Pickup Trucks

[Big B Hova]

Man step?
View attachment 716694

I bet that tailgate will rattle like a mother tucker in 1 year

 

[WhatExit?]

"As a design student in the early '90s, I was fortunate enough to visit the big three auto manufacturers in Detroit on a class trip. One highlight was meeting Michael Santoro, who was then a brash young designer for Chrysler, and he showed us some revolutionary sketches of the then-forthcoming second generation Ram pickup truck.

I didn't realize it at the time, but what he showed us would change, at least in my opinion, the course of all future full-size pickup designs by all of the major brands. (I'm sorry I don't have photos of Santoro's sketches to show you, but this was a pre-digital camera era; you'll have to rely on my descriptions.)

First off, consider what your average pickup truck looked like in 1993, the year before the 2G Ram came out. In particular, pay close attention to the front ends:

1993 Ford F-150

1993 Chevy C/K (predecessor to the Silverado)

1993 Dodge Ram


Between the three brands, all of the front ends look relatively square and pretty similar. There are disparities in the shape of the headlamps, but one commonality is that the tops of all of the headlamps and level with the tops of the grills.

Now look at the redesigned ram, which came out in model year 1994:

1994 Dodge Ram

To understand what we're seeing, consider what the front end of big-rig trucks of the era looked like:

1993 Peterbilt

1993 Peterbilt

1993 Mack

The headlamps on all of the big rigs are down near the bumper. The grills and cowlings for the massive engines stretched upwards between two fenders. Chrysler's aesthetic innovation was to borrow this look, dropping the headlights, creating discrete fenders and streamlining their previously boxy form, in order to recall the appearance of a big rig truck.

1993 Mack

1994 Dodge Ram

The redesign yielded immediate and profound results. In 1993, Ram sales were 95,542 units annually. The redesigned 1994 model sold a whopping 232,092. Annual sales figures increased into the 400,000s for the remainder of the '90s.

The pickup trucks of today are all distinctly different than their pre-1994 forebears. While the low-headlights trend has withered and disappeared, all full-size pickup manufacturers--Dodge, Ford, Chevy and the newer Nissan and Toyota competitors--now have massively blocky front ends with enormous air dams and a big-rig-like appearance. I believe that this trend all started with Chrysler and their second-generation Ram. This was a significant milestone for auto design, in that you had a clearly flagging brand whose fortunes were reversed by bold design changes."

Link to story: https://www.core77.com/posts/82149/...-Changed-the-Course-of-Pickup-Truck-Evolution

2019 Ford F-150

2019 Chevy Silverado

2019 Dodge Ram

 

[Xring01]

In the post above,
When I see all three major vendors listed, I will admit, that I think the Dodge has the best visual appearance...

But I consider Toyota a Major brand, and I think this one has the best appearance of all...

Consider the resale value, reliability, quality... Its a no Brainer for me...

But again, I am not in the market.. .Happy with what I have.

 

[WhatExit?]

Jeep Gladiator high-speed off-roader reportedly in development
It hasn't been approved yet

Before the 2020 Jeep Gladiator was revealed, it seemed like there was a never-ending flow of tidbits leaking out about the truck. Now it's out, and while the flow has slowed, there are still interesting reports floating about. The latest comes from Jeep Gladiator Forum, which cites an anonymous inside source as saying there's a high-performance version of the pickup coming designed for fast off-roading similar to a Ford F-150 Raptor or Chevy Colorado ZR2. We reached out to Jeep regarding the possible truck, and a representative said the company had no comment.

That's certainly exciting news if it turns out to be correct, but there are reasons not to get your hopes up just yet. The forum reports that the truck is in the early stages of development, and it's still being decided whether there's enough of a market for it.

From our perspective, such a model is neither a dead end nor a shoo-in. Certainly there are people willing to buy fast off-roaders, as the aforementioned Raptor and ZR2 have shown. Also, Jeep has proven that people are willing to spend a lot on Wranglers, both from the factory and on aftermarket parts, so an even more expensive model wouldn't necessarily put people off. So those are two important points in favor of a fast Gladiator.

Points against a fast Gladiator start with the existing Gladiator Rubicon. While it isn't necessarily designed for bashing dunes, it does come with a huge amount of trail-ready equipment already. It has differential locks and anti-roll bar disconnects, big tires and burly shocks. On slower trails, it may already be as capable as the Colorado ZR2, which would be the closest competitor to the hypothetical high-po Gladiator. And since the Gladiator Rubicon will be available with comparable engines to the ZR2, would something more potent be necessary? It would seem that to further differentiate, the Gladiator might need more power. That's certainly possible by way of a V8 transplant, but that would mean a lot of money spent on getting the engine to fit, making it reliable, getting it emissions compliant, and ensuring the drivetrain is strong enough. All those costs would make it harder to get approved.

We may sound a bit pessimistic, but don't get us wrong, we would be excited to see a high-speed Gladiator, or any other Jeep for that matter. But we also want to be realistic, and there are certainly some significant hurdles to bringing such a truck to market.

 

[DrunkenSailor]

"As a design student in the early '90s, I was fortunate enough to visit the big three auto manufacturers in Detroit on a class trip. One highlight was meeting Michael Santoro, who was then a brash young designer for Chrysler, and he showed us some revolutionary sketches of the then-forthcoming second generation Ram pickup truck.

I didn't realize it at the time, but what he showed us would change, at least in my opinion, the course of all future full-size pickup designs by all of the major brands. (I'm sorry I don't have photos of Santoro's sketches to show you, but this was a pre-digital camera era; you'll have to rely on my descriptions.)

First off, consider what your average pickup truck looked like in 1993, the year before the 2G Ram came out. In particular, pay close attention to the front ends:

1993 Ford F-150

1993 Chevy C/K (predecessor to the Silverado)

1993 Dodge Ram


Between the three brands, all of the front ends look relatively square and pretty similar. There are disparities in the shape of the headlamps, but one commonality is that the tops of all of the headlamps and level with the tops of the grills.

Now look at the redesigned ram, which came out in model year 1994:

1994 Dodge Ram

To understand what we're seeing, consider what the front end of big-rig trucks of the era looked like:

1993 Peterbilt

1993 Peterbilt

1993 Mack

The headlamps on all of the big rigs are down near the bumper. The grills and cowlings for the massive engines stretched upwards between two fenders. Chrysler's aesthetic innovation was to borrow this look, dropping the headlights, creating discrete fenders and streamlining their previously boxy form, in order to recall the appearance of a big rig truck.

