First Drive: 2011 GM Heavy Duty pickups
This past winter we got our first experience with the new Heavy Duty trucks from Ram. Spring brought a new Super Duty from Ford (along with more HD Rams) and finally, summer 2010 put us in the driver seat of the newest big rigs from General Motors, wearing Silverado and Sierra badging.
Along the way I noticed one thing different about the way marketing folks presented information from their colleagues pitching cars and SUVs – customer conquests. It seems truck buyers, especially heavy duty truck buyers, remain very brand loyal.
Three-quarter- and one-ton pickups account for about 30 percent of truck sales with the big three so keeping these loyalists happy is key to long-term success. Most of these sales are to buyers who will put the vehicles to work, whether towing, hauling or just overall general abuse.
The biggest news for all three heavy duty pickup manufacturers this year centered around new emissions and fuel economy regulations. What was interesting was the numbers war that raged during the powertrain rollouts. Ram, who still uses the Cummins inline six, never really was able to compete on paper but Ford and GM have been lobbing hand grenades back and forth since spring.
In the end, it appears the numbers don’t mean so much as the basics of business – provide a good product that gives consumers what they want and need. The big three are all doing that and doing it very well.
Diving a bit deeper into the GM heavy duty truck segment makeover we find the division celebrating a 10-year 60/40 partnership with Isuzu Motors in DMAX, the engine building company providing Duramax diesel engines to the Silverado and Sierra HD models and some fullsize vans.
About the time they were cutting the birthday cake they were receiving news that their engine was at the heart of two of the trucks selected as best-in-class in a shootout held by Pickuptrucks.com. The new Duramax 6.6-liter V-8 was under the hood of the Silverado 2500HD that won the three-quarter-ton diesel class and in the GMC Sierra 3500HD that took top one-ton honors.
The new engine not only has significantly more horsepower and torque (397 and 765 respectively) but improved fuel economy, cleaner emissions and runs much quieter than its predecessor. An all-new smart exhaust brake system was designed into the new motor to provide a greater feeling of control and reduced brake pad wear as well.
Upgrades for the 2011 model trucks from GM did not end with the powertrains (that also included a beefed-up Allison gearbox to handle the added torque loads of the new Duramax). The new trucks received an all-new fully-boxed frame underneath, but engineers did not just develop one frame to deal with all the various iterations of HD trucks offered – no, they developed 18.
Silverado HD and Sierra HD also ride on new independent front suspensions and new larger leaf spring setups under the rear. While ride and handling is greatly improved these trucks will also tow more and haul more than ever before.
Design departments were not given holidays during all these upgrades however. Interiors and exteriors received a bit of attention as well making the 2011 models some of the most attractive ever offered by the automaker.
To hammer home just how capable and competitive the new trucks are, marketing and media folks provided simple head-to-head matchups of their new rides against comparable Super Duty models from Ford.
We drag raced one-ton, single rear wheel trucks with a 9,000-lb. trailer in tow down a private airstrip and we zipped up and down Texas State Highway 16 in F-250 and 2500HD trucks laden down with about a half-ton of concrete bags in their beds.
Most amazing was how the GM with the Duramax engine beat the Ford not only off the line in the drag race but kept pulling away from it the entire length of the impromptu track.
Things were a bit closer in driving around with a load in the cargo boxes. Acceleration, ride, handling and braking were just too close to call. It is amazing though just how much more power the new Duramax has and how much quieter it is.
The new Chevrolet Silverado HD and GMC Sierra HD both arrive in a host of variants and trim levels and the Sierra is even being offered in upscale Denali trim right from launch. The regular cab configuration is still available as is extended and crew variants, in two- and four-wheel drive and with standard and long box lengths.
As for pricing, the Silverado 2500HD base is $27,965 and the Duramax/Allison powertrain upgrade will run an additional $8,395. This is all the pricing information available from GM press sites and there are NO fuel economy figures offered for the Heavy Duty trucks.
