Ford’s partnership with Harley dates to 1999, and each successive edition seems to get bigger, bolder and brasher.  The 2011 model is so in-your-face that you might feel compelled to take a step back, in fact.  Massive wheels, a lowered stance and a custom graphics look belie the fact that this is a factory-built truck.  The Harley F-150 also benefits from a significant round of 2011 upgrades to the F-150 lineup, including new engines and some tricks for improving fuel economy.

Special edition or not, the Harley F-150 is still a truck, which meant that in my hands it was going to be treated like one.  Luckily, beneath all of the Harley trappings–22-inch Euroflange wheels, hood and side decals that are similar to the “speed scallop” paint job found on classic hot rods, smoked headlaps and a unique billet grille–this is still a Ford F-150 and thus, depending on who you talk to, the gold standard among full-size pickup trucks.  Power-folding running boards are standard equipment, and help to visually lower the truck.  The Harley is available only as a SuperCrew with a short bed.

The Harley F-150 didn’t complain when over 600 pounds of scrap metal were loaded into the bed, and like any proper truck I enlisted it to help some folks move as well.  The F-150 has always been a hard worker, and it’s got some unique tricks like the extendable bed step and assist handle that simplify loading and climbing into the high cargo area.  With a maximum payload of 1410 pounds and a towing capacity of 7500 pounds, this truck is ready to be used for “proper” truck tasks…or to tow a couple of Harleys on a trailer while hauling a bed full of spare parts.  The suspension uses double wishbones up front and a Hotchkiss-type solid rear axle, and the F-150 exhibits a confidence-inspiring level of maneuverability and drivability around town.  Get it out on the freeway and those big 22-inch wheels are happy to eat up pavement all day; if the fuel economy were better, this would make a great road-tripping vehicle.  Many of these trucks will probably see plenty of freeway miles, so Ford’s tuned it accordingly.

Some of that work-readiness comes courtesy of the Harley F-150′s bigger engine, which is new for 2011.  Ford’s dropped a 6.2 liter V8 from the SVT F-150 Raptor under the hood, bumping horsepower to 411.  Single overhead-cam construction and variable cam timing are used to ensure steady and consistent power delivery.  The big V8 under the hood provides ample motivation, whether the Harley F-150 is loaded with cargo or empty, and the exhaust is tuned for a mean sound.  With gasoline prices touching $4.00 a gallon during my drive, I kept a light foot on the gas hoping for better mileage.  The handy driver information display indicated that the Harley F-150 is good for about 14mpg in mixed driving, and not much more.  That’s par for the course for a big truck, and these days that might be enough to deter many casual would-be pickup owners.  A six-speed automatic transmission is standard equipment, and the Harley F-150 can be had with rear or four-wheel drive.

The interior is a Harley lover’s dream, with engine-turned aluminum trim on the doorsills, a unique console and a plaque with the truck’s production number.  Big black leather seats are embossed with a Harley-Davidson shield badge.  Ford also loads the Harley F-150 up with a long list of standard equipment that’s optional on lesser F-Series pickups, including SYNC, an easy-to-read voice-activated navigation system, heated third-row seats, ambient interior lighting, a backup camera and a remote start system.  The navigation system is accessed through a 4.2-inch LCD message center that also provides vehicle information.  The backup camera projects its image onto a 3.5-inch screen hidden in the rearview mirror, and Ford has added a zoom feature to aid in trailer hookup.

Tough-guy truck buyers who turn their noses up at so-called “luxury trucks” will probably find the Harley F-150 appealing, but only because it wraps all of those luxury goods in a tough-guy package.  Underneath it all, it’s a handsomely appointed F-150 that gives buyers of this versatile truck series one more choice in trim levels while keeping all of this truck’s virtues intact.  It’s not for bargain shoppers, though: the Harley-Davidson packaged pushed the base price of my SuperCrew tester to $51,140.  Options like the bed extender and tailgate step bumped the bottom line to $52,740.

All specs are for the 2011 Ford F-150 4×4 Harley-Davidson Edition.
Length:  231.9 in.
Width:  79.2 in.
Height:      75.9 in.
Wheelbase:  144.5 in.
Curb weight:   6052 lb.
Towing capacity:  9300 lb.
Payload:  1230 lb.
Base price:  $51,140
Engine:   6.2 liter SOHC V8
Drivetrain:  six-speed automatic transmission, four-wheel drive
Horsepower: 411 @ 5500
Torque:  434 @ 4500

Before we noticed the new design and refinements to our test truck, however, we noticed the color.  This just might be one of the most overwhelmingly yellow vehicles ever built.  The hue is called “Screaming Yellow,” to be specific.  Unfortunately you can’t get this cool color unless you’re in Texas, Colorado or California; it’s part of the special “Amarillo” edition, of which just 1500 will be built.  Luckily, the rest of the new Super Duty’s good points are available to all.

The front end is new for ’05, and sharp eyes will note a strong resemblance to the Mighty F-350 Tonka show truck of 2002.  The stacked headlamp units and bold chrome grille give the Super Duty a more rugged look.  Fog lights are protected inside the bumper.  This truck is really intended to be a large, complex tool, and the design backs this fact up nicely.  A DeWalt or Black & Decker logo would look just as natural as the Ford oval on the tailgate.  For 2005 Ford will also offer a Harley-Davidson and the King Ranch leather package on the Super Duty, in case you really want an Amarillo and can’t get one.  Body styles include regular, extended, and a cavernous crew cab, and a choice of wheelbase and box styles as well.  Our Crew Cab test truck swallowed six adults with room to spare–and had a cupholder for each of them.  We had one small gripe; the heavy tailgate could use an effort-reducing torsion spring like that found in the smaller F-150.