1993 Mack

1994 Dodge Ram

The redesign yielded immediate and profound results. In 1993, Ram sales were 95,542 units annually. The redesigned 1994 model sold a whopping 232,092. Annual sales figures increased into the 400,000s for the remainder of the '90s.

The pickup trucks of today are all distinctly different than their pre-1994 forebears. While the low-headlights trend has withered and disappeared, all full-size pickup manufacturers--Dodge, Ford, Chevy and the newer Nissan and Toyota competitors--now have massively blocky front ends with enormous air dams and a big-rig-like appearance. I believe that this trend all started with Chrysler and their second-generation Ram. This was a significant milestone for auto design, in that you had a clearly flagging brand whose fortunes were reversed by bold design changes."

Link to story: https://www.core77.com/posts/82149/...-Changed-the-Course-of-Pickup-Truck-Evolution

2019 Ford F-150

2019 Chevy Silverado

2019 Dodge Ram

My top 3 ranking of these trucks based on exterior styling alone:
1) 1993 Dodge Ram
2) 1993 Ford F150
3) 2019 Ram

You can keep the rest.

Jeep Gladiator high-speed off-roader reportedly in development
It hasn't been approved yet

Before the 2020 Jeep Gladiator was revealed, it seemed like there was a never-ending flow of tidbits leaking out about the truck. Now it's out, and while the flow has slowed, there are still interesting reports floating about. The latest comes from Jeep Gladiator Forum, which cites an anonymous inside source as saying there's a high-performance version of the pickup coming designed for fast off-roading similar to a Ford F-150 Raptor or Chevy Colorado ZR2. We reached out to Jeep regarding the possible truck, and a representative said the company had no comment.

That's certainly exciting news if it turns out to be correct, but there are reasons not to get your hopes up just yet. The forum reports that the truck is in the early stages of development, and it's still being decided whether there's enough of a market for it.

From our perspective, such a model is neither a dead end nor a shoo-in. Certainly there are people willing to buy fast off-roaders, as the aforementioned Raptor and ZR2 have shown. Also, Jeep has proven that people are willing to spend a lot on Wranglers, both from the factory and on aftermarket parts, so an even more expensive model wouldn't necessarily put people off. So those are two important points in favor of a fast Gladiator.

Points against a fast Gladiator start with the existing Gladiator Rubicon. While it isn't necessarily designed for bashing dunes, it does come with a huge amount of trail-ready equipment already. It has differential locks and anti-roll bar disconnects, big tires and burly shocks. On slower trails, it may already be as capable as the Colorado ZR2, which would be the closest competitor to the hypothetical high-po Gladiator. And since the Gladiator Rubicon will be available with comparable engines to the ZR2, would something more potent be necessary? It would seem that to further differentiate, the Gladiator might need more power. That's certainly possible by way of a V8 transplant, but that would mean a lot of money spent on getting the engine to fit, making it reliable, getting it emissions compliant, and ensuring the drivetrain is strong enough. All those costs would make it harder to get approved.

We may sound a bit pessimistic, but don't get us wrong, we would be excited to see a high-speed Gladiator, or any other Jeep for that matter. But we also want to be realistic, and there are certainly some significant hurdles to bringing such a truck to market.

Badass I would buy one without question if I could afford it.

 

[WhatExit?]

You (I) knew it was coming it was just a matter of time...


Ford has made it clear: There will be no Ranger Raptor in the U.S. right now. At an event the Blue Oval hosted in October, Ford Performance Director Hermann Salenbauch shot down Internet rumors of an American Ranger Raptor in its current iteration. But that doesn't mean we won't get a Raptorized Ranger eventually.

A new report from Road & Track suggests Ford is planning a Ranger Raptor for the U.S. alongside the debut of the facelifted Ranger. Neither will arrive until at least 2022, though. When the Ranger Raptor does show up, it won't look like the one we all currently know and love – instead, it will share more visually with the upcoming Bronco.

News of the next-gen Ranger Raptor comes by way of the social media accounts of Ford engineers, interestingly enough. In its findings, R&T; points out that the upcoming new Ranger has an internal designation of P703. The current Ranger had an internal designation of P375 (P375N for North America). One chassis engineer, on his social media account, points out that he is currently hard at work on a Raptor version of a Ranger with the internal code P703. That vehicle is reportedly destined for North America, likely in 2022 or shortly thereafter.

Engineers are calling this new Ranger Raptor "Project Redback" internally. The new Ranger will show up alongside the upcoming Bronco – a company called Modatek builds both frames – and the publication notes that, given two vehicles' near-identical structures, it could theoretically lead to a Bronco Raptor as well. We want to believe.


18 Photos

The new Ranger Raptor, when it debuts, will likely have an updated EcoBoost gas engine underhood instead of the diesel in the global model. Currently, the turbocharged 2.3-liter engine powering the American Ranger produces 270 horsepower (201 kilowatts) and 310 pound-feet (420 Newton-meters) of torque.

 

[Flying_Lavey]

You (I) knew it was coming it was just a matter of time...


Ford has made it clear: There will be no Ranger Raptor in the U.S. right now. At an event the Blue Oval hosted in October, Ford Performance Director Hermann Salenbauch shot down Internet rumors of an American Ranger Raptor in its current iteration. But that doesn't mean we won't get a Raptorized Ranger eventually.

A new report from Road & Track suggests Ford is planning a Ranger Raptor for the U.S. alongside the debut of the facelifted Ranger. Neither will arrive until at least 2022, though. When the Ranger Raptor does show up, it won't look like the one we all currently know and love – instead, it will share more visually with the upcoming Bronco.

News of the next-gen Ranger Raptor comes by way of the social media accounts of Ford engineers, interestingly enough. In its findings, R&T; points out that the upcoming new Ranger has an internal designation of P703. The current Ranger had an internal designation of P375 (P375N for North America). One chassis engineer, on his social media account, points out that he is currently hard at work on a Raptor version of a Ranger with the internal code P703. That vehicle is reportedly destined for North America, likely in 2022 or shortly thereafter.

Engineers are calling this new Ranger Raptor "Project Redback" internally. The new Ranger will show up alongside the upcoming Bronco – a company called Modatek builds both frames – and the publication notes that, given two vehicles' near-identical structures, it could theoretically lead to a Bronco Raptor as well. We want to believe.


18 Photos

The new Ranger Raptor, when it debuts, will likely have an updated EcoBoost gas engine underhood instead of the diesel in the global model. Currently, the turbocharged 2.3-liter engine powering the American Ranger produces 270 horsepower (201 kilowatts) and 310 pound-feet (420 Newton-meters) of torque.