First Drive: 2011 Scion tC
The freshman class of the Scion tC proved to be quite successful for the “garage band” division of Toyota. In fact, since its launch as a 2005 model, the little coupe has accounted for more than a third of Scions sales despite having the shortest production run (when combining xA and xD units). This is the best selling model in its showroom so for the model makeover one thing is painfully clear – don’t screw it up. Stick to your roots, stick to what brung ya’ here and stick it to the competition.
And that is what Scion is doing.
We zipped down to the live music capital of the world to get our first experience with Scion’s sophomore tC coupe. We were not disappointed. Inside Austin city limits we got familiar with the larger, more athletic 2011 model offered with choice of manual or automatic gearboxes.
The new ride is still front wheel drive and still a two-door-only offering, but a new, beefier 2.5-liter four sits under the hood and six speeds are delivered with either transmission.
On first blush I found something familiar with the new tC profile – the c-pillar looks oddly similar to that of its wealthy cousin GS in the Lexus stable. Up front the new coupe retains characteristics of the first-gen car but with a wider, squarer jaw. The “pudge” in the middle has been to a few P90X classes and the gluteus maximus (thankfully) does not sport any droopy drawers.
Inside, the cabin offers accommodations for four and a new walk-in lever for rear seat access makes ingress/egress a breeze for the under-six-foot crowd. Seating is all cloth but the new sport steering wheel is straight off a track racer and offers drivers a more exciting bonding experience with their car.
Overhead, every tC will arrive with the all-glass panoramic roof panel featuring moonroof over front and rear seat rows and a large hatch still finishes off the rear.
We spent time in the crush of downtown traffic jams and open stretches of freeway during our time in the new tC but Travis County’s finest kept us from realizing any needle action on the right hand side of the speedo. All-in-all though this new Scion coupe does improve over its predecessor in both ride, handling and performance. By the numbers, the 2011 delivers 180hp and 173 lb. ft. of torque (vs. 161/162 previously) and either transmission choice should bring 23 mpg city and 31 mpg highway. The front seats are wider, the rear seats tilt, steering is now electric, airbag count is up to eight and the base audio system pumps out 300 watts. Pricing is set to begin at $18,275 for manual equipped cars with automatic gearboxes adding a grand to that figure, and the new rides should roll into Scion dealerships at the beginning of October.
As with my nephew and godson who is also entering his sophomore year in Austin, Texas, I wish the 2011 Scion tC continued success and a stellar grade point average.
First Drive: 2011 Chevrolet Cruze
I was invited down to San Antonio, Texas recently to get my first experience with this new compact vehicle from Chevrolet that is replacing the Cobalt model. The new vehicle, set to arrive in dealerships in September, is called Cruze. Hmm.
One of my first questions during a marketing presentation was “What is the origin of the name Cruze?”
Seems I stumped the panel. No one could give me an answer.
Here in front of my computer I search the interwebs and discover that Cruze has been used by GM since 2001 and this “all-new” vehicle is actually the second-generation of the nameplate, originally a five-door hatchback built by Suzuki.
In 2008 the five-door models were replaced with a four-door sedan and offered globally as the new Cruze under both Chevy and Holden divisions.
The 2011 model we tested in this week are derived from the European Opel Astra architecture. You may remember that Astra was one of the last vehicles introduced in the U.S. as a Saturn shortly before that division was deep-sixed.
We tested LT and LTZ trim Cruze models, most with the new turbocharged 1.4-liter inline four banger. The other engine of choice for American Cruze is a 1.8-liter producing the same horsepower (138) and both are backed by six speed manual or automatic transmissions. Our units all had automatic gearboxes connected to front drive underpinnings and we found the turbo 1.4 quite satisfactory in rural and urban driving conditions with minimal noise, vibration or harshness transferred to the passenger compartment.
And despite being called a compact, EPA sizing standards actually put Cruze just over the line into the midsize sedan category. I even remarked to my factory-provided navigator how the Cruze cabin space reminded me more of Fusion than Focus.
The 2011 Cruze from Chevrolet is targeted at the compact segment, specifically dominators Civic and Corolla. GM provided us with a competitor vehicle from each of these other automakers and the Cruze handily stood up to the challenge. I found Cruze to be quieter and smoother with slightly better acceleration and more satisfactory steering and braking.
