Posts tagged pickup

(Originally published at OnWheels, Inc.)

Towing a big RV can be a daunting prospect, but never fear–there are many trucks up to the task these days.  With even half-ton pickups sporting 10,000-pound towing capacities these days, some very expansive towable RVs are in reach of the average buyer.

When the gross vehicle weight rating (GVWR) goes over 12,000 pounds, however, a heavy-duty pickup is the only way to go.  During our recent test of the Adrenaline Surge “sport-utility RV,” we took the opportunity to test two perennial pickup truck rivals head-to-head: Ford’s F350 Super Duty and Chevrolet’s Silverado 3500HD.  The Ford vs. Chevrolet debate has been raging since the beginning of automobile-dom, and it’s a particularly hot issue when it comes to trucks.  After all, muscle cars are one thing, but once the drag race is done, the fight is over.  With trucks, finishing a job only means that it’s time to start the next one, and your truck needs to be in there for the long haul (no pun intended).

We showed our test trucks no mercy; they were crammed full of cargo, hitched to the eight thousand-pound RV, and maneuvered in and out of campgrounds, suburban parking lots and narrow driveways.  A variety of terrains, from freeways to dirt roads, were also sampled.

On paper, the Silverado is more modern, with a ground-up 2007 redesign that’s still fresh.  The Super Duty has been around a year longer.  The highlights of the trucks and the lineups they come from are more or less the same:  three cab sizes and two bed lengths, a choice of wheelbases, gasoline or diesel power and two or four-wheel drive.  The basics don’t change much when it comes to heavy-duty trucks, and especially not dual rear-wheel (DRW) trucks. When it comes to pickup trucks, DRW crew cabs have always been the most over-the-top.  These trucks had four doors back when most pickups only had two, and the wide-hipped beds are stretched to cover big-rig style dual rear wheels.  When you show up in an eighteen-foot long pickup truck, it’s clear that you’ve come to work.

Driving the trucks back to back, the Ford came across as being noisier and harsher at first blush.  The Chevrolet’s 6.6 liter Duramax diesel V8 puts the power down quickly and fiercely enough to spin all four rear wheels on dirt, and it’s got a more compliant freeway ride as well.  It’s quieter at idle, also, a surprise given its 13,000-pound towing capacity.  The numbers are equally impressive:  365 horsepower and 660 foot-pounds of torque.  Every one of those horses comes on strong the moment the accelerator is pressed.  The Duramax can be run on B20 biodiesel.  Shifting duties are handled by a six-speed automatic built by renowned heavy-truck transmission manufacturer Allison.

The longer we drove the two, however, the more we liked the F350.  The louder and smaller 6.4 liter Power Stroke diesel lacked the accelerative response of the Duramax, but pulled steadily without surging.  With an output of 350 horsepower, 650 foot-pounds of torque and a five-speed automatic transmission, it gives up the numbers to the Silverado but makes up for the deficit with smooth performance.   The firmer ride translates to more responsive steering and makes towing easier; with the Surge out back, the Silverado felt like it was working a bit harder than the unflappable Ford.  This is partly because the F350 packs a secret weapon; it borrows the radius-arm front suspension from the larger F450 chassis-cab truck that underpins many medium-duty service vehicles.  This suspension provides an exceptionally tight and maneuverable turning radius, making the F350 much more agreeable around town.

Both trucks are equipped with grade-sensing transmissions that will lower a gear to apply engine braking when needed, as well as available trailer brake controllers that are linked to the anti-lock brakes.

The F350 wins the curb appeal award as well.  Ford’s Super Duty pickup line stands out with a cliff-like chrome grille, upright styling and burly stacked headlamps.  The vents on the fenders are functional, dissipating engine compartment heat.  The King Ranch styling package adds distinctive two-tone paint and chrome accents.  The Silverado’s new 17-inch wheels are standard for DRW trucks this year.  At a glance, the styling seems to be just like that of the rest of Chevy’s truck lineup, but the Silverado 3500HD has a unique, bulge-topped hood, as well as its own grille, headlight and boxier front fenders.  Integrated side marker lights are included on the roof and the sides of the all-steel bed to make the Silverado’s dimensions more apparent. The overall look is familiar and refined.  Where the Silverado looks like a beefed-up version of the half-ton Chevrolet pickup line, the Super Duty looks like a piece of construction equipment, a Transformers robot, or both.

Once inside, the two trucks are a study in contrast.  The Silverado has a carlike full-length console that’ll hold over 20 liters of your stuff and standard XM satellite radio.  The interior is geared toward comfort, with a low dash for improved visibility, acres of sound deadening for a silent ride, and stadium-style seating so that rear-seat passengers get a good view foward too.  The available parking assist and heated windshield washer fluid are handy ways to make the Silverado more manageable.  As with the exterior styling, the F350 stands out from the Silverado by being much more of a no-nonsense work vehicle.  Ford’s more upright dash makes a better command center, with a center console large enough to swallow a laptop computer and ample cup holders and power outlets.  Even the air vent trim is gear-shaped, to remind you that this is a great big machine.  The F350 is a good deal louder on the road than the Silverado, but the aggressively trucklike interior means that you don’t particularly expect it to be quiet.  Ford also gets points for the F350′s new parking assist, which uses a camera to project an image of what’s behind the truck in the rearview mirror, and for the available power telescoping sideview mirrors that extend to improve visibility for trailering.  Navigation systems are available in both trucks.

When loading cargo, each of these trucks has an advantage over the other.  The Silverado has a torsion-spring damped tailgate that’s easy to open and close, and a cargo management system with tiedowns rated to support 500 pounds each.    The F350′s damping spring isn’t as effective, but the tailgate sports an extending stepladder that makes climbing into the high bed simple.

If you’re expecting us to choose a winner, you’ll be somewhat disappointed.  Though we preferred the Ford’s burly, tough-truck feel to the Chevrolet’s friendlier, more suburban approach, both trucks proved themselves more than capable of handling all of the tasks we threw their way.  Like with many pickup truck decisions, this one may depend on if your loyalty’s with the Blue Oval or the Bow Tie to begin with.  Pricing on these heavy haulers is competitive; similarly well-equipped, with diesel engines, leather interiors, navigation systems and copious power options, the F350 stickered for $59,160 while the Silverado was $55,682.