View attachment 717815

I think the Ford execs think like I do in this regard. A ranger Raptor would be FAR too niche to be profitable. It's too small to really be a family hauler, it typically does not get any better mileage, and they likely won't be THAT much cheaper. There is a reason you don't see Rangers or mid-size trucks built for the desert at the rate that you used to see. It doesn't make much sense.

Sent from my LM-G710VM using Tapatalk

 

[TITTIES AND BEER]

We have 4 Chevy 4x4 trucks ( I don’t know why ) 1978, 1982, 20151/2,2019 love them all

 

[WhatExit?]

I think the Ford execs think like I do in this regard. A ranger Raptor would be FAR too niche to be profitable. It's too small to really be a family hauler, it typically does not get any better mileage, and they likely won't be THAT much cheaper. There is a reason you don't see Rangers or mid-size trucks built for the desert at the rate that you used to see. It doesn't make much sense.

I disagree. They said the same thing about the full-size F-150 Raptor and it's printed stacks of Benjamins for Ford. The Ranger Raptor will do the same thing for them.

As for not seeing Rangers or other mid-size trucks built for the desert, the primary reason is that, until recent years, they haven't been made in volume until recently. That market is going to be crowded with Tacoma, Colorado/Canyon, Ranger, Gladiator, etc. in it.

 

[Flying_Lavey]

I disagree. They said the same thing about the full-size F-150 Raptor and it's printed stacks of Benjamins for Ford. The Ranger Raptor will do the same thing for them.

As for not seeing Rangers or other mid-size trucks built for the desert, the primary reason is that, until recent years, they haven't been made in volume until recently. That market is going to be crowded with Tacoma, Colorado/Canyon, Ranger, Gladiator, etc. in it.

The raptor was originally thought about in that regard cause it was marketed and aimed towards the high speed desert crowd. After it was out, it's versatility showed. My point is, why would ANYBODY buy a Ranger Raptor when it has almost zero benefit to doing so besides marginal cost savings. Tell me, assuming they both perform similarly to each other (which I believe is a reasonable assumption) why would someone buy a Ranger Raptor versus a F-150 Raptor?

Sent from my LM-G710VM using Tapatalk

 

[Sleek-Jet]

Seriously thinking about a Tacoma. I need something that so going to last 20 years (until my youngest is out of school). I just don't know if a modern Toyota is going to last that long, computers and stuff get finicky as they age.

 

[Bigbore500r]

Seriously thinking about a Tacoma. I need something that so going to last 20 years (until my youngest is out of school). I just don't know if a modern Toyota is going to last that long, computers and stuff get finicky as they age.

I can't get behind the Tacoma. Full size mpg / full size price tag - Mid size truck? I know they have a solid rep, but thats alot of coin for a 3/8 ton

 

[rrrr]

And honestly most of the ride harshness is in the stupid 22 inch wheel/tire setup.

That and a shock change will likely fix everything.

The interior is what it is though.

There's a huge amount of unsprung weight with those 22s. Gotta be getting close to 400 lbs on the front end.

Chevrolet's design studio has been pretty lame for decades. The boxy 1973 C/K truck didn't change much until 2005, while Ford completely altered the design of its F Series truck three times during the same period.

 

[Sleek-Jet]

I can't get behind the Tacoma. Full size mpg / full size price tag - Mid size truck? I know they have a solid rep, but thats alot of coin for a 3/8 ton

She who shall be obeyed doesnt like full size trucks. Its either a mid-size or another SUV.

 

[Big B Hova]

Best Chevy body style is tied between this generation and the late 90s

 

[WhatExit?]

The raptor was originally thought about in that regard cause it was marketed and aimed towards the high speed desert crowd. After it was out, it's versatility showed. My point is, why would ANYBODY buy a Ranger Raptor when it has almost zero benefit to doing so besides marginal cost savings. Tell me, assuming they both perform similarly to each other (which I believe is a reasonable assumption) why would someone buy a Ranger Raptor versus a F-150 Raptor?

I've got a Raptor and I'd like to get a Ranger Raptor. I can think of at least 2 reasons:
1. It's smaller and will fit on "Jeep trails" so I don't have to "pinstripe" my Raptor anymore
2. It's a lot less costly than the F-150 Raptor - it will sell

 

[Flying_Lavey]

I've got a Raptor and I'd like to get a Ranger Raptor. I can think of at least 2 reasons:
1. It's smaller and will fit on "Jeep trails" so I don't have to "pinstripe" my Raptor anymore
2. It's a lot less costly than the F-150 Raptor - it will sell

The slightly smaller aspect is about it. It's not gonna be THAT much cheaper at all. Specially if or when it first comes out. It'll be marked up to the Moon like when the raptor came out. Even then I bet the MSRP will be only 10k cheaper at MOST.

Sent from my LM-G710VM using Tapatalk

 

[Yellowboat]

Seriously thinking about a Tacoma. I need something that so going to last 20 years (until my youngest is out of school). I just don't know if a modern Toyota is going to last that long, computers and stuff get finicky as they age.

I doubt any new truck will make it 20 years.

 

[Flying_Lavey]

I doubt any new truck will make it 20 years.

My 01 is getting close.

Sent from my LM-G710VM using Tapatalk

 

[Yellowboat]

That generation of trucks will be the last too make it that far. I have seen lots of 201x and they are falling apart at 175k miles

 

[Sleek-Jet]

That generation of trucks will be the last too make it that far. I have seen lots of 201x and they are falling apart at 175k miles

This next vehicle won't get driven that much, even in 20 years. I need something that will hang in mechanically for that time frame only being driven 6 or 7 miles a day. Corrosion is a bigger issue, which makes me worry about all the computers on newer vehicles.

 

[Yellowboat]

I would worry more about the plastic cracking.

 

[WhatExit?]

Ram 2500 and 3500 - Sneak Peek of front end

Prior to unveiling the new Ram 2500 and 3500 at the Detroit Auto Show on Jan. 14, Ram launched a web page that features the teaser image you see above. It is dark and smoky, and I think we’re all supposed to be scared that this thing will consume us whole. I kinda am. Heavy duty trucks aren’t messing around lately.

 

[WhatExit?]

Big reveal coming tomorrow, 1/14/19

2019 Ram Heavy Duty
"The most capable heavy duty pickup ever"
www.ramtrucks.com/reveal.html

 

[LargeOrangeFont]

I think the Ford execs think like I do in this regard. A ranger Raptor would be FAR too niche to be profitable. It's too small to really be a family hauler, it typically does not get any better mileage, and they likely won't be THAT much cheaper. There is a reason you don't see Rangers or mid-size trucks built for the desert at the rate that you used to see. It doesn't make much sense.