Cruze will initially arrive in base LS, LT and LTZ trim levels with an Eco model arriving by winter. The new Eco is slated to offer 40 mpg highway fuel economy, something that will certainly aid Chevy in its drive towards tougher CAFE standards coming from big brother.
Cruze styling, inside and out, could perhaps be best summed up with “Honey, I shrunk the Malibu.” The new Cruze shares distinct styling elements of the larger stablemate which is a good thing for the new Chevrolet.
Safety takes no backseat in the Cruze either as not only does StabiliTrak stability control, traction control and ABS braking come standard across the line, so does no less than 10, count ‘em, 10 airbags, making this one of the safest vehicles in this segment – and beyond.
Pricing for the new Cruze begins at $16,995 for a base LS with the 1.8L engine and manual gearbox. LT models with the 1.4 turbo kick off at $18,895 with the loaded LTZ starting at $22,695. An RS appearance package is also being offered at launch and since GM folks would neither confirm nor deny any SS model in the future, go ahead and expect one.
When a Cruze arrives in the test fleet in the near future we will give it a complete shakedown but after the first drive of the new little Chevy we are impressed. The car is easy and, more importantly, enjoyable to drive. It replaces a vehicle in the automaker’s lineup so sales should be brisk right from the get-go and hopefully will continue for quite some time.
But I still never got the origin of the name.
2011 Subaru Outback: Swiss Army knife on wheels
If I were told today that I would have to choose only one vehicle that I would drive for the rest of my life, not knowing what the rest of my life would entail, that vehicle might very well be a Subaru. And tempted as I would be to pick something like the WRX, in the end my decision would probably be the Outback.
Billed as the “world’s first sport utility wagon,” the Subaru Outback offers a range of features that would cover most driving situations I might be faced with in the future. Perhaps my being an Eagle Scout tilts my decision towards one of “being prepared” or maybe my age is telling me to weigh all possibilities and trust instincts based partly on experience.
Either way, I think I would prefer the Subaru Outback, a sort of “Swiss Army knife on wheels.”
I recently spent time with the new fourth-generation model complete with 3.6-liter six-cylinder horizontally opposed “boxer” engine backed by a smooth five-speed automatic gearbox with (unnecessary) steering wheel paddle shifters. And being a Subaru, of course there is the symmetrical all-wheel drive that I love so dearly.
Seems every time I receive a Subaru model from the press fleet squadron I go out of my way to find driving conditions that would trip up most daily drivers but Subies always manage to shine like a new penny.
Getting back to the recent 2011 Outback tester, we enjoyed all the amenities afforded by the Limited package it arrived in. That includes leather seating, dual-zone climate control, Bluetooth connectivity, XM Satellite radio, 17-inch alloy wheels, power moonroof and the outstanding harman/kardon 440-watt nine-speaker audio system.
Outback models still have only two rows of seating but five adults will ride in comfort in this vehicle. This is the roomiest Outback ever and arrived on an all-new platform with longer wheelbase and increased width.
The 256 horsepower delivered from the boxer six propel the vehicle in modest form. Road manners are always minded and the new Outback provides one of the most comfortable driving experiences of any utility-something on the road today.
The new Subaru Outback builds on a strong tradition of safety from the automaker and is adding to its collection of honors as well. This IIHS 2010 Top Safety Pick also took home the trophy as Motor Trend’s 2010 Sport/Utility of the Year.
Pricing for a base Outback (with 2.5-liter four-cylinder engine) starts at $23,195. Our 3.6R Limited model kicks off at $31,495 with our 2011 tester coming in at a decent $33,724. Fuel economy figures for the six are rated at 18 mpg city and 25 mpg highway.
If the Subaru Outback was the last car I would ever drive I would not be disappointed, not one bit.
Toyota Tacoma now calling Texas home
Big news for Texas and Toyota recently. OK, the news actually came out a while back that the automaker would shift midsize pickup production to their full-size truck plant in San Antonio but it was both barrels blazing Friday as Governor Rick Perry helped kick off the official celebration.
