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2010 Pickup Truck Of The Year

Posted in Vehicle Reviews on March 1, 2010 Comment (0)
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Photographers: Ken Brubaker

This year's Pickup Truck of the Year competition had more hype leading up to it than an after-school bout between a high-school quarterback and the student body president. Not to minimize the attendance of the Toyota Tundra 4.6L or the Cummins-powered Ram 2500 Mega Cab, but they were opening acts to the marquee's main match-up. Real money was on two of the competitors and lines in the sand were drawn immediately as staffers got behind their choice. Was it going to be Ram Power Wagon or Ford F-150 SVT Raptor?

The eligibility requirements are simple and remain unchanged from years past. Each vehicle is invited to participate based on it being all new or substantially revised for the upcoming model year. Each vehicle is also required to have a two-speed transfer case, have a production run of at least 1,500 vehicles available in the U.S., and must be available to the consumer by January 15, 2010.

For 2010, our field of vehicles included the Ford F-150 SVT Raptor, Ram Power Wagon, Ram 2500 Mega Cab, and the Toyota Tundra 4.6L.

As always, we score each of the vehicles based on a testing criteria of five weighted categories that include Trail Performance (30%), Empirical (25%), On-Pavement (20%), Interior (15%), and Exterior (10%).

The Players
Representing the new-school thinking of what an off-road package should be, Ford entered its all-new F-150-based SVT Raptor. The Raptor has been all the rage since its introduction. No doubt because it comes standard with bulging bodywork, a Baja-inspired suspension utilizing Fox reservoir shocks, 35-inch BF Goodrich All-Terrain tires, an electronic rear locker, and around a foot of wheel travel-all for an incredible base price of $38,020; ours managed to hit $46,020 with a number of optional goodies, such as the Luxury Package, navigation system with Sync, and the integrated trailer brake controller. The standard 5.4L SOHC V-8 puts out 310 horsepower and 365 lb-ft of torque (or 320/390 on E85) through Ford's 6R80 six-speed automatic and 4.10:1 axle gears.

Bringing to the table a more old-school approach, albeit with a modern twist, was Ram, with its duo of solid-axled heavy-dutys. The Ram Power Wagon sets the standard in the HD category for off-road equipment, while the Cummins-powered 2500 Mega Cab is considered by many Ram loyalists to be the tow rig to have.

The 2500 Mega Cab starts at $43,150 in the luxurious Laramie trim. The Ram's giant cab has more than enough room for everyone to stretch out, and rivals some staffers' apartments in amenities. One of those amenities, arguably the most important one, will set you back $7,615. But what you'll get with that is Cummins' excellent 6.7L OHV turbo diesel I-6 with 350 horsepower and an earth shearing 650 lb-ft of torque matched to an excellent 68RFE 6-speed automatic transmission and 3.73:1 gearing. Don't forget that this clean diesel also includes an integrated exhaust brake, a must-have feature when towing the weight this truck is capable of. Other options, such as navigation, reverse backup camera and leather buckets, sunroof, and 32-inch BFGoodrich Rugged Trail T/A tires pushed the Mega Cab's as- tested price to $56,895.

Ram's Power Wagon, with its 33-inch BFGoodrich All-Terrain tires, Bilstein shocks, front and rear lockers, electronically disconnecting front sway bar, and Warn 12,000-pound winch now comes as a Crew Cab only (the previous generation was available as a regular or Quad Cab) and starts at $38,480. Like the Raptor, it is a lot of truck for the money and now has 383 horsepower and 400 lb-ft of torque from the 5.7L OHV Hemi V-8, which is mated to a five-speed automatic spinning 4.56:1 gearing. The as-tested price of our tester was $51,375 after adding a host of options that included navigation, bedliner, rear-view camera and rear-seat video system that can keep the kiddos happy in the back by broadcasting three channels of live TV via Sirius satellite radio.