Sent from my LM-G710VM using Tapatalk

No. They are selling as many TRD Pro Tocomas as they can make for sticker price. There is a decent market there.

The Tacoma is the reason Chevy and Ford brought back midsize trucks in the first place.

 

[Flying_Lavey]

No. They are selling as many TRD Pro Tocomas as they can make for sticker price. There is a decent market there.

The Tacoma is the reason Chevy and Ford brought back midsize trucks in the first place.

True. But I think the Toyota situation is different than Ford's. I think there is a much larger difference between the Tacoma and Tundra in both capabilities, mileage, and price. Than between the Ranger Raptor and F-150 Raptor.

Sent from my LM-G710VM using Tapatalk

 

[LargeOrangeFont]

True. But I think the Toyota situation is different than Ford's. I think there is a much larger difference between the Tacoma and Tundra in both capabilities, mileage, and price. Than between the Ranger Raptor and F-150 Raptor.

Sent from my LM-G710VM using Tapatalk

I don’t know if I’d agree there. The Tacoma probably commands the Highest price for a midsize truck.

I’d say it is relatively close. Toyota just offers TRD Pro models which are appearance and suspension packages for both trucks. The Ranger Raptor might be closer to a ZR2 Colorado in capability... obviously Toyota offers no competition to the Raptor, however Raptors command a fairly high price.

 

[WhatExit?]

Ram 2019 Heavy Duty trucks revealed

 

[WhatExit?]

Stock Monster: 2019 RAM Power Wagon Brings Big Luxury, Power, Off-Road Chops
Check this out - very cool! RAM offers the Power Wagon Equipment Group on any 4×4 2500 RAM truck. This means that if you wanted to build a basic Tradesman 2500 4×4 regular cab long bed with less luxury and technology that is still very off-road capable, you could. Or, on the other end of the spectrum, you could build a super-luxurious Limited trim level Mega Cab truck that still had all the Power Wagon off-road accessories.


By Bryon Dorr; on January 14, 2019, 10:34 am

The all-new 2019 RAM Power Wagon is a big truck. It’s also packed with the latest technology, luxury, and off-road capability options, not to mention a big Hemi V8. The new RAM HD trucks, including the Power Wagon, will hit dealers in April.

The 2019 RAM Power Wagon aims to retain its crown as the ultimate heavy-duty off-road truck in America. The new truck offers all the great off-road features we’ve come to expect with the Power Wagon and adds more power, luxury, and refinement.

Power Wagon Off-Road Features

2019 RAM Power Wagon
Basically, think of the Power Wagon as a really big, heavy Jeep Wrangler with a 6.4L V8 Hemi under the hood. It offers the off-road goodies you that you’d find in a top-spec Wrangler Rubicon — and then some.

With the Power Wagon, you get standard off-road features: custom-tuned Bilstein shocks, hill descent control, selectable locking front and rear differentials, 4.10 axle ratio, front disconnecting front sway bar, tow hooks, skid plates, and a WARN 12,000-pound winch with synthetic line. You also get bigger wheel well liners and fender flares to cover the 17″ Power Wagon-specific cast aluminum wheels wrapped in 32.7″ Goodyear DuraTrac AT tires.

Power Wagon Luxury & Tech
You can also expect the new Power Wagon to offer the latest in luxury and technology. The whole new line of RAM HD trucks benefited greatly from all the interior advancements in the latest RAM 1500 trucks.


2019 RAM 2500 Power Wagon leather interior
The biggest and boldest feature is, of course, the available 12″ UConnect touchscreen. It’s an impressive piece of tech. Step it up with an optional 17-speaker audio system for seriously bumping sound. And buyers can add a host of other tech features, like a multitude of cameras.

Safety and driver aids abound as well. You can get blind spot monitoring, automatic emergency braking, adaptive cruise control, and park assist. The Power Wagon also comes standard with an integrated trailer brake controller and optional trailer tire pressure monitoring.

Think Outside the Box

2019 RAM Power Wagon
While RAM only offers the Power Wagon model truck in a crew cab with a 6′ 4″ truck bed, there is a way to get one a bit different. RAM offers the Power Wagon Equipment Group on any 4×4 2500 RAM truck.

This means that if you wanted to build a basic Tradesman 2500 4×4 regular cab long bed with less luxury and technology that is still very off-road capable, you could. Or, on the other end of the spectrum, you could build a super-luxurious Limited trim level Mega Cab truck that still had all the Power Wagon off-road accessories.

No Diesel for You!
What you can’t get is a diesel Power Wagon. That’s a shame, as torque is very useful when tackling terrain off the pavement and hauling big loads of fun adventure toys.


2019 RAM 2500 Power Wagon powertrain
The latest Cummins 6.7L High Output being offered on 2019 RAM 3500 trucks is the first truck from the factory to crack the 1,000 lb-ft of torque ceiling. It puts out an insane 1,000 lb-ft of torque and 400 horsepower. Even the base Cummins in the 2019 RAM HD trucks offers an impressive 850 lb-ft and 370 horsepower.

What you do get in the Power Wagon is no slouch though. You get the 6.4L V8 Hemi backed by an eight-speed automatic transmission. The big V8 puts out an impressive 410 horsepower and 429 lb-ft of torque.

The Almost-Perfect Power Wagon
Besides the lack of the Cummins diesel in the Power Wagon, the truck really does check off all the boxes for an impressive and capable truck. However, I’m not a fan of two tiny things.


2019 RAM Power Wagon
The new fairlead on the front of the Power Wagon is a thick aluminum design with two ears that stick out of each side. The ears are designed to have the synthetic winch line wrapped around one side and the winch hook attached to the other. This is a tidy way to stow the hook and keeps it out of the way of the front parking sensors.

The issue, in my opinion, is that the ears expose the synthetic line to UV and dirt, both of which are the enemy of synthetic winch lines. They could also get in the way of side-pull winch scenarios and could be damaged when bumping into a rock in front of the truck. This is an easy fix, however, by putting a standard Hawse fairlead and thimble-style winch end on the truck.

When it comes to style, the Power Wagon is a big, bold, powerful-looking truck. All grilles on the new RAM HD trucks are 30 percent larger, but the brand somehow also improved the aerodynamics of the truck by 8 percent and reduced the interior noise by 10 decibels. While the unique styling impresses me overall, I’m not a big fan of the large gap between the grille and hood. But that is just personal taste.

2019 RAM Power Wagon Pricing: Still a Guess
RAM did not yet announce the price of the 2019 Power Wagon. We’ll guesstimate that it’s going to cost around the price of the outgoing model, which is a whopping $52,000. So obviously, you need a thick wallet to climb into this bad boy.