From Toyota:
SAN ANTONIO, Texas (August 6, 2010) – Production of the Tacoma pickup truck began last month but was marked today with a ceremony at Toyota Motor Manufacturing, Texas, Inc. (TMMTX). The $100 million investment boosts total investment to $1.4 billion.
Texas Governor Rick Perry joined San Antonio community leaders, team members, suppliers as well as Toyota officials including Toyota Motor Corporation Executive Vice President Atsushi Niimi.
Tacoma’s production move to TMMTX was announced a year ago and adds 1,000 jobs. Today, over 2,800 team members are employed at TMMTX and the plant is fully positioned to ramp up Toyota’s pickup truck production for the American market.
“The San Antonio plant has shown a great deal of resilience during the recession and is fully prepared to ramp-up Tacoma production,” said Chris Nielsen, TMMTX president. “By building Tacoma in Texas, we are able to consolidate pickup truck production in the United States under one roof, allowing us to fully utilize the plant’s capacity.”
During the economic downturn, TMMTX was one of several Toyota plants impacted by poor sales. However, TMMTX retained its workforce instead of laying off, in order to strengthen team members’ skills and improve plant processes.
And recently we spent a little time in one of the last models to be sent off the previous assembly far, far away. Ours was a 2010 Toyota Tacoma PreRunner Double Cab in 4x2 running gear.
When automakers went the little bit bigger route for their latest entry pickup lines, Toyota knew not only would Tacoma have to achieve segment success but also pave the way for the fullsize Tundra as well.
What Toyota came up with is a Tacoma truck platform that is "right-sized" for North American consumers and is as comfortable onroad as it is capable offroad.
The Tacoma offers an extensive variety of body-and-bed configurations with more than ample passenger room, cargo volume and towing capacity for the segment. There is a choice underneath the hood as well. Customers choose between a base 159hp, 2.7-liter VVT-i four-cylinder or gutsier 236hp, 4.0-liter VVT-i V-6. Each features electronic throttle control with intelligence for improved performance and fuel economy.
The six is backed by either six-speed manual gearbox or five-speed automatic while the four offers five-speed manual or four-speed automatic choice. Our tester had the automatic that offered 17 mpg city fuel economy and 21 mpg on the highway.
Designers have matured the styling of this latest Tacoma giving it a big, bold grill and headlamps up front with broad shouldered fenders in PreRunner and 4x4 models. Interior amenities and materials are much more refined and modern while offering greater "spread" room for occupants.
In addition to a smoother onroad feel, the new Tacoma offers a much quieter ride over previous models thanks to added sound absorption material wrapping the cabin and exterior design improvements to reduce wind noise.
Double Cab models are still the only cab design that will comfortably accommodate rear passengers.
Out back, Toyota engineers have given Tacoma a composite inner bed that features sheet-molded compound deck and walls that are lighter than steel yet tougher and more durable. An integrated deck rail utility system enhances cargo carrying options and an available 115-volt power outlet at the rear of the bed adds to the work capability of the Tacoma. There is also a roof rack system available on the Double Cab models.
Four wheel ABS is standard on all Tacomas complete with Electronic Brakeforce Distribution and Brake Assist. Enhanced ride quality is thanks to Toyota adopting the design concept of moving rear shocks outside of the frame rails as Ford first did on its recent F-150s.
All new Tacoma models offer Vehicle Stability Control as well as TRAC traction control and 4x4 models can be outfitted with Hill-start Assist Control and Downhill Assist Control, greatly enhancing off-roading capabilities. Tacoma 4x4 models are equipped with the 4WDemand electronically-controlled two-speed transfer case activated by a turn of a dash mounted knob.
Pricing for our test model Tacoma began at $23,500. Fully loaded, this PreRunner 4x2 Double Cab came to $28,335.
Standard safety items include front, side impact and side curtain airbags along with driver and front passenger active headrests, and the tire pressure monitoring system is thrown in as well. Add ons included a spicier TRD Sport package (further dressing things up outside), JBL audio system and a heavier tow package.
