to be a more than willing work partner during the entire trip. We actually spent two full weeks with the truck and it averaged out to 16.3 L/100 KM which is more than acceptable given the tasks it was given. From a comfort level, both driver and passenger were in great shape at both ends of the trip, never feeling anything but comfort.

The Tundra TRD-Pro is one of those test vehicles that I was sad to see go. Very sad.

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2017 Ram 1500 Sport

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In today’s truck market, it is pretty safe to say that there is no such thing as a bad pickup truck. I suspect that for many buyers, the truck which best fits their sense of style is the one they buy. With fuel prices on the rise however, real world fuel economy has to be just as important for many.

Last Fall, in a Toronto Star special section,  I named the Ram 1500 Ecodiesel as the best truck on the market for just that reason. With a full week of towing the DCS Appliances event trailer, the diesel Ram sipped just 11.1 L/100 km. That was a stark contrast to the little Ford Escape Ecoboost I had driven the week before, which chugged down 12.2 L/100 km and that was without a trailer.

Our 2017 catering season began with a bang last month, with 6 events in 5 days, and I was excited to see how the HEMI powered 2017 Ram 1500 Sport would perform when towing.

Our tester was outfitted with the 5.7L HEMI V8, mated to an 8-speed automatic transmission with four wheel drive. This engine generates 395 horsepower and 410 lb-ft of twistie goodness. The silky smooth shifting 8-speed is an effort to improve the fuel economy from what could conceivably be a rather thirsty powertrain. It is a HEMI after all!

As equipped, our Sport version of the Ram 1500 is configured to be capable of towing 10,140 lbs according to an FCA tool located at Ram Body Builder. Like some other truck manufacturers, Ram chooses to make it difficult to find actual tow ratings for a specific vehicle. While we were nowhere near that max number, we did tow the event trailer, weighing in at around 2,500 lbs, for more than 500 km. Not surprisingly, the trailer was barely noticeable from behind the wheel. We did however see quite a difference on the trip monitor.

Before we hitched up our little party on wheels, the Ram averaged 14.2 L/100 km. Not as miserly as the Ecodiesel, but we expected that. Once the trailer was hooked up, that number climbed to 15.8 L/100 during mostly highway driving. Still, this is not bad compared to some of the other trucks we have driven. The Toyota Tundra has shown us 16+ l/100 km on a couple of occasions.

As one might expect, the interior of the Ram Sport is more than up to the task of bolstering the masculinity of its owner. The challenge is that the days of cheap plastic interiors are long gone and just having a decent interior isn’t good enough to make a truck stand out. The Ram squad gets this and where their trucks shine is in the attention to detail. Quality surfaces, intricate stitching and cool contrasting trim are the norm. The lounge in an historic country club would be a good comparison.

As I get older, my assessment and appreciation of the comfort a vehicle provides has changed. I still love sports cars, that will never change, but at the end of a long day of grilling at an event, certain things are important to me. Ease of entry is a big one. While as an off road enthusiast, I abhor side step rails. In the interest of clean and sporty good looks, the Ram Sport does not have them. Normally, that would be a good thing, but when my back and legs are sore from standing all day, the climb up into the cab is a pain in the back. Of course, other models of the Ram 1500 have them, so this is a quibble. Once my aching back is inside, it is a different story.

It sounds lazy, and it totally is, but I don’t want to work too hard to do anything. Everything I might use should be one touch or simple. The Sport does all of this, with simple controls, auto down windows, auto climate control etc. The seats are perfectly comfortable for a big guy like me, better than several other models in the class.

Naturally, the back seat is spacious enough to seat 3 adults. For most of our time with the truck however, we had the back seats folded up and deployed the Ram’s cool flat floor which turns the back seat into a massive, secure, second cargo area. Coolers, storage bins and even propane tanks fit easily into the space. Just remember to never leave propane tanks inside a closed vehicle!