For those looking for a very capable off-road vehicle right off the showroom floor, the 2019 Power Wagon should step up to the plate. It’s big, powerful, and ready for any road you may throw it at.

 

[WhatExit?]

2019 Ram 2500 Power Wagon | Driving On And Off-Road

 

[WhatExit?]

The 2018 Ram 2500 will be the last big truck you can buy with a manual transmission. Ram’s three-pedal option is going away for 2019, and every other brand abandoned stick shift for its full-sized trucks a long time ago. It’s not surprising, but it’s still sad.

As of right now, you can order a new Ram 2500 with a 6.7-liter inline six-cylinder Cummins diesel engine and a G56 six-speed manual transmission. You can even pair that powertrain with four-wheel drive and the medium-luxury Laramie trim. I don’t care what anybody’s payload and towing max claims are, to me, what I just described has been King Of The Trucks for as long as it has existed.

So while I’m sure the flatbrim folks are already sore from fist bumping over Ram’s “1000 lb-ft of torque” claim announced today, I will solemnly pour out a little diesel on the deck tonight for the death of the stick shift sovereign.

Manual transmissions have not been common in full-sized trucks like the Ford F-Series and such since the 1980s. Well, they’ve never really been common in America since automatics were invented, but relatively speaking. You could spec most trucks with a stick until the ’90s when they basically got relegated to being paired with small engine options as the “cheap” choice in a brand’s lineup, and over the last 10 years they essentially disappeared altogether.

Today, the mid-sized Toyota Tacoma and Nissan Frontier can still both be ordered with a manual transmission, their top engine and four-wheel-drive. Even the mighty 2019 Tacoma TRD Pro can be bought with a stick, as well as the less extreme and much less expensive 2019 Frontier PRO-4X.

You can have the smaller 2019 Chevy Colorado with a manual too, but only in the ultra-lean 2WD four-cylinder base model.

That makes the herd of trucks you can buy stateside, with a stick, pretty darn thin. So I guess if you have $60,000 to spend on a truck right now, you’d be smart to buy a 2018 Ram 2500 manual because you’ll probably be able to resell it for its weight in gold in a few years. If you want evidence of that, check out what a 10-year-old Cummins manual 4x4 with 250,000 miles costs today. If you can find one... it’s a lot.

 

[Cdog]

Just sayin! Lol!

 

[WhatExit?]

The 2019 Heavy Duty Ram’s Cummins Requires An Entire Eight Feet of Diesel-Exhaust-Scrubbing Tech

The Ram HD's improbably long exhaust system alone is something to gawk at.

By K.C. COLWELL
Jan 15, 2019

Car and DriverMichael Simari

Cutaways on auto-show floors are wonderful things. On one hand, they offer a glimpse into how an engine or even a whole car turns, from most to least interesting, hydrocarbons, hydrogen, or stored electricity into mechanical movement. On the other hand, they just show you what's underneath, much in the same way a wristwatch's exhibition case shows off a Swiss-built movement. While it's not really a cutaway, the rolling frame of Ram's new Cummins-powered, 1000-lb-foot monster, which made its debut at the Detroit auto show this week, serves the same purpose.


Car and DriverK.C. Colwell

On it you can see the optional air-spring pump and tank, suspension position sensor, and massive hunks of steel (black is all the high-strength stuff) dedicated to latching a trailer (pictured: up to 35,100 pounds on a fifth wheel or a three-inch gooseneck ball), beefy live axles, the 6.7-liter Cummins, the six-speed Aisin transmission, and the two-speed transfer case. But what had us in absolute awe was the length—literally—of the exhaust cleansing devices.

What had us in absolute awe was the length—literally—of the exhaust cleansing devices.

If the measuring app on our iPhone is to be believed, there is more than eight feet of exhaust dedicated to making the new Ram 3500 clean clean. That's roughly the length of the wheelbase of a Porsche 911, FYI. Cleaning the diesel emissions starts at the NOx sensor at the Holset turbo's exit; then emissions pass through a catalyst before reaching the particulate filter.

Finally, those pesky oxides of nitrogen are scrubbed from the exhaust by selective catalyst reduction (SCR), or put more simply, the urea exhaust treatment. The SCR is by far the longest element.

Also interesting: there is enough sound attenuation in the eight feet of exhaust-cleaning apparatuses that there is no need for a silencer or muffler of any kind. Just think how much more torque this Cummins could make if it didn't have all this restriction. We can hear the Sawzalls of the aftermarket already at work.


Car and DriverMichael Simari

 

[Bigbore500r]

I doubt any new truck will make it 20 years.

The 1999 trucks are at 20 years now. Why wouldn't the current ones do the same?

 

[Yellowboat]

The 1999 trucks are at 20 years now. Why wouldn't the current ones do the same?

Leas metal more plastic

 

[bk2drvr]

I think 20 years is still very possible on the current crop of trucks coming out today. My own opinion from experience is that 200k miles on these trucks should be easily doable without a major failure. Major meaning internal engine failure or even transmission in most cases. Everything is fixable. Its whether you want to fix it or not.

 

[4Waters]

Big reveal coming tomorrow, 1/14/19

2019 Ram Heavy Duty
"The most capable heavy duty pickup ever"
www.ramtrucks.com/reveal.html

So it can pull a horse trailer, that's no big deal I've seen Rangers and S10's do that. LOL

 

[Bigbore500r]

Leas metal more plastic

MORE ALUMINUM

 

[Sleek-Jet]

More electronics. I'm woried the computers aren't going to be in it for the long haul. Plastic doesn't bother me because it doesn't corrode.

 

[Bigbore500r]

Leas metal more plastic

I had a co-worker who was a doomsday prepper. He used to tell me all the time about how his 1971 F250 would be one of the few vehicles on the roads after a nuclear attack, as it had a points distributor and wouldn't be taken out by the EMP from the blast.

I repeatedly asked when he was gonna drive that bad boy to work. It was always "not running at the moment"
Never saw it for the 5 years he worked with us lol

 

[Bigbore500r]

More electronics. I'm woried the computers aren't going to be in it for the long haul. Plastic doesn't bother me because it doesn't corrode.

Most of the 80's efi vehicles are still running with the original computers. the ECM's are pretty stout they are rarely the problem

 

[Sleek-Jet]

Most of the 80's efi vehicles are still running with the original computers. the ECM's are pretty stout they are rarely the problem

True, but everything is run by computers on a network now. For instance, when you press the window down button a computer figures out where the window is and where it needs to go then commands the stepper motor to move.