A whopping ninety percent of Super Duty owners use their trucks to tow, according to Ford.  Eighty percent of them do heavy hauling.  That’s why a lot of attention was paid to the ability of these rigs, rather than the looks.  Thanks to stronger frames and re-rated axles with higher limits, Super Duty series trucks can now tow up to 17,000 pounds when properly equipped.  The new “TowCommand” system integrates improved brakes, telescoping mirrors, the Torq-shift five-speed automatic transmission and a factory trailer brake control that works with the ABS to make the work of towing easy.  When the system detects slippage, the ABS is reprogrammed to take the trailer into account.  We couldn’t stop crowing to our friends that the F-350′s 4200-lb payload meant that it would haul two of their cars (three in some cases) in the bed, and still be able to tow a horse trailer out back.

Our test truck was equipped with the revised and improved 325-horsepower Power Stroke turbodiesel V8.  On the road it’s quiet and powerful; at idle it gurgles like a sleeping dragon.  The Power Stroke diesel has next to no clatter, and moves the heavy Crew Cab along like it’s considerably lighter.  There’s no punch of power like you get with a big-block V8, just the constant, unstoppable urge of 570 pound-feet of torque.  Unlike some heavy-duty trucks, the F-350 will cruise at freeway speeds without difficulty.  Gas engine choices include a new 300-horsepower 5.4 liter V8 and a new three-valve, 355-horse 6.8 liter V10.

Ride, handling and steering have all been improved, and the revised steering feel is particularly nice.  The recirculating-ball steering is (comparatively) nimble, even at low speeds in  parking lots, where the F-350 tends to feel a bit like Gulliver in Lilliput thanks to a 51-foot turning circle.  Remember, an Explorer is barely windows-high to this big fellow.  There’s only so much refinement that can be built into a one-ton chassis–and only so much that a serious truck guy wants to have.  The F-350 rides like a truck ought to; it’s firm, preferring to obliterate bumps rather than absorb them.  Our 4×4 test truck’s twin-coil front suspension with live axles at both ends was nicely sprung, and kept bump steer and wheel hop to a minimum on rough pavement.

Of course, a truck needs a driver, and Ford hasn’t forgotten that.  This is a Truck with a capital T, with a commanding driving position, the better to see around a large gooseneck trailer or tall load.  Deep consoles front and rear are able to swallow anything from a laptop computer to a set of tow straps.  The controls are laid out logically, and there are many, many cubbies and storage bins within easy reach.  Visibility from the lofty driver’s seat is good, of course, and a reverse-sensing parking sensor is handy for backing this twenty-foot truck up.  The handsome and comfortable King Ranch leather package is also available, offering durable Castano leather and special badging.

Got work to do?  The F-350 is ready to tow or haul anything you care to throw at it.  Of course, all that ability comes at a price.  There are so many price points on the F-Series that it would take a separate article to go through them all, but our crew cab, 4×4 test truck started at $36,400.  Add the diesel V8, TowCommand system and King Ranch package and the price heads quickly for $50,000.  For comparison, a similarly-equipped Amarillo Super Duty stickers for $47,685.  Considering how long and hard a Super Duty’s going to work, that sounds about right to us.

Specifications:
All specs are for the 2005 Ford Super Duty F-350 Crew Cab, which we tested.

Length:     245.6 in.
Width:        79.9 in.
Wheelbase:    156.2 in.
Curb weight:    6586 lb.
Payload:    4200 lb.
Towing capacity:    12,500 lb.
Base price:        $36,400
Price as tested:        $50,185
Engine:     6.0 liter OHV turbodiesel V8
Drivetrain:     five-speed automatic transmission, four-wheel drive
Horsepower:     325 @ 3300
Torque:     570 @ 2000
Fuel capacity:    29.0 gal.

Don’t look at the i350 and assume that it’s just a thinly-disguised Chevy Colorado, either.  The Colorado was jointly developed with Isuzu in the first place, and Isuzu was actually selling this vehicle in Thailand before the Colorado ever went on sale.  So who did it belong to first?  You be the judge.  

That said, there aren’t many mechanical or design differences between the two.  Isuzu’s distinctive multi-bar grille sets its pickups apart from the Colorado, but that’s about it.  It’s available as an extended cab or full crew cab, and from the side and rear only the Isuzu badges set it apart from the Chevy Colorado or GMC Canyon.  The i280 and i350 have a more purposeful look, as if Isuzu expects to draw a large number of the contractors and business owners who are already using its popular cab-over F-Series medium-duty trucks.  The i280 is an extended-cab pickup, and the i350 a full four-door crew cab.  Isuzu dealers will be offering bed covers, running boards and trailer-towing packages.

Inside, the i350′s businesslike feel is continued.  The large-windowed cab is roomy and airy.  A unique dashboard is smoother, and its satin-finish aluminum-look trim gives it a less plasticky feel than the Colorado, while still being easy to clean out.  In base form, the i280 is a work truck, with vinyl floors and seats.  Trim is plastic, and amenities are limited.  Of course, there’s no money to be made these days selling exclusively to contractors, so the i280 and i350 can be dressed up somewhat as well.  Cruise control, side-curtain airbags and a six-disc CD changer are available in uplevel models.  The top of the line i350 Limited can be had with leather upholstery, a sliding rear window and a moonroof.  The i350 gets a much better warranty than any Chevrolet, too, in the form of Isuzu’s 7-year, 75,000-mile powertrain warranty and roadside assistance.