Toyota entered the other 1/2-ton in this year's test. The aging Tundra is now available with a substantial powertrain improvement in the form of an all-new 4.6L DOHC V-8 making 310 horsepower and 327 lb-ft of torque partnered with Toyota's A760F six-speed and 4.10:1 axle cogs. Our example, a Double Cab SR5, was the most affordable vehicle in the test with a base price of just $28,690, but adding options brought the price to $33,435, well below the base prices of the other trucks. Part of the reason the Tundra was so affordable is because it lacked the TRD off-road package, which can only be had on 5.7L trucks. However, the P275/65R18 rolling stock do equate to 32 inches in diameter.

Testing Begins
As always, our weeklong test begins with a day at the track---in this case, the Auto Club Dragway at the Auto Club Speedway in Fontana, California, to measure acceleration (0-60 mph, quarter-mile) and braking (60-0 mph) numbers.

Performance testing was impressive with this group of trucks. Each pickup was within one second of each other from zero to 60, narrowing that spread through the quarter-mile to under a half second. Braking was also within 15 feet of each other.

Leading the field to 60 mph was the lightest truck with the smallest engine, as the 5,385-pound Tundra hit the mark in 8.62 seconds, while crossing the line after a quarter mile in 16.84 seconds at 84.98 mph. The slowest truck, but not by much, was the Raptor which hit 60 in 9.47 seconds and crossed the quarter in 17.17 seconds at 82.85 mph, just a tick behind the Mega Cab, which hit 60 in 9.36 seconds and did the quarter mile dash in 17.09 seconds at 81.87 mph. The Power Wagon, with its times of 8.68 seconds to 60 and 16.88 seconds in the quarter with a trap speed of 81.72 mph, was solidly mid-pack.

Surprisingly, it wasn't the lightweight Tundra that won the braking honors; it was the heaviest truck in the test, the 7,495-pound Mega Cab that defied known physics to come to a complete stop from 60 mph in only 143.33 feet. The Tundra came close by doing the same in 144.35 feet. The 5,863-pound Raptor stopped in 153.10 feet, while the 6,621-pound Power Wagon brought up the rear in an even 158 feet.

For those of you who need a helping of fuel economy with your pickup, nothing in the test came close to the 15.09 mpg average that the Tundra delivered, despite our incredibly aggressive testing procedures. In fact, the Tundra's best tank was 17.3 mpg, the highest single tank in the test. The Raptor had the next best tank at 16.32 mpg, but averaged 12.07 mpg in a test in which it was flogged mercilessly. The Mega Cab was like Old Faithful, churning out consistent fuel economy numbers, no matter the use. The overall average for the Mega Cab was 13.67 mpg, with a tank best of 14.47 mpg. The Power Wagon only averaged 11.74 mpg in our testing, but surprisingly delivered its best tank with 15.36 mpg.

Overall Impressions
We are no strangers to the SVT Raptor at Four Wheeler, having been the ones to have broken the story about the existence of the program. And as such we have followed the development of this truck closely, and the collective staff has been waiting impatiently to finally test one in Pickup Truck of the Year.

In person, the design is especially gripping, with a presence that no other truck can compete with. Muscular bodywork bulging at the corners, tires akin to clenched fists, and a toothy grin that screams "purpose" define the Raptor's stance. The Raptor is one tough-looking truck that appears ready to pounce on command.

The functionally tough look transfers in to the interior, where the staff judged the Raptor tops in terms of the interior's quality and look. About half of us could do without the gaudy orange inserts, but there is no denying the function of the gauges and the secondary controls. The stereo may be the best you can get from the factory in any truck, and the Microsoft Sync system, when mixed with Sirius satellite radio and navigation, offers an unrivaled amount of user-friendliness and features. Curious about sport scores, gas prices, or movie information? Check the screen. Want to see weather radar imagery overlaid on top of where you are on the navigation map? No problem. Want to sync your iPhone to take calls and play music wirelessly over Bluetooth? You got it. And don't forget that navigation will also display current traffic info. We just love it.