I am glad to see the Tacoma calling Texas home now and look forward to a nice Lone Star package in the future.
2011 Ford Explorer: Back from the drawing board
Welcome to July 26, 2010, or what the folks in Dearborn, Michigan are calling "Ford Explorer Day." Ford Motor Company has become known for segment-defining vehicles in its rich history. The Model T, the Model A, F-series pickup, the OG pony car Ford Mustang and a vehicle that began a new revolution when introduced in 1990, the Ford Explorer sport utility vehicle.
In recent years, Explorer (and nearly all SUVs) have fallen from their lofty perches in manufacturers lineups. SUV buyers were pulled into the segment due to attributes of these utilitarian workhorses. Haul the family, haul a trailer and some even just hauled buns – all at the expense of fuel economy and lately, fuel prices.
So the big blue oval Explorer team went back to the drawing board. In their words, they began with a Vision: Re-invent Explorer for a still vibrant SUV market.
Touting a whopping 96 percent name recognition for the model, Ford sets out today to deliver a vehicle for customers who still want the capabilities found in an SUV but not at the expense of fuel economy.
“The all-new Explorer will deliver today’s SUV buyers the attributes they really want and value, and a few they might not even have dreamed of,” said Mark Fields, Ford president of The Americas. “We’re proud to introduce the new Explorer to customers and fans around the world today and pleased to begin a whole new era that blends strong SUV fuel economy and performance.”
Ford designers and engineers gave journalists an early look at the all-new 2011 Explorer that is being launched today in unique fashion: Full, frontal Facebook assault followed by reveal events in strategic markets in North America.
“The new Explorer simply does everything well,” said Derrick Kuzak, group vice president, Global Product Development. “It raises the bar for ride and handling on the road and transforms the off-road experience. It’s the hands-down winner for towing capability and ease. All this capability – and three rows of seating – with amazing fuel economy will make Explorer the absolute right choice for families with a sense of adventure.”
As Kuzak and his team pulled the fabric back to reveal the new Explorer my first thoughts went immediately to feelings of familiarity. I had seen this design somewhere before, but where? Then it hit me – this was the LRX concept Land Rover had shown a couple of years ago at the Detroit Auto Show. A slightly raking roofline that seems to join a rising shoulder line at the back of the profile, a spoiler overhang above the rear glass and modern front end styling complete with dimples in the crossmembers. When asked about the resemblance, Ford simply answered "Well, we did used to own Land Rover."
The 2011 Ford Explorer breaks from SUV tradition in that gone is the ladder frame platform and with it any semblance of an eight cylinder engine. This new rig is unibody design with subframes under the front and rear independent suspensions and a choice of V-6 or first-ever EcoBoost I-4 motors backed by six-speed automatic transmissions. Fear not leadfoots, as the new 3.5-liter six delivers nearly the same power as the outgoing eight (and 35 percent better mileage) and the miserly EcoBoost four-banger is turbocharged and cranks out more power than the outgoing six while kicking in fuel economy similar to, in Ford's words, a Camry V-6.
Also rocking Land Rover familiarity is a new Terrain Management System, one Ford claims as their own but did admit the engineer over the Explorer application is the same engineer that brought similar technology to Land Rover last decade. Drivers choose from one of four settings in the Explorer system: sand, snow, mud and normal.
Designers managed to shed a few pounds from Explorer with new materials such as an aluminum hood, and engine demands have been reduced through new electric power assisted steering and variable-displacement air conditioning compressor systems.
Safety technology abounds in the new model as it sees new technologies such as blind spot and cross traffic warning systems as well as the industry-first use of an inflatable second row safety belt. A new Curve Control system will help keep drivers on their intended paths when the road bends and collision warning with brake support should help when something gets in your way.
When it came time to address build quality, the Explorer team chose German luxury brand Audi as its benchmark for fit and finish, styling and materials. The new models on display for us inside the design center did not disappoint. Attention to detail is obvious and well executed.