On the road, it drives…well, like a little truck.  This is probably not a surprise.  It’s less refined and carlike than its competitors from Toyota and Nissan, thanks to a workmanlike, heavy-duty solid-axle rear suspension.  Up front, the i280 gets coil springs, the i350 torsion bars.  The i350 never feels fragile; it’s a tough little truck that doesn’t back down from bad pavement or dirt.  Anti-lock brakes are standard.

The i280 is powered by a 2.8 liter four-cylinder, while the i350 we drove had, predictably, a 3.5 liter five-cylinder under the hood.  Both engines feature electronic throttle control.  The i280 is rated at 175 horsepower, can tow up to 3200 pounds and manages 27 mpg on the freeway when hooked up to the available five-speed manual transmission.  Step up to the i350 and you’ll get 220 horses, as well as a V6-rivalling 225 foot-pounds of torque.  Towing capacity is slightly higher, at 4000 pounds.  Pushbutton four-wheel drive and a four-speed automatic transmission are standard on the i350.

Best of all, this truck is affordable.  The i280 starts at $16,989, the i350 $27,358.  Our test truck was a fully loaded i350 LS with four-wheel drive, power-folding mirrors and keyless entry and it stickered for $28,018.

Specifications:
All specs are for the 2006 Isuzu i350 Crew Cab.
Length: 207.1 in.
Width:    68.6 in.
Height:     67.9 in.
Wheelbase:    126.0 in.
Curb weight:  3802 lb.
Towing capacity:  4000 lb.
Base price:
Price as tested:
Engine:  3.5 liter DOHC inline five-cylinder
Drivetrain: four-speed automatic transmission, four-wheel drive.
Horsepower: 220 @ 5600
Torque: 225 @ 2800
Fuel capacity:    19.6 gal.
Est. mileage:  17/22

Ranger STX pictured.

For 2005, another round of evolutionary changes includes skid plates for 4×4 models and new 15″ and 16″ wheels.  That’s it?  Yup.  The compact pickup market has softened in recent years, eaten up by SUVs and increasingly people-friendly full-size trucks, and the Ranger still manages to outsell its competitors.  It’s been the best-selling compact pickup for seventeen years, so clearly Ford’s done something right.

The body is tall and narrow, so the cabin is cozy, cramped even.  A Ranger is comfortable for two, but if you carry more than that you’d be advised to move up to the four-door Explorer Sport Trac.  The materials are a combination of durable and appealing, with the canvas-like cloth interior being our favorite.  The dash is workmanlike plastic, and the spacious center console and fat steering wheel will stand up to years of abuse.  A leather interior is available.  The Ranger makes a bid for appeal among young active types with the Edge model, which includes white-faced gauges, an MP3-capable sound system and vinyl floors for ease of cleaning after a day of aquatic or rural adventure.  You might not know that the Ranger also carries one of the most powerful OEM sound systems out there; the Tremor option package replaces the back seat with a 10″ subwoofer and pumps 510 watts through it.

The design has been buffed up over the years, though the Ranger remains very solidly a compact pickup.  The squared-off face and blacked-out honeycomb grille share cues with the larger trucks in Ford’s lineup.  Rangers can be had with a regular or extended SuperCab (no true four-door is available) and a choice of six- or seven-foot beds.  The most useful cab is the SuperCab, whose auxiliary rear doors facilitate loading.  A pair of jumpseats ride in the back, but full-sized adults will rightfully protest at being loaded in there for long.

The ride is more truck-like than what you’ll find in the newer competition from Nissan and Toyota.  The Ranger is narrow, and tall, and the long-wheelbased SuperCab model has a tendency to porpoise on uneven freeway surfaces.  The suspension is plain, with short-long arm independent construction up front and a solid leaf-sprung axle out back.  It’s not crude, just simple.  On the plus side, if your hometown suffers from poor road conditions, the Ranger will eat up the biggest potholes and washboards without flinching.  When local road construction left several local intersections with three-inch gaps and ridges in the pavement, we were glad to have the Ranger as a commuter.

Engine choices range from a 2.3 liter four-cylinder and 3.0 liter V6, each offering 148 horsepower, to a 4.0 liter V6 with 207 horses.  Probably not surprisingly, the 4.0 is the most refined.  It’s torquey and responsive, and a touch noisy on the freeway.  The available five-speed automatic transmission doesn’t like steep hills, where it’s often too stubborn to drop out of overdrive.  We prefer the standard five-speed manual transmission.  Towing capacity is higher than you might expect, with properly-equipped trucks able to tow up to 5740 pounds.  Four-wheel drive is available, of course, and controlled with a dial on the dash.  In two-wheel drive, four-cylinder format, the lightweight Ranger actually makes a decent commuting vehicle, returning surprising fuel economy and utility at a low price.

The Ranger may be geriatric by automotive standards, but that’s fine, because this is a truck, not a car.  Yes, Ford still builds it and no, it hasn’t changed much, because they got it right the first time.  Pricing starts at $23,365 for a V6-powered Supercab 4×4 like our test truck.  With an automatic transmission, cruise control, a bedliner and other options, our nice little tester stickered for $27,945.