I have never been one to have a favourite vehicle. I tend to like conveyances that offer either total utility or outright performance. The cost of operation has never really factored into my desires. Fuel prices have risen so much these days though if I were shopping today I would have no choice but to be more picky about economy. I would have to choose a diesel variety over gas if I were choosing a Ram 1500, despite the awesomeness of the HEMI powerplant. The Sport is not available with the excellent 3.0 L Eco-Diesel, so I think my own choice today would be the similarly priced Outdoorsman model over the Sport. It has fewer sexy options, but more work oriented options.

 

 

 

 

 

 

 

 

 

 

 

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Insanity at the supermarket: Dodge announces crazy fast Durango

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2018 Dodge Durango SRT

Put a few gearheads in a garage with some cold beer and it won’t be long before someone gets a crazy idea about stuffing a huge engine into some unsuspecting car. Usually, once the effects of too much beer wears off, the idea is shelved as the ridiculous notion that it was. Occasionally, the idea is a winner and becomes a real, awesome machine.

It seems like a whole lotta beer has been consumed in the garages of FCA engineers and execs of late, except when these guys dream up ideas, they bring them to life and they are awesome. From the Hellcat Challenger and Charger, to a similarly equipped Grand Cherokee, the modern “Dodge Boys” have been stuffing cubes into all sorts of crazy production vehicles and even more concepts. Most recently, they have been slowly leaking details of a new Dodge Demon, which promises to be a single seat, drag strip ready Challenger to beat all the others.

This morning the company announced that the madness continues in the form of a 392 HEMI powered Dodge Durango. Now a big V8 shouldn’t be too much of a surprise in a full size SUV, as fully loaded with kids, cargo and camper, a bit of grunt is expected. The 2018 Dodge Durango SRT has much more than a bit of grunt.

Set to be unveiled to the media in a couple of days at the Chicago Auto Show, the Durango SRT is claimed to be the most powerful three row SUV, with 475 horsepower being churned out by the big HEMI. The wide body beast kills it at the drag strip with an NHRA certified 12.9 blast down the quarter mile, with an unbelievable 4.4 second 0-60 time. It wasn’t so long ago that the brawniest of muscle cars struggled to achieve those numbers, and this thing is huge!

Naturally, because the guys at FCA are gearheads, they had to give us a video of the beast twisting all four tires into clouds of icky smoke!

More than just a stop light bandit, the Durango SRT offers a full complement of suspension and braking goodies, along with the expected high tech stuff expected and needed to turn the mighty machine into a track ready weapon. Just to be sure that owners are fully capable of keeping the beast in control, buyers will also receive a free day of training at the Bob Bondurant School of High Performance Driving.

All the details from FCA

Dodge Unleashes New 2018 Dodge Durango SRT: America’s Fastest, Most Powerful and Most Capable Three-Row SUV

“Dodge Charger of the Full-size SUV Segment” Will Be First Shown at 2017 Chicago Auto Show on February 9

  • New 2018 Dodge Durango SRT is the most powerful three-row SUV with its 475-horsepower legendary 392-cubic-inch HEMI® V-8 engine
  • Fastest and most capable three-row SUV with a National Hot Rod Association (NHRA)–certified quarter-mile time of 12.9 seconds and capable of 0-60 miles per hour (mph) acceleration in 4.4 seconds
  • Durango SRT out-hauls every three-row SUV on the road with best-in-class towing capability of 8,600 pounds
  • New exterior performance features include wide body exterior design and functional SRT hood with center air inlet duct flanked by heat extractors, as well as a new front fascia and lower valence to house new cold-air duct and LED fog lamps
  • Standard leather and suede, available high-performance Demonic Red Laguna leather seating and new carbon-fiber trim distinguish Durango SRT’s performance interior
  • All customers who buy a new Durango SRT will receive one full-day session at the Bob Bondurant School of High Performance Driving
  • The new 2018 Dodge Durango SRT will start arriving in Dodge dealerships during fourth quarter 2017

February 7, 2017 , CHICAGO – The Dodge and SRT brands are rocking the high-performance automotive world once again, bringing a huge burst of American power, acceleration and best-in-class tow capability to the three-row SUV segment with the new 2018 Dodge Durango SRT – the fastest SUV in its class.