I had a problem with my then new 2011 Acadia. The instruments would freeze for several moments then start working again. Turned out it was a bad lift gate actuator computer was crashing the network, causing the gauges to freeze. Took the factory shop two days to troubleshoot it and replace the faulty computer. Luckily it was all under warranty.

Climate controls are all computerized now running on a network.

Steering is drive-by-wire.

You get the idea. Cars and trucks from the late 90's - early 2000's are computerized, but not to this extent. I deal with industrial computers all day at work, they are shot by the 15 year mark.

 

[WhatExit?]

More electronics. I'm woried the computers aren't going to be in it for the long haul. Plastic doesn't bother me because it doesn't corrode.

True, but everything is run by computers on a network now. For instance, when you press the window down button a computer figures out where the window is and where it needs to go then commands the stepper motor to move.

I had a problem with my then new 2011 Acadia. The instruments would freeze for several moments then start working again. Turned out it was a bad lift gate actuator computer was crashing the network, causing the gauges to freeze. Took the factory shop two days to troubleshoot it and replace the faulty computer. Luckily it was all under warranty.

Climate controls are all computerized now running on a network. Steering is drive-by-wire. You get the idea. Cars and trucks from the late 90's - early 2000's are computerized, but not to this extent. I deal with industrial computers all day at work, they are shot by the 15 year mark.

I'm convinced there will ultimately be tens of thousands of cars & trucks parked even though the cars' drivetrains are functioning because their broken/dead electronics are too costly to repair. The last ones to own vehicles with bad electronics will be stuck with lawn ornaments sold for scrap value

 

[Havasu blue label]

They don't make trucks like they used to

 

[WhatExit?]

RANGER REBOOT: 2019 FORD RANGER FIRST DRIVE
January 14, 2019




The last brand-new Ford Ranger sold in the U.S. was a ’12 model, the last in a line of trucks whose bones dated back nearly 20 years. By the time it was discontinued, the compact Ranger was thoroughly outclassed by its midsize competitors, some of whom had seen two or three redesigns since the Ranger’s most recent. But its simplicity and long production run ensured the Ranger would retain a robust enthusiast following even after it was cancelled.

In the ensuing years, the cheap and cheerful Ranger abdicated the small-truck sales crown it had dominated for decades, allowing the Toyota Tacoma to take the throne. The truck market has changed significantly since 2012—while fullsize pickups will probably always reign supreme, the success of the reintroduced-for-2015 Chevrolet Colorado/GMC Canyon and the evergreen popularity of the Toyota Tacoma seem to have convinced Ford that there’s a market for people who are willing to sacrifice size and towing/hauling capability for a cheaper, more maneuverable package, particularly if there’s a modicum of off-road capability. Enter the ’19 Ranger.

FOURPLAY

When it was revealed at the 2018 North American International Auto Show in Detroit, rumors ran wild about the new Ranger: Would it offer one of the F-150’s EcoBoost V-6s or its 3.3L naturally aspirated mill as options? Would a manual transmission be available? How much would it be able to tow? Our imaginations ran wild, let down somewhat when Ford later announced the Ranger would come with one engine and transmission combo: a 2.3L EcoBoost I-4 descended from the base Mustang engine, mated to Ford’s fine 10R80 10-speed automatic gearbox. In a market segment where most retail pickups are sold with six-pot motors, would Ford’s single engine option, a four-cylinder no less, be good enough to run with its competitors?



The ’19 Ford Ranger is based on the T6 Ranger sold in other markets, but it comes to the U.S. optimized with a unique engine, improved styling, and steel front and rear bumpers.
In one word: Yes.

In more than one word, the Ford Ranger’s 2.3L EcoBoost I-4 is arguably its greatest trump card over even its competitors’ V-6s. Offering 270 hp, the Ranger is slightly less powerful than the Tacoma’s optional 3.5L V-6 (278 hp) and quite a bit less powerful than the Colorado’s optional 3.6L V-6 (308 hp), but what it lacks in outright power it makes up for in torque. At 310 lb-ft, the Ranger is the torquiest midsize gas-powered pickup, and what’s more, it makes all that twist at just 3,000 rpm. You’d have to rev a Colorado to 4,000 rpm to get peak torque, which is still 35 down from the Ranger. The Tacoma’s story is even worse: 265 lb-ft at 4,600 rpm. The long-in-the-tooth Nissan Frontier’s gutsy V-6 gets a bit closer to the Ranger, but it still only produces 281 lb-ft at 4,000 rpm, while the comfortable and carlike Honda Ridgeline suffers the most in this little comparo, with 262 lb-ft at 4,700 rpm.

DIRTY DANCING

All of that grunt, coupled with the Ranger FX4’s electronic-locking rear differential and on/off-road tires, promised good things for that favorite pastime of many midsize pickup owners—we needed to get the Ranger dirty. Fortunately, at a recent media foray Ford set up a challenging off-road course that was a decent approximation of the types of roads one might encounter on the way to a secluded hiking trail or fishing hole. Since the truck and the road were both Ford-designed, we’re taking some of these findings with a grain of salt—Ford wouldn’t submit the Ranger to a test it couldn’t pass—but overall, we came away impressed with the midsize truck’s skills in the dirt.




We spent most of our day behind the wheel of a Lariat FX4 SuperCrew, which offered lots of useful on- and off-road hardware that made it a pleasure to drive.
The Ranger 4x4’s available FX4 package comes with Ford’s Terrain Management System, which optimizes throttle response, stability control intervention, and other parameters for a few different road surfaces: Mud and Ruts; Grass, Gravel, and Snow; Sand; and Normal. We must admit, on the relatively simple off-road course provided, we couldn’t ever discern much of a difference between the modes. But perhaps we’d appreciate the settings more on a snowy highway or rocky 4x4 trail.

One difference that was palpable was the Ranger FX4’s Trail Control, a low-speed cruise control that puts the Ranger in charge of throttle and brake modulation over obstacles. Compared to the Toyota Tacoma’s Crawl Control, which we were able to sample on this test, Ford’s Trail Control is much more composed and smoother, with none of the jittery, ABS-sounding brake intervention of the Tacoma. Furthermore, Ford’s system operates at up to 10 mph in 4-Lo or about 19 mph in 4-Hi. Toyota’s Crawl Control only works in 4-Lo at speeds of around 5 mph max. The lumberjack in us prefers to just do the work ourselves and leave Trail Control permanently disengaged, but if technological intervention is your thing, the Ford system works much better than the Toyota system.