Specifications:
All specs are for the 2005 Ford Ranger Edge Tremor, which we tested.
Length:     202.7 in
Width:        69.4 in.
Height:        66.3 in.
Wheelbase:    125.7 in.
Curb weight:    3179 lb.
Payload:    1260 lb.
Base price:    $23,365
Price as tested:    $27,495
Engine:     4.0 liter SOHC V6
Drivetrain:     five-speed automatic, four-wheel drive
Horsepower:     207 @ 5250
Torque:     238 @ 3000
Fuel capacity:    19.5 gal.
Est. mileage:    16/20

With that in mind, we hazed our Ridgeline hard.  You know how it is.  The full-size truck market is tough turf, and any newcomers gotta be jumped in.  Even though the Ridgeline is technically a mid-sized pickup like the Dodge Dakota, it’s messin’ around in Ford F-150, Dodge Ram and Chevy Silverado territory, and it’s gotta prove itself.  So…does this “new kind of pickup” have the steel to stand up to the local big boys, or will it get beaten down like the rest of the pretenders?

There’s no doubt that the Ridgeline looks the part of a tough truck.  With its tall, beveled-square nose and upright stance borrowed from the Pilot, it resembles nothing so much as a rhinoceros with wheels.  Careful side sculpting gives bulk to the flanks.  The Ridgeline is a pickup with an integrated bed, so there’s no clear break between the four-door cab and the cargo box.  Flying buttresses blur the transition further, and give the Ridgeline an armored look.  Even as a pickup, this is clearly a Honda–the floating two-bar grille and angled headlamps make this clear.

This truck shares some basic similarities with the Pilot SUV, but the difference that matters most is under the skin.  The Ridgeline has a carlike unibody construction that’s been mounted on top of a ladder frame for additional structural rigidity.  Backing that up is a smooth suspension with MacPherson struts up front and a multi-link rear.  It’s sturdy enough for over 1500 pounds of cargo.  Anti-lock brakes and stability control are standard on all Ridgelines, so it’s sure-footed on wet pavement or dry.  Heavy loads don’t affect its braking ability, either.

We took the Ridgeline into the dirt, far from its intended suburban stomping grounds, and while its Variable Torque Management all-wheel drive is better suited to dealing with snowy pavement than rocks and ruts, it didn’t get stuck.  The Ridgeline also didn’t get bent, which is more than can be said for some of the trucks that we’ve tested thus.

We hauled boxes, rubbish and even a moped in the Ridgeline’s five-foot bed, too, and can report that it’s got the cargo ability.  In addition to the usual pickup truck tie-downs, the Ridgeline’s bed has an SMC surface that resists dents.  The tailgate swings both ways–it can fold flat, like a standard pickup’s tailgate, or swing out and to the side.  General Motors and Ford sold station wagons that could perform this trick all through the 1970s, and it’s a handy innovation for a pickup truck. With the tailgate swung out barn-door style, it’s easier to take advantage of the Ridgeline’s other out-of-the-box innovation; an 8.5 cubic foot waterproof trunk mounted under the bed floor.  The trunk is big enough for a full load of groceries (or a 72-quart cooler, or three golf bags), and the spare tire is located in this recess as well.  Worried about having the spare tire trapped in the trunk when you’re carrying a heavy load?  Honda offers an accessory mounting point inside the bed.

The interior is oversized–this is a mid-size pickup truck with a full-size interior.  The Ridgeline’s cabin is large and comfortable, with a big center console between the front seats and spill-proof plastic cubbies on the floor.  The rear seats fold up and out of the way, so large items can be carried inside the cab as well.  Family safety is enhanced with side-curtain airbags and a tire pressure monitor.  The Ridgeline is one of the safest pickups out there, in fact, according to NHTSA.  Trucks are expected to bring the luxury these days, too, and the Ridgeline offers a leather interior, pounding sound system, satellite radio and a power moonroof to this end.

The heart of the Ridgeline is Honda’s 3.5 liter V6.  What?  No V8?  Nope.  This pickup makes do with only six cylinders.  Honda’s VTEC variable valve timing and a drive-by-wire throttle makes the best use of its 247 horsepower, though.  It makes its power relatively high on the rev scale, and traditional pickup buyers will have to get used to turning 4000 rpm or more, especially when towing.  Around town, it’s fine; on the freeway, we only wished for more power when we were using the Ridgeline to tow another pickup truck.  The Ridgeline will tow up to 5000 pounds.  All Ridgelines are pre-wired for trailer towing, and feature transmission coolers and heavy-duty brakes toward that end as well.  There’s only one transmission choice, a five-speed automatic.  Honda’s Variable Torque Management four-wheel drive system is a single-range system that splits power to slipping wheels when necessary.

The hazing process for a new pickup is not a pretty thing to behold.  We tried to make it cry “uncle,” but the Ridgeline stuck in there.  Sorry, UAW guys, but we didn’t break it.  Is it going to challenge Ford and Chevrolet for work-truck dominance?  It’s doubtful.  It’s a capable mid-sizer, but the Ridgeline is aiming for “town-truck” owners who use their vehicles to carry people more frequently than they do cargo.  Occasional rough stuff is fine; if you’re looking for something to take you to a jobsite or a remote cabin every week, Dodge’s Dakota might be a better choice.  Around town, however, the Ridgeline just may have staked itself a nice piece of turf in this tough market.  Ridgeline pricing starts at $27,770 for the base RT model.  Our RTL test truck represented the top of the line, and the XM satellite radio, dual-zone climate control and leather interior with heated seats were standard equipment.  The Ridgeline RTL stickers for $34,640 out the door.