With the proven 392-cubic-inch HEMI® V-8 under its new functional SRT hood, the new 2018 Dodge Durango SRT delivers 475 horsepower and 470 lb.-ft. of torque, and a wicked fast time on the drag strip – from 0-60 miles per hour (mph) in 4.4 seconds, covering the quarter mile in 12.9 seconds as certified by the National Hot Rod Association (NHRA).

“The new 2018 Dodge Durango SRT is America’s fastest, most powerful and most capable three-row SUV,” said Tim Kuniskis, Head of Passenger Cars Brands, Dodge, SRT, Chrysler and FIAT – FCA North America. “This is what you get, when you take everything great about the Durango and combine it with the performance of the Charger SRT: a 12-second quarter mile, toy-hauling, three-row muscle car.”

The 2018 Dodge Durango SRT will make its debut at the 2017 Chicago Auto Show on Feb. 9. Vehicles will start arriving in Dodge dealerships in the fourth quarter of 2017.

The new 2018 Dodge Durango SRT is loaded with performance features designed to make it America’s fastest, most powerful and most capable three-row SUV, including:

  • Proven 392-cubic-inch HEMI V-8 delivers 475 horsepower and 470 lb.-ft. of torque and 4.4 second 0-60 mph times
  • New wide body exterior brings the Durango SRT together as a true performance SUV
  • Newly designed SRT hood with a functional cold-air duct and heat extractors to cool the engine and improve overall performance
  • Standard TorqueFlite eight-speed automatic transmission specifically calibrated for the Dodge Durango SRT to optimize shift points and deliver maximum torque to all four wheels
  • New driver-oriented electronic T-shifter, standard on all 2018 Durango models, provides the driver with intuitive gear selection and offers an Auto Stick selector gate for added control
  • New SRT seven-mode drive system gives the driver the ability to precisely adjust drive settings to maximize performance or comfort
  • New Sport Mode reduces shift times by up to 50 percent versus Auto Mode and delivers up to 65 percent of the 392 HEMI engine’s torque to the rear wheels
  • New Track Mode delivers maximum performance track driving with 160-millisecond shifts and up to 70 percent of engine torque to the rear wheels for the most pronounced rear-wheel-drive experience
  • New performance-tuned AWD system helps the Durango SRT set world-class performance marks
  • Sophisticated Active Damping System opens and closes the Durango SRT’s suspension’s damper valves, according to which of the seven modes is chosen, giving the driver options for any driving style
  • Stiffer front springs (3 percent), stiffer rear springs (16 percent) and stiffer rear sway bar (18 percent) give Durango SRT drivers outstanding high-speed cornering capability.
  • New exhaust system tuned to offer an unmistakably deep, high-performance Dodge SRT exhaust note modeled after the Dodge Charger SRT
  • Massive new Brembo high-performance six-piston (front) and four-piston (rear) calipers and vented rotors at all four corners, measuring 15 inches (front-slotted) and 13.8 inches (rear)
  • New Pirelli 295/45ZR20 Scorpion Verde all-season tires or available Pirelli P Zero three-season tires
  • New performance Laguna leather and carbon fiber trim offered for the first time in a Durango
  • New interior appointments, including a hand-wrapped instrument panel with live silver accent stitch, SRT flat-bottom performance steering wheel with SRT paddle shifters, heated and ventilated front and heated second-row captain’s chairs with embossed SRT logos
  • New 180-mph speedometer
  • True carbon-fiber instrument panel and door bezels (late availability)
  • Premium velour bound floor mats with embroidered SRT logo
  • Suede-wrapped headliner and A pillars
  • New SRT rear body-color lower fascia with Gloss Black accent surrounds the 4-inch dual round exhaust tips finished in Nickel Chrome
  • New performance AWD badging on liftgate

Performance at its core
For the first time ever, SRT power is now available in the Dodge Durango. The 2018 Dodge Durango SRT is powered by the potent 392-cubic-inch HEMI V-8 engine with Fuel Saver Technology that delivers 475 horsepower at 6,000 rpm and 470 lb.-ft. of torque at 4,300 rpm – providing America’s best horsepower and torque ratings and making the new Dodge Durango SRT the fastest, most powerful and most capable three-row SUV.