On the road, the generously bolstered seats were judged excellent by all but one dissenting tester, and the overall driving experience on-road was given kudos. As we have stated before, the Raptor isn't as supple and you might also wish the steering were a tad quicker and there were less understeer. Those two things, coupled with an only adequate 5.4L and merely adequate transmission shifts, make the Raptor drive heavier than it should.

Another truck with exceptional seats was the Ram 2500 Mega Cab. With leather and Viper-like bolsters to hold you comfortably in place for hours, it is hard to imagine a seat getting much better. That is, until you find the heating and cooling feature. And that is just the front seats. Those riding in the back row won't feel relegated when they discover more legroom than an NBA locker room and an entertainment system that streams TV. Don't forget that the reclining rear bench . . . er, couch. It makes the rear cab a lot nicer space than many of our living rooms. No plywood and cinderblock bookshelves here-those get relegated to the bed in this truck, which incidentally can haul 2,100 pounds of the stuff.

When you can haul a ton and can tow over six tons, you better have the firepower, and the Cummins in the Mega Cab doesn't disappoint. With 650 lb-ft of torque on tap and an integrated exhaust brake, the Mega Cab was the truck everyone wanted to tow their project vehicles around with. We loved that Dodge has finally included an integrated trailer brake controller. However, we felt that it is mounted too low on the dash and on the wrong side of the steering wheel (unless you are a lefty).

Unsurprisingly, the Mega Cab had the firmest ride in the test, but was remarkably smooth over the majority of roads. Engine noise was minimal, and the cabin was a great place to be on the highway. This is a big truck, but one that is easy to drive and live with. And it doesn't look half bad, either.

The Power Wagon also carries the critically acclaimed Ram styling, but adds a goofy sticker package that is about as apologetic to criticism as Mr. T is about his mohawk. Nevertheless, we didn't let a few flat-black and red stickers ruin our love for this truck. From the moment we hopped in it and took it down the road, we were thrilled with the refinement and ride. Seriously, the guy at Bilstein who tuned these shocks should be getting a raise, or at least a large bonus with many zeros. Our 2005 Power Wagon was a vast ride improvement over the then-current 2500, and this truck is so much better than that Power Wagon that it is hard to put into words. Hands down, what we have here is the best-riding 3/4-ton available.

We also found the Power Wagon to be surprisingly maneuverable for such a big truck. It has great visibility and just feels right when you climb up in to it and take it for a drive. Steering is nicely weighted, and the brakes have a wonderful pedal feel.

Like the Mega Cab, the Power Wagon features a well thought out interior that easily holds its own to any truck on the market. There is more room than the previous generation and we finally have a vehicle with enough storage compartments and cubbies to exceed our needs. Fit and finish is great, and the interior looks good and works well.

This is a large contrast to the overall experience of the Tundra, which features an expanse of cheap-looking plastics that are no longer suitable in the 1/2-ton segment. The Tundra feels dated, with the gray mouse-fur seat covers and hard plastics all around. Ergonomically speaking, the Tundra could be better. Dials and controls are spread out across the expansive dash, and the whole package is beginning to feel dated.

Out on the road, the Tundra does everything you could ask of it. It has a nice, smooth ride, and it is quiet and comfortable enough. It is just that it doesn't feel like there is any character to it. In this test full of vehicles packing personality, the Tundra just feels like a rental. It's pleasant enough, but you don't go home wanting to spend your money on it.

Trail Testing
Trail testing takes place at various locations throughout the California desert. This year's test took us from our secret test loop in Johnson Valley to points north in order to get a wide variety of terrain under the tires of these four rigs. From sea level to trails at 10,000 feet in elevation, we took these trucks through the wheeling gamut.

As expected, the Raptor was a favorite in the dirt, with editors keeping score of who had been in what and for how long in order not to get screwed out of "Raptor Time." On the majority of desert two-tracks, washes and roads, the Raptor delivered on its promises of awesome off-highway performance. The Off-Road Mode really allows the driver to dial in the Raptor's performance in differing terra firma, and the any-speed rear locker was appreciated in two-wheel drive and high-range.