Specifications:
All specs are for the 2006 Honda Ridgeline.
Length:     206.8 in.
Width:        76.3 in. (without mirrors)
Height:        70.3 in.
Wheelbase:    122.0 in.
Curb weight:    4503-4498 lb.
Cargo space:    8.5 cu.ft. (in-bed trunk); 41.4 cu.ft. (inside cab, seats folded)
Towing capacity:5000 lb.
Base price:    $34,640
Price as tested:    $35,155
Engine:     3.5 liter SOHC 24-valve V6
Drivetrain:     five-speed automatic, four-wheel drive
Horsepower:     247 @ 5750
Torque:     245 @ 4500
Fuel capacity:    22.0 gal.
Est. mileage:    16/21

This car/truck’s existence shouldn’t come as a surprise, of course.  Subaru has been charting its own course through the automotive landscape since the first cars appeared on our shores thirty years ago.  After products like the 360 bubble car, BRAT car-pickup, Buck Rogers-styled XT and the Outback SUS “sport-utility sedan,” a four-wheel drive station wagon with roof-mounted lights and the cargo area chopped into a cargo bed doesn’t even push Subaru’s peculiarity boundary.  The Baja Turbo isn’t a car for everyone–but it’s probably the perfect car for just a few people.

The Baja is festooned with rails and flares, and it certainly looks the “do-all” part, with a function over form mien that’s instantly endearing, if you’re into such things.  It has the purposeful air of an adventure backpack a-dangle with carabiners and wilderness tools.  The squared-off hood and big fog lights are relics from the previous-generation Outback, with which the underpinnings are shared.  For 2005, the Baja is available without the gray plastic cladding that covers the fenders and bumpers, and it looks much better in monochrome.  New colors include Regal Blue Pearl, Garnet Red Pearl and Atlantic Blue Pearl.

The seats are comfy and supportive; we liked the cloth upholstery better than the leather.  The driver’s seat isn’t quite perfect; like many Japanese sedans, the cushion is too short and too close to the floor for long-legged drivers’ comfort.  The dash has been revised with more upscale materials and better construction.  There’s a six-disc in-dash changer, too.  The rear seat folds flat for cargo storage.  On the downside, rear-seat legroom can be a bit cramped, and if you want secure storage, the back seat is it unless you buy the factory accessory tonneau cover.

After complaints that the first-generation Bajas were slow, Subaru installed the Forester XT’s turbocharged 210-horsepower, DOHC 2.5 liter four-cylinder.  Problem solved!  The turbo offers plenty of power at lower speeds and comfortable freeway cruising as well.  The five speed’s the most fun.  The optional four-speed automatic transmission robs it of some of its punch, however; opt for the five-speed manual.  The Baja won’t win every drag race it gets into, but it feels like it could and sometimes that’s what really counts.  Full-time AWD means that the Baja laughs at snow; a 2400-pound towing capacity means it can act like a real truck if you want it to, just like its spiritual successor, the Brat pickup.

The “Switchback” extendable cargo area is a trick the Brat never had, though.  It’s a small pass-through, but handy for long cargo.  At the rear, the license plate folds open so you can drive with the tailgate down and still be legal.  The available bed extender flips out to allow 93″ objects to fit in the Baja with the Swtichback door open.

This is more car than truck, and behaves accordingly on the road.  The suspension is independent at all four corners, with MacPherson struts up front and a multi-link rear.  Like the Outback, it’s beefed up and raised for dirt duty; ground clearance is a generous 8.4 inches.  Suspension-wise, it’s tightened up just enough for confident back-road handling, while still retaining enough squashiness for good off-road articulation.  For hard-core fans of either off-roading or street racing, the Baja will be too much of a compromise.  If you want to do both on occasion, it’s just about perfect.

Best of all, it’s reasonably priced.  A five-speed Baja Turbo starts at $24,095.  Our test truck featured a host of handy accessories including cargo nets inside and out and the bed extender, and stickered for $24,189.  Top of the line is an automatic-equipped Baja Turbo with a leather interior with an MSRP of $26,995.

It’s unlikely that Subaru will keep the Baja around much longer; it’s based on the Outback platform from a generation back, and its slow-seller status makes it an unlikely candidate for resurrection.  Like its spiritual predecessor the Brat, the Baja is probably destined for cult car status; one of those vehicles that’s absolutely perfect for just a few people, and doesn’t make sense to anyone else.

Specifications:
All specs are for the 2005 Subaru Baja Turbo, which we tested.

Length:         193.3 in.
Width:            70.1 in.
Height:            62.1 in.
Wheelbase:        104.3 in.
Curb weight:        3610 lb.
Cargo space:        41.5 inch bed; extends to 93.5 in.
Towing capacity:    2400 lb.
Base price:        $24,095
Price as tested:        $24,189
Engine:         2.5 liter DOHC turbocharged horizontally opposed four-cylinder
Drivetrain:         five-speed manual, all-wheel drive
Horsepower:         210 @ 5600
Torque:         235 @ 3600
Fuel capacity:        16.9 gal.
Est. mileage:        19/25