To keep the powertrain running cool and efficient in higher demand environments, a new cold-air duct provides cooler outside air into the engine. Testing has shown up to an 18-degree Fahrenheit improvement in intake air temperature, resulting in an engine that performs flawlessly on the street, racetrack or when towing a favorite trailer or toy.

Assuring maximum performance under extreme conditions, the 2018 Dodge Durango SRT has been validated through rigorous 24-hour track durability testing – a testing standard that every SRT vehicle adheres to.

The 2018 Dodge Durango SRT provides enhanced shift quality and performance drivability, as well as optimized fuel economy through its TorqueFlite eight-speed automatic transmission. This proven transmission was specifically calibrated for the Dodge Durango SRT to optimize shift points and deliver maximum torque to all four wheels. For the ultimate driver-controlled experience, the transmission can be manually shifted using the performance-inspired steering wheel paddle controls on the exclusive SRT-lit flat-bottom steering wheel.

The TorqueFlite eight-speed automatic transmission takes into account variables, including engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, tire slip and downshift detection to determine the appropriate transmission shift map. The end result is a fully adaptable performance experience.

Additional parameters integrated into the control strategy include vehicle speed control, electronic stability control interaction and temperature. The result is automatic shifting that is ideally attuned to the performance requirements of any performance-oriented driving demand.

When the driver downshifts, the “rev match” function uses the engine controller to blip the throttle, which provides optimal transition between gears for improved performance and greater stability when downshifting at the traction limit.

When placed in “Sport Mode,” the transmission reduces shift times by up to 50 percent versus Auto Mode and delivers 65 percent of the engine’s torque to the rear wheels.

Acceleration and performance handling are enhanced by transfer case proportioning and dynamic controls for the AWD system when the vehicle is in Track Mode. When in Track Mode, maximum performance track driving is achieved with 160-millisecond shifts and up to 70 percent of the engine’s torque delivered to the rear wheels for the most pronounced rear-wheel-drive experience. Durango SRT drivers will also notice a vehicle that is more responsive from mid-corner to exit.

The new driver-oriented electronic T-shifter provides the driver with intuitive gear selection and offers an Auto Stick selector gate for added control. Drive and Sport shifting can be selected with no effect on the chosen suspension, stability control and driveline torque split settings.

The 2018 Dodge Durango SRT features launch control, which mimics a professional driver’s inputs to optimize performance by bringing engine, transmission, driveline, stability control and suspension together for an optimal launch and consistent straight-line acceleration.

The new exhaust system has been tuned to offer an unmistakably deep, high-performance note that is distinctive to Dodge/SRT and provides a lasting impression. To achieve this iconic exhaust tone, engineers have replaced the rear mufflers with resonators to increase overall sound level and improve tone of the true performance 2.75-inch dual exhaust system.

Ride and handling
The Dodge Durango SRT rides on a short- and long-arm (SLA) independent front suspension with coil springs, specially tuned Bilstein adaptive damping suspension (ADS), upper- and lower-control arms (“A” arms) and a stabilizer bar. Additional changes include 3 percent stiffer front springs, 16 percent stiffer rear springs and an 18 percent stiffer rear sway bar to provide Durango SRT drivers with outstanding high-speed cornering capability.

In the rear, a specially tuned multi-link suspension design has coil spring, Bilstein ADS, aluminum lower control arm, independent upper links (tension and camber), plus a separate toe link, and a stabilizer bar.

The 120-inch wheelbase allows for outstanding stability and consistency in high-speed cornering, while a new performance-tuned AWD system helps the Durango SRT set the world-class performance marks.

The Durango SRT also features the SRT seven-mode drive system, which provides the driver the ability to precisely adjust drive settings to maximize performance or comfort. Suspension, torque distribution, shift points, stability control and engine mapping are all controlled through this system. In addition to these parameters, suspension feel is controlled by a sophisticated Active Damping System that opens and closes the suspension’s damper valves according to the chosen drive mode, providing the driver with options for any driving style.