Testers commented on how solid the Raptor chassis felt, although the clamshell doors were a source of vibrations, especially on rippled sand. Through dirt, whooped-out washes and sand, the Raptor went wherever we wanted, and usually at speed. We found its wider-than-an-H1 girth and lack of a mechanical front diff added challenges to tight technical trails, but with a little finesse, the Raptor did what was asked of it and never got stuck. Although if it had, we could have used the exceptional tow hooks to get it unstuck.

The Raptor is one tough truck. We jumped our tester over 20 times for photos and video and we discovered just how durable the truck is as we drove away with the steering wheel pointed straight and no creaks or rattles in the cab. If there are some deficiencies to report, we'd like to see additional grab handles added to the interior, as well as some sort of mechanical front traction aid.

The anti-Raptor in this test had to be the Mega Cab, with its 160-inch wheelbase. Driving it on the trail is about as appropriate at taking a school bus to the local autocross. With a lack of underbody protection, harsh axle hop from the inability of the suspension to control torque, and open differentials, the driver just has work too hard to make sure all 248 inches of truck are on the trail at all times. Those big axles move around a lot over rough terrain, and the driver feels every bit of it. It isn't that the Mega Cab isn't able in the dirt, but it just isn't going to be a good pick for recreational wheeling. It will, however, get your trail rig to the trailhead and home in style.

Which brings us to the Power Wagon; it's the same basic truck as the Mega Cab, but with all of the trimmings any avid wheeler could want. Sure, it is almost as big, but the Power Wagon is an entirely different machine, going anywhere and everywhere with no drama. It just flat kicks ass on rocks and dirt, though it could be better in sand, where it does exhibit axle hop. Otherwise, just as we were on the highway, we found the tuning of the flexy suspension to be impressive on the trail. With approach and departure angles that beat everything in the test, there wasn't a spot we were hesitant to take the Power Wagon.

Comments in the logbook gave props to the manual transfer-case lever, along with all of the 4WD controls, and switchgear for the lockers and sway bar disconnect being logically placed near each other and easy to use. And unlike the Raptor, which is open in the rear when the locker is disengaged, the Power Wagon has a tight helical limited-slip, giving the driver the best of both worlds.

If we could make a few suggestions to Ram, the 33s seem small on such a large truck. Now that the Raptor (and Hummer H2 SUT) has set a precedent of factory pickups with 35s, we challenge Ram to upgrade the rolling stock. We also wish our test truck had the excellent Mopar rock rails that our 2005 Power Wagon did.

The Tundra, without an off-road package to speak of, was clearly a surprise in the dirt. It came to the party with the highest ground clearance and with very good shock tuning. The Tundra was a blast to drive in sand with its revvy V-8, and we found that on fast fire roads and washes, the suspension was able to soak up moderately-sized whoops just fine.

Unfortunately, without a mechanical traction aid and over-aggressive electronics, the Tundra quickly fell out of favor in more rocky terrain. The overly sensitive throttle also made driving difficult in technical situations.

We feel that the Tundra is clearly begging for the TRD package, and we think that Toyota should offer it on the 4.6L trucks. It would certainly have given the our tester an advantage in several additional scoring categories.

So after a week on the road, accumulating hundreds of miles of testing data and logbooks full of scores, it was time to add up the totals so that we could reveal to you, the 2010 Four Wheeler Magazine Pickup Truck of the Year.

Staff Picks
Douglas McColloch, Editor

Gotta be the Ram Power Wagon. Much as I love the Raptor's daring aesthetics, gorgeous interior, and premium parts list, I just couldn't find a comfortable seating position it, and found its overall ride quality somewhat harsh. It's also not the quietest-running truck to ride in, either. The Power Wagon, on the other hand, soaked up highway miles effortlessly for me, with its softly tuned, compliant coil-sprung Bilstein front suspension and a relatively quiet, well-insulated cab. And once off the pavement, the Power Wagon can simply do things, and go places, that no other fullsize pickup truck can-not even the Raptor. Solid axles at both ends, front and rear lockers, and electronic swaybar disconnect will do that for you.