The fact that this truck is also a fantastic tool for doing a wide variety of very hard jobs makes the deal that much sweeter.  The F-250 and the rest of Ford’s Super Duty lineup benefit from a round of major upgrades for 2011, including all-new powertrains and a new range of work-friendly features.
Of course, Ford has also made it look tougher, to go with the upgrades under the skin.  The F-250′s new styling borrows the big-chrome-bar look of Ford’s passenger cars and combines it with the massive, armored looks that have characterized the Super Duty line.  The new truck is even more slab-sided, if such a thing is possible.  On lower trim levels, the chrome is replaced by black plastic, but it looks imposing in either guise.  Seen from the front, the new Super Duty is a massive, blunt wall of truck coming at you.  This truck was born to work.  Ford even offers a factory-installed fifth-wheel hitch with a substructure attached directly to the frame.
The usual array of cab and bed layouts is offered.  The Super Duty can be has as a regular, extended SuperCab or four-door Crew Cab, and with a 6.75-foot or 8-foot bed.
It’s a long climb up to get inside (especially if you’re shorter than 5’8″ tall), but the journey is worth it.  A comfortable cabin is a must, since many F-250s are long-distance towing vehicles.  Rear-seat room is cavernous by automotive standards, and the four-door F-250 seats five without protest.  Up front, a massive, configurable multi-purpose console can swallow a laptop computer or a small cooler, and there are eight cupholders all told.   The chrome gear-shaped trim on the air vents is a reminder of this truck’s workman status, which isn’t lessened by the available wood trim.   There’s a handy 4.2-inch screen in the middle of the instrument panel that displays information about trailer braking, vehicle status and other functions.  Optional equipment includes a navigation system, Ford’s handy mirror-display back up camera, a factory spray-in bedliner, a remote start system and heated seats.
If you know anything about heavy-duty trucks, you’re already familiar with many of the F-250′s surprise-and-delight features, which are carried over from the previous model:  the integrated bed step, folding cargo divider and factory trailer brake control are familiar to Super Duty buyers by now.  Ford’s new Work Solutions integrated computer is available and includes a tool-tracking RFID coding system.  The in-dash computer can also be used to keep in touch with the home office when the F-250 is serving as a mobile workplace.
There are two new engines available in the Super Duty trucks.  I sampled the new 6.2 liter V8.  This E85-compatible engine puts out 385 horsepower and 405 pound-feet of torque.  Single overhead cam construction with variable cam timing and two spark plugs at each large-bore cylinder keep things relatively simple compared to many modern engines but allow the new 6.2 to see significant improvements in fuel economy and power.   Acceleration is moderate, in spite of the big power numbers.  The new F-250 is powerful enough, but it’s also saddled with about six thousand pounds of truck to carry about and a transmission whose goal in life is smooth towing, not hard acceleration.  That said, when I hung about six thousand pounds of trailer on the back of the F-250, the truck barely noticed it.  The optional engine is a new 6.7 liter Power Stroke turbodiesel.  The new diesel’s cutting edge, using a compacted graphite iron block that’s lighter and stronger than a traditional cast iron block, and a unique inboard exhaust layout that reduces exhaust system volume and improves throttle response.  It’s also able to burn B20 biodiesel without modifications.  Thanks to the 735 pound-feet of torque on tap, the new Power Stroke will pull up to 24,400 pounds.
Six-speed automatic transmissions are standard with both new engines, and with the diesel there’s an available Live Drive Power Take Off (PTO) system available.  The PTO system provides an output shaft that allows the transmission to power equipment like snowplows, tow truck lifts, dump beds and more.
The F-250′s suspension benefits from upgrades as well.  While increasing the big truck’s towing and hauling capacity, Ford also changed leaf spring rates and shock valving to keep the ride acceptably comfortable.  Despite riding on a heavy-duty suspension with a solid rear axle, the F-250 won’t beat you up when driving around town or on the freeway.  Trailer Sway Control (TSC) is offered for the first time.  Integrated with Ford’s AdvanceTrac with Roll Stability Control, which is standard on single rear-wheel Super Duty trucks, TSC monitors vehicle yaw when towing, and can reduce trailer sway by modulating the brakes and throttle.   Off-road friendly driver aids like Hill Descent Control, Hill Start Assist and an electronic locking differential on four-wheel drive models are also available.   Four-wheel antilock disc brakes are standard.
The new Ford Super Duty hits the streets ready to go out and Do Things, and not just any ordinary things. This truck wants to make significant changes on the landscape, and even if you’re not headed to a jobsite, the heavy-duty attitude is infectious.  That may account for some of the F-250′s popularity even among folks who don’t have construction or trailer towing on the brain.  F-250 pricing starts at $28,050, but with so many possible configurations, that figure is almost academic.  My test truck, a four-wheel drive crew cab equipped with the Lariat package, carried a sticker price somewhere north of $45,000.

Specifications:  All specs are for the 2011 Ford F-250
Length:  246.8 in.
Width:  80.8 in.
Height:      79.7 in.
Wheelbase:  156.2 in.
Payload:  2690 lb.
Towing capacity:  12,500 lb.
Base price:  $28,020
Engine:   6.2 liter SOHC V8
Drivetrain:  six-speed automatic transmission, four-wheel drive
Horsepower:  385 @ 5500
Torque:  405 @ 4500
Fuel capacity:  35.0 gal.

No one is going to mistake an SSR for anything else.  As if the retro bodywork wasn’t enough, this is also the only retractable hardtop pickup truck on the market.  The extravagant curves of the front fenders and grille sweep into a compact, arch-topped cab.  Chevy says the design was inspired by the Advanced Design pickups of 1947-54.  The bed has a rigid tonneau cover, and the rounded-off tail has circular taillights in the fenders, just like the old trucks that inspired it.  Chevrolet’s signature horizontal chrome bar bisects the line of the headlights up front.  The SSR’s fender lines are echoed on other Chevrolet products as well, but nothing else has curves like this.  The massive wheels, measuring 19″ in the front and 20″ in the rear, are the most overtly modern aspect of the SSR.