The seven SRT drive modes include:

  • Auto: activates automatically when starting the vehicle. Sets the suspension and steering to comfort setting and longer shift times for longer, relaxed driving conditions
  • Sport:  delivers increased vehicle performance capability over Auto Mode. Tightens up suspension damping and increased steering gradient feel for improved cornering response. In addition, shift speed increases 23 percent in 1-4 gears and electronic stability control (ESC) allows more yaw for spirited driving
  • Track: delivers maximum vehicle performance capability on smooth, dry surfaces. Tightens up to full hard suspension damping and steering gradient feel for maximum cornering response. In addition, shift speed increases 50 percent in 1-4 gears from Auto mode and ESC allows maximum yaw
  • Snow: sets ideal configuration for driving in snow by setting transmission to use second gear (rather than first gear) during launches to minimize wheel slippage; stability control is set to Full-on and AWD is set to 50/50 distribution
  • Tow: sets ideal configuration to tow a trailer by using full stability control; AWD is set to 50/50 distribution and trailer sway control is enabled in the ESC system. In addition, the Active Noise Cancelation system is automatically engaged to reduce engine noise from the high-load towing condition
  • Valet: engine is remapped to mimic the Dodge Charger V-6 engine’s torque and horsepower settings; transmission locks out access to first gear and upshifts earlier than normal; traction, steering and suspension are set to their Auto settings; steering wheel paddle shifters are disabled; ESC is enabled to Full-on and launch control is disabled
  • ECO: maximizes fuel economy with a revised shift schedule, second-gear starts and extended range of the Fuel Saver Technology

Standard five-spoke 20-inch “Goliath” wheels with a new “Black Noise” finish ride on Pirelli 295/45ZR20 Scorpion Verde all-season tires or available Pirelli P Zero three-season tires. Available, 20-inch forged aluminum wheels feature a new split five-spoke design also featuring the “Black Noise” finish.

Benchmark braking
The 2018 Dodge Durango SRT delivers excellent braking performance, requiring an estimated 115 feet to come to a full stop from 60 mph. Credit belongs to massive new Brembo high-performance six-piston (front) and four-piston (rear) calipers, and vented rotors at all four corners measuring 15 inches (front-slotted) and 13.8 inches (rear).

Aggressive, functional and luxurious inside and out 
Along with its new ultimate performance capabilities, the 2018 Dodge Durango SRT provides the same combination of uncompromised utility, advanced technology and aggressive styling its well known for.

Inside the refreshed cabin of the Durango SRT, new appointments include a hand-wrapped dashboard with live silver accent stitch, SRT flat-bottom performance steering wheel with standard paddle shift, heated and ventilated front and heated second-row captain’s chairs with embossed SRT logos. Nappa leather with suede inserts and silver-stitched SRT logos are standard. Demonic Red Laguna leather interior with embossed SRT logos is optional.

Other luxurious touches brought to Durango for the first time in the SRT model include new Light Black Chrome center stack, HVAC, full console and door handle bezels along with two choices of decorative bezels. Standard finish is Matte Reverse Chain, and for the first time on Durango a true carbon-fiber instrument panel and door bezels will be offered (late availability). Premium velour bound floor mats with embroidered SRT logo are standard. Adding to the impact of the hand-wrapped instrument panel, the headliner and A pillars are available in Dynamica suede.

A newly designed 7-inch, thin-film transistor (TFT) customizable digital instrument gauge cluster with 180-mph speedometer allows drivers to select from a multitude of layouts and information. The class-exclusive Uconnect 8.4-inch touchscreen media center houses the new SRT Performance Pages along with navigation, Apple CarPlay, Android Auto, HD radio, downloadable apps and 5-year trial of SiriusXM Travel Link and Traffic. The standard BeatsAudio premium sound system features nine speakers, subwoofer and 506-watt amplifier.