Ken Brubaker, Senior Editor
I have a wife and three kids and live on a farm in the Midwest. Out here, it's all about the "Four C's" (cows, corn, combines, and, uh, corn). It would seem that I would have no need for the extended cab SVT Raptor and its pre-run-ready, big wheel travel, broad-shouldered, in-your-face characteristics. Whatever. I want the Ford Raptor. It's a blast to drive both on- and off-highway, but it still knows how to work.

Sean P. Holman, Tech Editor
Man, was this one hard. I am a huge Power Wagon fan, but the Raptor picks up where our RangeRunner project left off. As much as I love the Power Wagon, it sure got big. Yes, it has everything we have always loved, but no more rock rails and no shorter Quad Cab configuration available and I am afraid it is just too big for me. I can add a front locker to the Raptor and a winch if I wanted, and with 35-inch tires from the factory, it'll do everything I want, like haul ass over dirt roads, right now. For me, I have to go Ford Raptor.

Robin Stover, Feature Editor
Despite a very capable field, I have to pick the all-new Ram Power Wagon as the vehicle I would most like to own. You simply can't ignore such a trail-ready arsenal packaged in such a comfortable and versatile pickup truck.

Jason Gonderman, Web Editor
"We had such a solid field of contenders this year that it is difficult to chose only one. If I had to pick one truck to take home this year, it would have to be the Ram Power Wagon. With all of the off-road features and the ability to still tow a sizeable load, this is the jack-of-all-trades pickup that a guy like me could use. I only wish it had a Cummins."

Previous Pickup Truck of the Year Winners
1989 Toyota SR5
1990 Mitsubishi Mighty Max
1991 GMC K2500 HD
1992 Dodge Dakota Club Cab
1993 Ford Ranger Supercab
1994 Chevrolet S-10 ZR2
1995 Ford F-250 Supercab Power Stroke
1996 Toyota Tacoma XtraCab
1997 Dodge Dakota Club Cab
1998 Toyota Tacoma XtraCab TRD
1999 Chevrolet Silverado Z71
2000 Dodge Dakota Quad Cab
2001 Toyota Tacoma DoubleCab TRD
2002 Dodge Ram Quad Cab
2003 GMC Sierra Quadrasteer
2004 Nissan Titan
2005 Dodge Ram Power Wagon
2006 Dodge Ram TRX4
2007 Chevrolet Avalanche Z71
2008 Ford F-350 Super Duty FX4
2009 Hummer H3T

4th Place Toyota Tundra Double Cab SR5
What's Hot:
Fuel economy, rev-happy V-8, good suspension tuning
What's Not: Cheap interior, no TRD package, lacks personality
Our Take: The fullsize to choose when economics are the driving factor

From the Logbook:
"It is pleasant on the highway, but doesn't have any character to it."
"The 4.6L feels great, I am not missing the power of the 5.7L."
"Interior is uninviting and drab."
"Needs a better tire, but otherwise she wheels quite competently."
"Fuel economy is impressive for a full-size truck."

View Slideshow

3rd Place Ram 2500 Mega Cab
What's Hot:
Cummins power, opulent cabin, room to spare
What's Not: Enormous size, not equipped for recreational wheeling
Our Take: When you have to tow something to the trailhead, look no further

From the Logbook:
"A giant in every sense of the word."
"Tow your toys to the trail in this truck, but don't go wheeling."
"Can the Mega Cab be my new living room?"
"Too big on the trail, wears you down after a while."
"Great audio system for a diesel pickup truck."
"Dodge did a great job on the new Ram HD."