A cozy, “twin cockpit” interior echoes the exterior design with an aluminum-finish horizontal trim panel running from left to right and across the doors.  It’s matched by the steering wheel’s crossbar, too, and a cool auxiliary gauge pod rides low in the footwell.  The retractable hardtop is a marvel of packaging.  Instead of folding clamshell-style, like the hardtops in Mercedes and Lexus roadsters, the SSR’s top stacks vertically behind the passenger compartment.  This unique mechanism allows the SSR’s cargo capacity to remain unchanged whether the top’s up or down.  It also impresses the heck out of anyone nearby.  The tall seats are comfortable, too, and the high seating position makes the SSR surprisingly easy to drive.  There’s not much space for anything larger than a cell phone in the cabin, actually.  Arguments will rage as to if the bed is really a pickup bed or not–it’s carpeted, but plastic runners make it possible to load slightly dirty or awkward cargo without destroying it.  The tonneau cover isn’t removable though, so capacity is limited.  We used the SSR to haul carpet, groceries, and several large boxes, and it was happy to act like a small truck.

No American-style hot rod would be complete without a V8 under the hood, and the SSR delivers.  After complaints that it was sluggish during its first year on the market, Chevy crammed an LS2 6.0 liter V8 (borrowed from the Corvette) into the engine bay for 2005.  With 390 horsepower on tap and rear-wheel drive, the SSR isn’t a disappointment on the road.  Unlike other boutique cars like the Plymouth Prowler, the SSR can back up its street-rod looks with serious acceleration and a most satisfying roar.  A choice of four-speed automatic or six-speed manual transmissions is available.

But is it really a truck?  Underneath the skin it is.  The SSR rides on a hydroformed separate frame.  With the SSR’s top down we noticed a fair amount of body jiggle on uneven roads.  The double A-arm from suspension and live-axle rear are also there to ensure that this little hot rod can do a bit of work if needed.  We’d just as soon use a Corvette to tow a trailer, but Chevy says the SSR will pull up to 2500 pounds.  Traction control is included, as well as a limited-slip differential, to help keep the SSR pointed straight in slippery conditions.  On the road and during a sudden snowstorm, the SSR proved to be remarkably easy to drive, with excellent balance and predictable handling.  The power steering is on the heavy side, but it’s also direct and responsive.  It’s a confident enough driver that we found ourselves cruising at freeway speeds even in the snow.

Thanks to Michigan’s crazy winter weather, we had a warm day to drop the SSR’s top and cruise around Detroit, too.  The SSR gets attention wherever it goes, and we got the thumbs-up from Mazda RX-8, Chevy pickup and Harley-Davidson drivers.  The SSR may be a toy, but it’s a comfortable, easy-to-drive toy that’s not completely useless when it comes to the real world.  Pricing starts at $42,430.  Our test SSR featured heated seats, a premium sound system and neato-keen color shifting paint, and stickered for $46,685.

Specifications:
All specs are for the 2005 Chevrolet SSR, which we tested.
Length:         191.4 in.
Width:            78.6 in.
Height:            64.2 in.
Wheelbase:        116.0 in.
Curb weight:        4760 lb.
Cargo space:        23.7 cu.ft.
Base price:        $42,430
Price as tested:        46,685
Engine:         6.0 liter OHV V8
Drivetrain:         four-speed automatic, rear-wheel drive
Horsepower:         390 @ 5400
Torque:         405 @ 4400
Fuel capacity:        25.0 gal.
Est. mileage:        15/19

The numbers certainly suggest that it is.  Toyota has run 0-60 in the six-second range with this lowered and ground-effect’ed pick’em-up.  The X-Runner hits the streets as a limited edition–only 3500 will be built.  

Don’t let the sheet metal fool you–the X-Runner is prepared to deliver serious performance.  It gets its name from the X-shaped chassis bracing that increases the chassis’ torsional stiffness.  The suspension also gets significant modifications from that of the base Tacoma, with stiffer, lower springs and outboard-mounted Bilstein shocks.  Additional swaybars ensure car-like handling.  The X-Runner is lowered about an inch, and it’s happy to go chase Miatas through the curves, if you want it to.  It’s superbly confident, with only a bit of harshness on rough pavement.  On the skidpad, the X-Runner racked up numbers in the 0.9-g range, suggesting that it’ll hold its own against just about any sports car you care to name.

It’ll hold its own in a drag race, too, thanks to the 4.0 liter V6 under the hood.  The 245-horsepower dual overhead cam engine breathes deeply with the help of intelligent variable valve timing, and it makes good noises, too.  Hey, that’s important to sports car guys.  The X-Runner’s sonorous battle cry is controlled by electronic throttle control.  A six-speed manual transmission is the only gearbox offered.  Anti-lock brakes and Electronic Brakeforce Distribution are standard equipment.

From the outside, the X-Runner is distinguished by ground effects all the way around, a hood scoop and fog lights.  Special 18″ wheels are also included.  Toyota will paint your X-Runner blue, red or black, and those are the only choices.  It’s available as an Access Cab, so like the best sports cars it’s technically only a two-seater.  The Tacoma’s all-new body is wider and longer than before, so the X-Runner has a big enough footprint to keep it planted.  The 73.5-inch pickup bed out back means that you can carry a bit more than a 350Z will allow, of course.

Inside, the X-Runner shares interiors with the new Tacoma, including the much-improved instrument panel and spacious console.  The seats are still too close to the floor for our comfort and tend to induce leg cramps in long-legged drivers.  On the other hand, the X-Runner boasts the excellent visibility that’s common to high-roofed, four-windowed pickup trucks.  The shifter falls easily to hand and has slightly shorter throws than the average pickup’s tranny.