On the exterior, the 2018 Dodge Durango SRT carries a SRT hood with functional center air-inlet ducts flanked by heat extractors that help to keep the engine bay cool by removing hot air from the engine compartment. A new front fascia and lower valence house the new cold-air duct and LED fog lamps. This new unique look will also include the SRT-inspired grille mesh pattern finish.

New integrated wheel flares and body-color side rocker panels help provide an aggressive stance. The “392” badges flanking each fender with Bright Chrome and Metallic Grey accents differentiate the ultimate performance Durango.

At the rear, a new SRT rear body-color lower fascia with Gloss Black accent surrounds the 4-inch dual round exhaust tips finished in Nickel Chrome.

The Durango SRT is also distinguished by new badging on the rear liftgate that denotes the new performance AWD system.

The 2018 Dodge Durango SRT is available in 11 exterior colors, including Billet Clear Coat, Blu by Yu Pearl Coat, Bruiser Grey Clear Coat, Dark Black Clear Coat, Granite Clear Coat, Ocean Blue Pearl Coat, Octane Red Pearl Coat, Redline Pearl Coat, Sangria Metallica Clear Coat, White Knuckle Clear Coat and Vice White.

Safety and security
The 2018 Dodge Durango offers consumers more than 60 available safety and security features, including standard all-speed traction control and ESC, which improve overall vehicle handling and performance both on- and off-road. Standard trailer-sway control enhances towing capabilities and keeps the vehicle and trailer aligned as the Durango travels down the road.

Available safety and security features include forward collision warning with crash mitigation, adaptive cruise control with stop, Uconnect Access with 9-1-1 call and roadside assistance. Blind-spot Monitoring (BSM) and Rear Cross Path (RCP) detection, which aid drivers when changing lanes or in parking lot situations. In addition, standard front-row active head restraints, standard full-length three-row side-curtain air bags and standard front-seat-mounted side thorax air bags offer enhanced occupant protection to passengers in the event of a collision. In total, Durango offers seven standard airbags.

Manufacturing: Built in Detroit
The 2018 Dodge Durango SRT is built at the 3-million-square-foot Jefferson North Assembly Plant (JNAP) in Detroit, which has been the site of Durango production since its introduction in the 2011 model year.

Official Driving School of Dodge/SRT
The Bob Bondurant School of High Performance Driving in Chandler, Arizona, is the Official High Performance Driving School of Dodge/SRT. All customers who buy a new model SRT will receive one full-day session of high-performance driving with professional instruction and time on the track as part of the Dodge SRT package. For more information, visit www.driveSRT.com.

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News source: FCA 

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2017 F-150 King Ranch is the aspirational king of the pickups

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With more than 118,000 units sold in Canada in 2016 and more than half a century of leading the sales charts, Ford’s F-150 is the undisputed king of the light truck market. Available in a mind boggling array of configurations, to suit just about any truck buyer’s needs, the most coveted model is arguably the King Ranch edition. While some performance fans might argue that the fire breathing Raptor is the one to have, most buyers are more likely to have an affinity for the King Ranch’s Western inspired motif.

Our tester was adorned with a stunning blue hue dubbed, somewhat appropriately “Blue Jeans”. It is a variety of that royal blue metallic colour that many manufacturers have been using of late, the one that makes even the most mundane looking vehicle look like it belongs in the executive valet lot. The tough looking F-150 takes on a more regal demeanor when drenched in this shade than what one might expect from a truck.

From here, the specs on this truck can become a bit confusing. One of the challenges that new sales people and dealers who put more focus on passenger cars face with pickups built by the Detroit three is a mind boggling array of model combinations that often make no sense. The confusion can be made worse when the materials available to the consumer are less than accurate. Our ’17 King Ranch is a perfect example of how confusing this can be.

According to the Ford consumer website, the 2017 F-150 King Ranch is available only with a special edition black leather interior with red accents. It is also only available with a 5.0L V8 mated to a six speed manual transmission.

In the crew quarters, the unit we enjoyed boasted a stunning “java” coloured leather interior “Mesa Antique” leather accents that totally look the part of a ranch owner’s wagon. Real wood inserts are placed around the interior, adding to the Western vibe. As comfy as expected for front and rear passengers, the interior also offers much practicality. The rear seats swing up out of the way to create substantial cargo space. Perfect for keeping the groceries out of the weather. I’m betting that you could even fit a big honkin’ flat screen TV back there.