View Slideshow

2nd Place Ford F-150 SVT Raptor
What's Hot:
Stance, styling, suspension, sync, so cool
What's Not: Needs more power, no front traction aid, lacking grab handles
Our Take: Take away the graphics and stickers, and this is a damned good truck

From the Logbook:
"Drives heavy on the road."
"5.4L feels overmatched, the 6.2L could have made this truck a winner."
"I still can't believe you actually go out and buy this truck, awesome!"
"Save almost $1,500 by skipping the orange inserts and bed graphics."
"At heart, it's still an IFS truck, and it reminds you of the fact on the trail."
"I could listen to the exhaust note all day."

View Slideshow

Winner!
Ram Power Wagon

Consider us big Power Wagon fans. In fact, the Power Wagon won this very award back in 2005 when it debuted, and we liked it so much that after spending a year with our long-termer, we ended buying it from Chrysler and turning it in to a project vehicle.

We had high hopes that this new version of the truck would deliver big and carry on the Power Wagon name. As we interacted with the 2010 Power Wagon for the first time, we were immediately hit with how perfect the driving position feels, how nicely the interior is laid out, and how comfortable the seats are. Everything is right where we expect it to be, and the interior is huge with the feeling of quality everywhere.

Luxuries aside, we also expect a 3/4-ton work ethic, and with a 1,900-pound payload capacity and a 10,250-pound tow rating, this truck can do just about any work chore we can think up. Features such as a rear vision camera and integrated trailer brake controller make hooking up and towing a trailer a simple exercise.

But just because the Power Wagon is a real 3/4-ton truck doesn't mean it has gone soft on trailability, as the Power Wagon comes from the factory with a host of standard equipment that would make any modified truck owner envious. With a manual transfer-case shift lever, front and rear lockers, 4.56:1 gearing, flexy suspension with Bilstein shocks, BFGoodrich All-Terrain T/A tires, forged wheels, a disconnecting sway bar and a 12,000-pound Warn winch, the Power Wagon is nearly unstoppable off the pavement.

Having a 383hp Hemi V-8 underfoot means power is never a problem, and the 34-gallon tank offered a highway range of 500 miles. This truck can haul family, haul gear, and tow a trailer all at the same time. Of course, all of that sounds great, but the real surprise is how well this truck performs in the role as a daily driver. We can tell you that the Power Wagon is the most comfortable riding 3/4-ton you can buy-and that is unloaded. Fill up the bed, and it gets even better.

As perfect as the Power Wagon is, we do miss our proper chrome badging on the old truck, and wish the flashy A-Team graphics took a page from the Raptor playbook and were optional. We'd also like to see 35-inch tires in the future, especially now since the Power Wagon has gained nine inches in wheelbase.

Those small critiques aside, the Power Wagon has rightly earned its place Four Wheeler history by beating out fierce competition and winning the 2010 Pickup Truck of the Year award. Ram has given us almost everything we'd ever want from a full-size truck, and it one of those rare vehicles that just plain does everything well. Yes, the new Power Wagon has our blessing.

What's Hot: Hemi power, incredible 3/4-ton ride, a beast on the trail
What's Not: Only one body style, no rock rails, should have 35s
Our Take: Our 2010 Four Wheeler Pickup Truck of the Year

From the Logbook:
"Hands down my favorite truck to date."
"Just add 35s and we have perfection."
"The interior and controls are well thought out and easy to use."
"Lose the A-Team graphics, and bring back my Power Wagon badging."
"I pity the foo' who doesn't love this truck."
"I just love driving this truck. You can just hop in and go; it just feels perfect."