Otherwise, the Ranger lent itself well to the off-road course, with reasonable suspension articulation and plenty of traction from its Hankook Dynapro AT-m all-terrain tires. All Rangers come standard with monotube shocks (the FX4’s are of a package-specific design for even higher performance). So while the hard-core off-road enthusiast would probably prefer more ground clearance than the 8.4 inches of a 4x2 or the 8.9 inches of a 4x4, the Ranger will still acquit itself easily when tasked with bringing the family to the favorite camping spot.



Ford built a private off-road course for the Ranger first drive, which featured a massive mudpit that allowed us to test the truck’s traction in the slick, greasy goo. Hankook Dynapro AT-m tires earn their keep in these conditions, but devout mud worshippers will probably still want to swap them out for more aggressive rubber.

ROAD TRIP–READY

On the road, the Ranger drives with all the verve that its spec chart would indicate. Ford’s nicely executed 10-speed auto (codeveloped with GM) keeps the compact, turbocharged I-4 on boil, with smooth shifts that help keep the engine in its powerband when needed. There’s a small degree of turbo lag when stepping off from a standstill, but we wouldn’t be surprised if the Ranger’s torque curve flattened out smartly at anything above, say, 1,800 rpm. It never felt gutless or flat-footed, even when hauling up significant freeway grades with three large adult men on board. The story is the same for both the Ranger 4x2 and the slightly heavier Ranger 4x4.


Those mundane errands that must happen in the space between weekends will be made a bit more pleasant by the Ranger’s impressive body control and quiet ride. At speed, the truck feels very planted, a product of the Ranger’s stiff, fully boxed frame. An impressive amount of sound deadening is used, hushing tire roar and wind noise to mere whispers. Indeed, front and rear passengers can converse easily, even on rough surfaces and at freeway speeds.

That robust frame and impressive engine combine to give the Ranger some serious employee-of-the-month potential, with each powertrain and cab variant of the pickup capable of lugging 7,500 pounds’ worth of trailer down the road. Furthermore, the most capable version of the Ranger, a SuperCab 4x2, is able to haul a payload of 1,860 pounds. Even at the other end, a SuperCrew 4x4 is capable of hauling up to 1,560 pounds, a number that still outstrips some of its competitors’ max payloads. The next-best Honda Ridgeline can haul up to 1,586 pounds, while the Colorado can handle a 1,465-pound load.



The Ranger’s FX4 package includes, among other things, Trail Control, which allows the driver to select and set a speed of up to 19 mph, with the Ranger managing acceleration and braking to maintain that speed. It’s convenient for use on wide-open dirt roads, but in rockcrawling and other off-road adventures, we’d still prefer to stay in control.

QUALITY CONTROL?

While the ’19 Ranger is a wholesale improvement over that old ’12 model, one region in which they share a good deal is interior quality (or lack thereof). Said most charitably, the ’19 Ranger’s interior is class-competitive, offering lots of hard plastics throughout the cabin. One particular material-choice curiosity is the door-mounted armrests, which are upholstered in soft-ish vinyl that gives way to textured plastic right where one’s elbow might hit. Plastic-to-plastic seams appeared and felt worse than expected, particularly given Ford thinks a number of new Ranger buyers will come from family crossovers. Will they be a bit put off seeing compact-car quality in a truck that starts at more than $25,000?

To be fair, the Toyota Tacoma’s more stylish interior is rendered in even worse plastic than the Ranger, and Ford’s midsize pickup offers just about exactly as much materials comfort as its competitors from Chevrolet and GMC. And the Frontier? Fuhgeddaboudit. So while the Ranger’s somewhat boring interior design and construction can’t match the Ford F-150 for comfort, it’s still just as nice a place to spend time as any of its competition.

On the positive side of the interior ledger is the Ranger’s excellent infotainment system lineup. The base radio features hard buttons, a smallish LCD display, and SYNC connectivity, easy enough for your grandfather to learn when he trades his ’96 Ranger XLT in for its ’19 equivalent. This simple system is standard on the XL and XLT. The latter trim is also available with SYNC 3 and a touchscreen audio display, which can also be optioned with embedded navigation bundled with adaptive cruise control. The Lariat comes standard with SYNC 3 and the larger touchscreen display, with the adaptive cruise/navigation package optional.



The Ranger’s interior quality is consistent with the Chevrolet Colorado, a step above the Toyota Tacoma, and miles ahead of the Nissan Frontier. Still, we’re spoiled and would have liked to see improved plastics on the door handles and center console touchpoints.

RETURN OF THE KING?

With class-leading torque and capability ratings, totally acceptable off-road driving dynamics, and a planted and secure highway ride that’s second to none in its class, the ’19 Ford Ranger has all the makings of a comeback—the former small-truck bestseller returning to claim its crown.

But in reality, we see one or two obstacles to such a coup, primarily centered on the Ranger’s price. With no “base” engine, the stripped Ranger XL still starts at $25,395, a price that might be too steep for the fleet buyers that can often propel a vehicle to bestseller status. After all, for many small businessmen, the sub-$20k Nissan Frontier offers all the space and carrying capacity they need, so why would they choose to move up $5,000 for a truck that’s overkill? And at the top of the scale, a totally loaded Ranger Lariat could cost $46,000 or more, depending on which factory-installed accessories were selected. That’s a lot of coin for a truck that likely won’t be able to keep up off-road with the similarly priced Chevrolet Colorado ZR2 Bison.

But then again, many of Ford’s intended conquest customers will be coming from family crossovers, of which there are many that cost in excess of $35,000. For these relatively well-heeled customers, a nicely equipped Ranger could be just the ticket.

Whether Ford’s Ranger recaptures the sales crown remains to be seen, but its stellar ride and handling, excellent towing and powertrain performance, and fun off-road personality give it a darn good shot.

QUICK SPECS (AS TESTED)
Vehicle/model: ’19 Ford Ranger Lariat FX4
Base price: $38,700
As-tested price: N/A
Engine: 2.3L EcoBoost I-4
Rated hp/torque (lb-ft): 270/310
Transmission: 10R80 10-spd automatic
Transfer case: Univance 3300
4WD system: 2-Hi, 4-Hi, Neutral, 4-Lo
Low range ratio: 2.72:1
Frame type: Ladder
Suspension, f/r: Short/long-arm independent, coil springs, stabilizer bar/Hotchkiss solid-axle, leaf springs, outboard shock absorbers
Axle ratio: 3.73:1
Max crawl ratio: 47.6:1
Steering: Electric power-assisted rack-and-pinion
Brakes, f/r: 12.24-in disc, two-piston caliper/12.12-in disc, single-piston caliper
Wheels (in): 17x8
Tires: P265/65R17 Hankook Dynapro AT-m all-terrain
Wheelbase (in): 126.8
Length (in): 210.8
Height (in): 71.1
Width (in): 77.8
Base curb weight (lb): 4,354 (4x4)
Approach/departure angles (deg): 28.7/25.4
Minimum ground clearance (in): 8.9
Payload (lb): 1,650
Max towing capacity (lb): 7,500
Fuel capacity (gal): 18
Fuel economy (EPA mpg, city/hwy/combined): 20/24/22

TOWING WITH THE FORD RANGER

With a tow rating of 7,500 pounds across the lineup (when optioned with the available tow package), we were anxious to see just how well the Ranger could actually perform when saddled with the task. To test this, Ford hitched an extended-cab XLT to a Moomba wakeboarding boat that tipped the scales at just north of 6,500 pounds.