The new ride will be built in the Chicago Assembly plant on the same line that rolls off Taurus and Lincoln MKS. The 2011 model Explorer is longer and wider than its predecessor which should equate to better road characteristics, especially given the four wheel independent suspension. It will seat seven in three rows, the last of which stows flat into the cargo floor in back.
Technology takes a front seat inside Explorer, literally, thanks to new instrument panels and console clusters. MyFordTouch debuts on the 2011 Explorer (and the 2011 Ford Edge). Via the next generation of SYNC, MyFordTouch connects drivers with their vehicles, incorporating nearly all comfort and convenience technologies at your fingertips or available on demand (thanks to enhanced voice recognition technology that now accepts nearly 10,000 commands).
Some of these system improvements include more direct, first-level commands such as "call" or "find", quicker and easier entry and search and the use of aliases whereby users can access the same function with different phrases such as "warmer" and "increase temperature."
Of course no pricing information is available yet as models won't be reaching dealerships until late fall this year. And it also goes without saying that the real proof is in the pudding. My first impression of the 2011 Ford Explorer was positive and I eagerly anticipate quality seat time with the new ride. Until then, happy Ford Explorer Day!
2010 Nissan Titan Heavy Metal Chrome; or, Sammy Hagar meets Trace Adkins
The more things change, the more some things seem to stay the same. Take Nissan's Titan fullsize pickup. When first introduced it bowed with the highest power in the half-ton segment nearly eight years ago and was one of the first to offer more than four gears in an automatic. As we approach the arrival of the 2011 model vehicles on the lot, Titan has fallen nearly to the back of the pack. It is still a robust truck but Nissan has been putting most of its attention of late into the smaller spectrum of the lineup leaving the fullsize models Titan pickup and Armada fullsize sport ute a bit long in the tooth. Hope may be around the corner though as we are seeing images of the new Infiniti QX luxury SUV that is based on this platform so perhaps the second coming is coming soon.
Our first real shakedown of the Nissan Titan pickup now almost seven years back proved that mud, rocks, sand and puddles that approached dimensions of West Texas stock tanks proved no match for the truck, and reassured the positive impression I had already gotten from my on-road exposure.
The basic Titan package is fairly simple and has remained largely unchanged since initial launch – one engine (with power up to 317hp from the Endurance 5.6-liter V-8), one transmission (five-speed auto with tow/haul mode and center console-mounted shifter), choice of 4x2 or shift-on-the-fly 4x4 system, independent front suspension, solid Dana rear axle with multi-leaf spring suspension, four-wheel limited slip technology, four wheel Bosch disc brakes with ABS and, of course, fully boxed frame rails front to rear for exceptional torsional rigidity (meaning this truck may honky tonk but it don't do the twist).
Cabin choices are between King and Crew styles with the rear seat area in the latter offering cavernous space in the second row. All Titan pickup beds feature spray-in bedliner and our tester came with the Utili-track tie down system. Nissan has also engineered a convenient driver’s side lockbox in the lower portion of the rear quarter panel for stowing chains, jumper cables or whatever. Nice. And the trucks tailgate doesn’t come slamming down on you if you let go thanks to shock dampers built into the hinges. Again, nice.
The upgraded audio package features the 350-watt Rockford Fosgate system with subwoofer as well as XM Satellite radio capability. This system produced some of the best bass response we have ever heard (felt) in a factory stereo system. Other technology offered in the Titan includes Bluetooth connectivity, rear sonar system, driver information center and tire pressure monitoring system.
The LE package on our recent tester stepped up creature comforts to include leather appointed interior with wood appearance trim, power adjustable pedals, power rear cab window, fog lamps and 20-inch wheels and tires.
The big news on this particular truck is the Heavy Metal Chrome package added on. The wheels were chrome, the billet grille was chrome, the step rails were chrome and the badging announcing this Heavy Metal Chrome package was, of course, chrome. Think of this as the Sammy Hagar/Trace Adkins duet.
Pricing for the 2010 Nissan Titan 4x2 LE Crew Cab pickup begins at $36,420 with our tester coming in at $38,995, and fuel economy is (still) rated at 13 mpg city and 18 mpg highway.