Interior colour choices aren’t the only differences as our test unit was powered by the 3.5L V6 Ecoboost engine, mated to the much anticipated 10-speed automatic transmission.

As many owners of the 2016 model Ecoboost 3.5 equipped truck had complained about dismal fuel economy, Ford likely hopes that the 10-speed unit will rectify the vehicle’s thirsty reputation. To add a bit of real world perspective, my cousin who lives in Texas recently picked up a 2016 Ecoboost and has been recording an average of about 15.7 US miles per gallon. A retired Supercross racer, he admits to having a heavier foot than most. Our own week with the ’17 was a mixed bag of highway and very short trips around town. The on board computer reported an average for the week of 16.9 L/100KM, which translates to, wait for it, 14.7 MPG.

As frightening as that number is, I have to give Ford a break here. With just a tick over 2,000 km on it, this engine is nowhere near close to being broken in and was likely only on its third tank of fuel. New engines typically get up to 30 per cent poorer fuel economy than expected as the engine breaks in and computer systems “learn” and adapt to a driver’s habits. Add in the fact that most press vehicles are constantly being driven by different operators, with different driving styles, and the poor engine computer system has its work cut out for it. As if all of that wasn’t enough, our drive took place during a cold spell, which diminishes fuel economy even further.

So how did the 10-speed feel you ask? The shifts are so smooth that they are imperceptible. So much so that it didn’t even dawn on me that this was the ten speed until after I finished driving the truck. This might just be the smoothest transmission I have ever felt in a pickup. If Ford’s consumer website is to be believed, this transmission is not available with the V8, which is a shame, as that would be one sweet combo.

I didn’t have a chance to tow with this truck, but a ’16 model with the same engine that we tested earlier this year made easy work of the event trailer we’ve been hauling around, so I have no doubt that this drivetrain will be happy to cart around the weekend toys that most of these trucks seem to be used for.

One of the features I love most on the F-150 is the power retractable running boards. They live beneath the body, leaving a much cleaner line than an old school stationary board, deploying when any door is opened. They make the step up into the vehicle super simple and feel extra sturdy, even when supporting a big boy like me. I am not such a big fan of the short kick down steps which allow access to the bed, as every time I have tried to use one of these during the Winter, they have been frozen shut. This truck was no exception.

It may sound like I have rambled off a bunch of negatives here, which isn’t overly typical of my reporting. The reality is however that the F-150 is the standard by which all other pickups are judged, and for good reason. The truck really is that good, which makes items which aren’t so perfect stand out.

Perhaps my biggest pet peeve here is the confusion that consumers are presented with when trying to research their own purchase. If their dealer isn’t a true truck specialist, navigating the spec process would be a nightmare. Dealers and potential customers deserve better.

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Ram conquers 2017 Canadian Truck King Challenge

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Ok, so this isn’t really new news, as the winners of the 2017 Canadian Truck King Challenge were announced back in the Fall.

From the CTKC website:

In the Midsize category – the Honda Ridgeline with a collective score of 75.5%

In the Half-Ton category – the Ram 1500, 5.7L Hemi, with a collective score of 79.4%

In the 3/4-Ton category – the Ram 2500, 6.7L Cummins diesel, with a collective score of 77.0%

In the One-Ton category – the Chevy Silverado 3500, duallie, 6.6L Duramax diesel with a collective score of 75.1%

The overall winner of the 10th annual Canadian Truck King Challenge with the highest collective score of 79.4% is the 2017 Hemi-powered Ram 1500.

The challenge is unique in that a group of Canada’s most experienced truck journalists evaluate entries by actually putting them to work, doing truck stuff. Most other awards programs evaluate trucks the same as they do cars, without actually exploring their capabilities.

To showcase the activities, Canadian Truck King Challenge has released a short video to give a glimpse into the testing process.

Source: Canadian Truck King Challenge

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