During our short towing experience, we had the opportunity to climb a slight grade, merge into highway traffic, and tackle congested city roads. While we weren’t about to win any races, the Ranger was perfectly suited to the towing duty at hand. With gobs of torque very low in the powerband, acceleration is a non-issue, both from a stop and while passing. The Ranger’s 10-speed transmission quickly adapted to the job and appeared to always be in the proper gear for the situation, frequently skipping cogs both up and down.

The one area of lacking is in braking. The ’19 Ranger does not come with a factory option for an electric trailer brake controller; however, one can be added at the dealer or through the aftermarket. Without the brake controller, and even with surge brakes on the trailer, the large boat tended to push the relatively light pickup around under moderate to hard braking. This wasn’t to the point of being at all unnerving, but it was noticeable. Directional stability was also adequate, but we could definitely feel the added sway induced by the relatively large trailer.

While the truck is rated to tow 7,500 pounds, we’d be a bit apprehensive at that level and would need to judge towing the load more on size than weight when it comes to towing at the maximum allowed. Overall, the Ranger towed admirably for a midsize, and we wouldn’t hesitate to take the boat to the dock or camper to the woods.

 

[WhatExit?]

Next Ford Super Duty might offer Ram Power Wagon rival
Jan 18, 2019


2019 Ford Super Duty F-250

Ford's president for global operations hinted Wednesday in Detroit that a new off-road Super Duty model is in the works that's based on the upcoming 2020 F-250, [URL='https://www.autoguide.com/auto-news/2019/01/ford-may-be-building-an-off-road-super-duty-to-take-on-the-power-wagon.html']AutoGuide reported. [/URL]
It's not an F-150 Raptor but a "new version no one's ever seen," Farley said.

His distinction between the mystery Ford Super Duty variant and the Raptor open up the possibility for a Power Wagon rival with a focus on off-road chops but without the Raptor's bonkers power and flying ability. Ford hasn't challenged the Ram Power Wagon in the three-quarter-ton segment, but Ford may have finally realized it's missing out on an increasingly larger market.


2019 Ram 2500 Power Wagon

The original report notes Ford may have a retro name it could apply to such a model: Highboy. The model first appeared in the 1960s and was an F-250 with a factory lift of a few inches that could accept any 35-inch tire.

Ram renewed the Power Wagon variant of its 2500 stable of pickups when it debuted the latest Ram 2500 heavy duty trucks earlier this month at the 2019 North American International Auto Show in Detroit. The model benefits from all of the improvements the Ram 1500 gained and shares new equipment with the entire 2500 lineup. The Cummins diesel engine still isn't offered with the Power Wagon, however.

We'll have to wait and see what Ford has up its sleeve and if it plans to directly challenge the Ram Power Wagon.

Expect more details in the lead up to February's 2019 Chicago Auto Show, where the 2020 F-250 should make its debut.

 

[pwerwagn]

The funny thing is, highboy was never a ford name. It was a nickname people called them. And they weren’t even called highboys until ford stopped using the divorced t case in late 77 and lowered the truck.

Would be cool to see competition for the PW tho. The PW is the coolest truck made right now, IMO.

 

[brgrcru]

I don’t know if I’d agree there. The Tacoma probably commands the Highest price for a midsize truck.

I’d say it is relatively close. Toyota just offers TRD Pro models which are appearance and suspension packages for both trucks. The Ranger Raptor might be closer to a ZR2 Colorado in capability... obviously Toyota offers no competition to the Raptor, however Raptors command a fairly high price.

are the Tacoma's around 50k plus . now? I know my son looked . and he couldn't believe it . I had a 2008 TRD 4X4 that I bought for 28k out the door in 2008

 

[LargeOrangeFont]

are the Tacoma's around 50k plus . now? I know my son looked . and he couldn't believe it . I had a 2008 TRD 4X4 that I bought for 28k out the door in 2008

If you get every option and there is a dealer markup.. I’ve seen TRD Pro 4runners for about $47k

 

[WhatExit?]

GM CEO Mary Barra says ‘stay tuned’ about something to compete with Tesla Pickup truck
FJan. 18th 2019

When asked about doing an electric pickup truck to compete with Tesla’s upcoming pickup, GM CEO Mary Barra gave a great non-answer that would make politicians proud, but she did tease us with a ‘stay tuned’.

At the Wolfe Research Global Auto Industry Conference earlier this year, analysts asked if GM was planning an all-electric truck now that Tesla is talking about launching one.

Barra answered:

“Well, what I would say is we’ve been very clear. We believe in an all EV future. We have invested heavily in fuel cells as well but beyond that I don’t have anything specific to say. But I think if you look at where… our very strong statements are believing in all EV future… stay tuned.”

The CEO couldn’t announce anything then, but she is also clearly not closing the door on an all-electric pickup truck – though it could also be powered by fuel cells apparently.

Earlier this week, the automaker also confirmed that it’s moving away from hybrids to focus on all-electric.

GM has a few electric vehicles based on the Bolt EV platform planned for the next few years and its next-generation EV platform, which should enable greater performance, is planned for 2021 and it should start with an electric Cadillac.

Electrek’s Take

Automakers are starting to fall under pressure when it comes to all-electric pickup trucks.

Normally, they wouldn’t do anything to disturb the segment which represents most of their profits, but right now some disruptors, like Tesla and Rivian, are putting a lot of pressure on them.

Earlier this week, Ford apparently became to first to flinch as it tentatively announced that it will make an all-electric F-Series truck, but it didn’t release any details nor a timeline.

GM appears even more tentative, but I assume that an all-electric pickup truck program is being considered at the highest level right now within the company.

I have to say that the fuel cell comment that Barra threw in there has me a little concerned for GM. It’s clear that battery-electric is going to work for pickup trucks. Batteries are already there. GM, please don’t waste your time and money on that.