View Slideshow

Specifications As Tested

GENERAL
Vehicle/model Ford F-150 SVT Raptor Ram 2500 Laramie Mega Cab Ram Power Wagon Crew Cab Toyota Tundra Double Cab SR5
Base price $38,020 $43,150 $38,480 $28,690
Price as tested $46,020 $56,895 $51,375 $33,435
Options as tested Preferred equipment package 517A ($495); Luxury Package ($1,950); Graphics Package ($1,075); Sony navigation radio ($2,430); trailer brake controller ($230); rear view camera ($450); Raptor Orange Accent Seat ($395); destination ($975) Inferno Red Crystal Pearl Coat exterior paint ($225); leather-trimmed bucket seats ($500); Customer Preferred Package 2FH ($405); 6-spd automatic transmission ($325); 6.7L Cummins turbodiesel engine ($7,615); power sunroof ($850); roof-mounted clearance lamps ($80); Media Center 730N CD/DVD/HDD/NAV radio ($800); LT265/70R17 OWL on/off road tires ($100); ParkView rear back-up camera ($200); rear seat video system ($1,695); destination ($950) Premium cloth 40/20/40 bench seat ($900); Customer Preferred Package 26P ($6,350); Luxury Group ($345); Technology Group ($495); security alarm ($150); Media Center 730N CD/DVD/HDD/NAV radio ($1,255); ParkView rear back-up camera ($200); power adjustable pedals ($125); remote start system ($185); under-the-rail box bedliner ($245); rear seat video system ($1,695); destination ($950) 18-inch aluminum alloy wheels w/P275/65R18 tires ($1,020); Deck Rail System with four adjustable tie-down cleats ($135); multifunction autodimming rearview mirror ($285); front and rear mudguards ($60); power cloth bucket seats ($605); anti-theft alarm system ($220): daytime running lights ($40); SR5 Package ($915); tow mirrors ($90); power horizontal sliding rear window with defroster and privacy glass ($425); destination ($950)

ENGINE
Type SOHC V-8 OHV I-6 OHV V-8 DOHC V-8
Displacement (ci/liter) 330/5.4 408/6.7 343/5.7 281/4.6
Bore x stroke (in) 3.55 x 4.16 4.21 x 4.88 3.92 x 3.58 3.70 x 3.30
Compression ratio 9.8:1 17.3:1 9.6:1 10.2:1
Intake Sequential multi-port electronic Common rail, turbocharged, intercooled Sequential multi-port EFI EFI
Mfg.'s power/torque rating @ rpm 310 @ 5,000/365 @ 3,500 350 @ 3,000/650 @ 1,500 383 @ 5,600/400 @ 4,000 310 @ 5,600/327 @ 3,400
Mfg.'s suggested fuel type Regular unleaded or E85 Ultra-low sulfur diesel Regular unleaded Regular unleaded

DRIVETRAIN
Transmission 6R80 6-speed automatic 68RFE 6-speed automatic 545RFE 5-speed automatic A760F 6-speed automatic
Ratios: 1st 4.17:1 3.231:1 3.00:1 3.520:1
2nd 2.34:1 1.837:1 1.67:1 (upshift), 1.50:1 (kickdown) 2.042:1
3rd 1.52:1 1.41:1 1.00:1 1.400:1
4th 1.14:1 1.00:1 0.75:1 1.000:1
5th 0.86:1 0.816:1 0.67:1 0.716:1
6th 0.69:1 0.625:1 N/A 0.586:1
Reverse 3.40:1 4.444:1 3.0:1 3.224:1
Axle ratio 4.10:1 3.73:1 4.56:1 4.10:1
Transfer case B-W 4419 part-time 2-speed NV273 part-time 2-speed NV271 part-time 2-speed JF1A part-time 2-speed
Low-range ratio 2.64:1 2.72:1 2.73:1 2.618:1
Crawl ratio 44.5:1 32.8:1 37.3:1 37.8:1

FRAME/BODY
Frame Ladder-type Ladder-type Ladder-type Ladder-type
Body Steel Steel Steel Steel