Best of all, the pickup body means that the X-Runner isn’t all that different from the volume Tacoma, which keeps prices down.  This hot rod with a bed starts at just $23,110, and that’s a substantial savings compared to the sports cars you’ll be able to run with.

Specifications:
All specs are for the 2005 Toyota X-Runner.
Length:     208.1 in.
Width:        74.0 in.
Height:        65.2 in.
Wheelbase:    127.2 in.
Curb weight:    3690 lb.
Towing capacity:    3500 lb.
Payload:        1400 lb.
Base price:        $23,110
Engine:     4.0 liter DOHC 24-valve V6
Drivetrain:     six-speed manual, rear-wheel drive
Horsepower:     245 @ 5200
Torque:     282 @ 3800
Fuel capacity:    21.0 gal.

The Raptor springs from the id of Ford’s Special Vehicle Team.  Traditionally known for pavement-rippling sports cars, SVT has gone for overland speed with this truck, which is inspired by high-riding desert racers.  The Raptor isn’t just a styling exercise, either–this truck is designed to pound through merciless off-road terrain–and to do it at high speed.  Ladies and gentlemen, don’t try this at home.

You have probably guessed by now that this is no ordinary pick-up truck.  Stout, tall and muscular, the Raptor features significant styling tweaks to set it apart from the run-of-the-mill F-Series.  The entire front clip is unique, though there are similarities to the rest of the family.  The Raptor gets a unique blacked-out grille, and the air vents on the hood are functional.  The track has been widened by a massive seven inches to accommodate new suspension pieces.  SVT added fatter fenders, naturally, as well as “clearance lights” in the hood that emphasize the Raptor’s width.  Bold black graphics splash up the sides of the truck bed like so much vinyl mud.

An extended-cab, short-wheelbase layout is the only configuration offered, but provides enough room in back for additional passengers without suffering.  That said, it’s a long step up to get inside. The interior upgrades are simple yet effective.  The seats feature cloth inserts and strong bolstering, and the console, dash and seats are accented with color-matched orange panels.  The black leather-wrapped steering wheel has an orange strip at the top, a nod to the need for off-roaders to have an easy way to determine wheel position. SVT’s signature white-faced dash gauge package adds a custom look.  It’s comfortable, too.   Unlike an actual race truck, the Raptor is available with all of the comforts of home, including SYNC, Sirius satellite radio and a voice-activated navigation system.

Riding high on 35-inch tires, this truck isn’t the least bit at home in the ‘burbs.  It’s a bit too tall to serve duty as a work truck, in part because of a suspension that’s been redesigned to provide a foot of wheel travel.   The upper and lower A-arms, tie rods and half-shaft joints of the front double-wishbone setup have been reworked; at the rear, the Hotchkiss layout is just taller.   On pavement, the massive rubber offers a stiff but not punishing ride.  Unlike many serious off-road tires, the BF Goodrich All-Terrain TA/KOs are quiet on pavement, which is something of a bonus.   FOX Racing Shox contributes special internal triple-bypass shock absorbers that are capable of surviving repeated landings after dune launches.  Compared to the standard F150, handling is a bit more vague, though the steering is direct and responsive.  Find a dirt road or some rough terrain, however, put the Raptor into four-wheel drive, and a transformation takes place.  The slightly distant handling turns precise, and the Raptor becomes a vehicle of action.  A special version of Ford’s AdvanceTrac stability control system is available, and can be switched between various levels of intervention–all the way up to a full off-road mode which disables all traction control and biases the anti-lock brakes for loose surfaces.  For some drivers, the Hill Descent Control might spoil the fun, but the system can be turned off.

The additional height means that a commanding driving position goes without saying.  The widened track keeps the Raptor stable on pavement and off, though parallel parking it takes some getting used to.  But seriously, did I just complain that it’s hard to parallel-park this truck?  I have digressed a very long way from the point of this truck.  The SVT F150 Raptor is not about parallel parking.  The engine note alone should make this clear.

This is a lot of truck, so there’s a lot of engine under the hood to motivate it.

Initially launched with Ford’s 320- horsepower 5.4 liter Triton V8, the even burlier 6.2 liter V8 was added as a mid-year option.  These V8s aren’t just powerful–they’re durable as well, designed to survive whatever offenses Raptor owners decide to dish out.  Give the Raptor some boot, and this big truck will get up and go with an eagerness and grace that belie its size–and I drove the 5.4 liter version.  The 6.2 liter adds about eighty horsepower; expect urge to increase similarly.  A six-speed automatic transmission is the standard and only gearbox.   Four-wheel drive is part of the package, of course, and includes an electronic locking differential.  The Raptor will tow up to 6000 pounds, and includes Trailer Sway Control and trailer brake controllers.

For all of that extreme hardware, the Raptor is remarkably easy to live with.  The ride is much more comfortable than you might expect, and apart from a tendency to be fuelish at the pump, the Raptor is capable of any day-to-day task that a standard pickup could do.  That plus the ability to drive confidently off into any desert wasteland that happens to catch your fancy are ample justification for the $38,000 price tag.

All specs are for the 2010 Ford SVT F150 Raptor.
Length:  220.9 in.
Width:  86.3 in.
Height:      78.4 in.
Wheelbase:  133.0 in.
Curb weight:   5908 lb.
Payload: 980 lb.
Towing capacity:   6000 lb.
Base price:  $38,020
Engine:   5.4 liter 3-valve V8
Drivetrain:  six-speed automatic, four-wheel drive
Horsepower:  320 @ 5200
Torque:  390 @ 3500
Fuel capacity:  26.0 gal.