SUSPENSION/AXLES
Front Coil-on-shock, long-spindle double-wishbone independent, aluminum lower control arm, forged steel upper arm/Ford 8.80 inch Quadra-Link leading arms, track bar, coil springs, stabilizer bar, gas-charged shock absorbers/American Axle 9.25 inch Quadra link leading arms, track bar, coil springs. Stabilizer bar, gas-charged shocks/American Axle 9.25-inch, TracRite electric locking differential Independent high-mounted double-wishbone with stabilizer bar and low-pressure nitrogen gas shock absorbers/SD22AD 8.70 inch
Rear Hotchkiss-type, leaf springs, outboard shock absorbers/Ford 9.75-inch, GKN ELD (electronic locking differential) Longitudinal leaf springs, stabilizer bar, gas-charged shock absorbers, auxiliary springs/American Axle 10.5-inch helical-gear-style limited-slip differential Longitudinal leaf springs, stabilizer bar, gas-charged shocks, auxiliary springs/American Axle 10.5-inch, TracRite electric locking differential Trapezoid multi-leaf springs, outboard-mounted low- pressure nitrogen gas shock absorbers/BD24B 10.5 inch

STEERING
Type Power rack-and-pinion Power recirculating ball Power recirculating ball Power rack-and-pinion
Turns (lock-to-lock) 3.74 2.75 2.75 3.71
Ratio 20:1 13.4:1 13.4:1 18:1

BRAKES
Front 13.8-inch vented disc, dual-piston calipers 14.17 x 1.54 vented disc, dual-piston calipers 14.17 x 1.54 vented disc, dual-piston sliding calipers 13.9-inch vented disc, four-piston calipers
Rear 13.7-inch vented disc, single-piston calipers 14.09 x 1.34 vented disc, dual-piston calipers 14.09 x 1.34 solid disc, dual-piston sliding calipers 13.6-inch vented disc, single-piston calipers
ABS Four-wheel Four-wheel Four-wheel Four-wheel

WHEELS/TIRES
Wheels (in) 17 x 8.5 17 x 8 17 x 8 18 x 8
Tires LT315/70R17 BFGoodrich All-Terrain T/A LT265/70R17 BFGoodrich Rugged Trail T/A LT285/70R17 BFGoodrich All-Terrain T/A P275/65R18 Bridgestone Dueler H/T

FUEL ECONOMY
EPA city/highway 14/18 N/A N/A 14/19
Observed city/highway/trail 12.07 13.67 11.74 15.09

DIMENSIONS/CAPACITIES
Weight (lb) 5,863 7,495 6,621 5,385
Wheelbase (in) 133.0 160.5 148.9 145.7
Overall length (in) 220.9 248.4 237.4 228.7
Overall width (in) 86.3 79.1 79.1 79.9
Height (in) 78.4 78.3 77.7 76.2
Track f/r (in) 73.6/73.6 68.3/68.2 68.2/68.3 67.9/67.9
Minimum ground clearance (in) 9.8 7.7 8.1 10.4
Bed dimensions LxWxH (in) 67.0 x 50.0 (between wheelwells) x 22.4 76.0 x 66.4 x 20.1 76.0 x 66.4 x 20.1 78.7 x 66.4 x 22.2
Turning diameter, curb-to-curb (ft) 44.6 45.1 47.6 44.0
Approach/departure angles (deg) 29.8/26.1 23.4/27.6 35.0/36.5 28/25
Breakover angle (deg) 20.8 18.3 26.5 N/A
GVWR (lb) 6,950 9,600 8,510 6,900-7,200
Payload (lb) 1,020 2,100 1,900 1,450-1,575
Maximum towing capacity (lb) 6,000 12,350 10,250 10,300
Seating 5 5 5 5-6
Fuel capacity (gal) 26 34 34 26.4

PERFORMANCE
0-60 mph (sec) 9.47 9.36 8.68 8.62
Quarter-mile (sec @ mph) 17.17 @ 82.85 17.09 @ 81.87 16.88 @ 81.72 16.86 @ 84.98
Braking 60-0 mph (ft) 153.19 143.33 158.00 144.35
Ramp Travel Index 582 336 381 (swaybar connected), 579 (swaybar disconnected) 397

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