There are quite a few differences between Europe and the United States. Which, if you think about it, was kind of the point of having a United States in the first place. A hundred years from now, when Europe and America are both part of the Caliphate, these differences might not be as pronounced as they are today. In the meantime, however, we are still two continents separated by a common, fast-vanishing heritage. Which leads us, quite naturally, to the subject of towing.
What type of extra-curricular activity do you enjoy taking on with your car or truck? No, not that type of extra-curricular activity, gutter brain. I’m talking about what we can do with our vehicles other than the mundane commute to work five days a week. Towing. Drag racing. Off-roading. Y’know, more than the basics. The fun stuff.
In 2016, if you towed a camping trailer with anything other than a heavy-duty pickup, Mike Rowe and Denis Leary would take you out back and shoot you repeatedly with Blue Oval masculine marketing tripe.
But in 1974, if you were the proud owner of a Volkswagen Beetle, you could head off into the wilds confident in knowing that you and your loved ones would be safe sleeping in this fifth-wheel-style camper attached to the Teutonic compact’s roof.
It’s ingenious, and it needs to make a comeback.
Japanese car companies have been trying to break into the American full-sized pickup market for decades. Despite Japanese trucks having a sterling reputation for dependability and reliability internationally, ‘Muricans are a different bunch. Not even Ford’s switch to “European-style” twin-turbo engines and aluminum bodies could stop the freight train that is the F-Series sales chart.
On the opposite end of that sales chart is the last-place Titan. Nissan sold just 12,140 Titans last year, 1/10th of Toyota’s own meager volume and 1/65th of Ford’s truck sales.
Rather than picking up its marbles and going home, Nissan thought outside the box and came up with a novel idea. Why not “right-size” a 3/4 ton truck and sell it for a little more than your average 1/2 ton? With the Detroit Three engaged in serious towing and payload wars, the heavy-duty pickup segment looks more like a Freightliner convention.
That’s where the diesel Titan XD comes in.
Millennials are buying Ford SUVs like it’s going out of style, no doubt dismaying the friends who like to lecture people about their lifestyle on Facebook.
That, Chevrolet offers a voyeur package for its full-side pickup, Fiat Chrysler Automobiles grabs a stack of cash with both hands, Mercedes-Benz gives its midsize SUV the AMG treatment, and two more automakers eye the Formula E grid … after the break!
I’m untangling a logistical nightmare and I think a Panther can help.
This particular nightmare involves relocating from Urbana, IL to Idaho Falls, ID, a 1964 Corvette convertible that’s sitting in Richmond, VA, and a Grand Marquis in New Jersey. The Corvette “ran when parked” in my father-in-law’s garage in 1982 and brought back to Illinois by me using a rental van towing a car hauler. A moving company will take care of the move to Idaho including transporting one car, but not the Corvette because the car has to be operational. In the meantime, my Dad needs to sell my grandfather’s Grand Marquis.
Update: Classification of Titan XD added along with light-duty comparison explanation.
Nissan has released official towing numbers for its soon-to-hit-dealer-lots Titan XD pickup tweener that splits the difference between the light-duty 1500s and heavy-duty 2500s of the world.
We’ve dug into the Titan XD’s numbers, and that of its light-duty competitors, to see just how much more capability you get with the Cummins-sourced 5-liter turbodiesel V-8.
Conclusion: the ratings are a lot closer than you’d think.
6.7-liter OHV V-8, turbodiesel (440 horsepower @ 2,800 rpm; 860 lbs-ft @ 1,600 rpm)
6-speed 6R140 automatic
Not tested under EPA regulations*
14.1 (Observed, MPG)
Tested Options: King Ranch trim, Super Crew cab, 4×4, 6.7-liter turbodiesel engine, 3.31 locking rear axle, Ruby Red paint, 5th wheel prep, spray-in bedliner, heated seats, upfitter switches
Base Price (F-350 XL Regular Cab 4×2 Flex-Fuel V-8):
* Heavy-duty pickups are exempt from EPA fuel economy ratings.
** Prices include $1,195 destination charge.
There was a time when a 1/2-ton pickup could haul around 1,000 pounds of payload and a 1-ton truck was good for around 2,000 pounds. Twenty years ago a good tow rating for a 1/2 ton truck was 7,500 pounds and 1-ton trucks were used by ranchers for hauling 14,000 pound cattle trailers around. Today things are different.
Now we have a Ford F-150 that can tow over 12,000 pounds and haul 3,300 pounds in the bed without batting an eye. In this world, we have 3/4- and 1-ton trucks boasting towing abilities that would have required a Class 5 medium-duty truck in the 1990s. It’s in this world that the F-350, F-450 and Ram 3500 now exist.
These trucks have pushed the envelope, boasting towing capabilities that 99 percent of pickup truck shoppers can’t even legally test. With massive turbodiesel torque figures, Ford and Chrysler’s latest trucks can tow 21,000 pounds more than my plain-old California Class C license allows. With the 2017 Ford Super Duty on the horizon sporting more aluminum than an Alcoa factory and Chrysler nearing the sale of their re-tweaked Cummins engine and its 900 lb-ft of torque, let’s deep-dive into the Super Duty you can buy now.
When I write these little features, I always follow a set of self-imposed rules:
Rule No. 1: The car is always the main character;
Rule No. 2: Avoid using the same personality profile as in a previous story;
Rule No. 3: Inject truth. Use real ownership experiences for each example, and plausible explanations for clues;
And, Rule No. 4: Avoid blanket, prepared or generic scenarios.
I’m going to bend that last one a little bit. I’ve found the right example to illustrate it.
5.7-liter, variable valve timing, multi-displacement system Hemi V-8 (395 horsepower @ 5,600 rpm; 410 pounds-feet @ 3,950 rpm)
8-speed 8HP70 automatic
15 city/21 highway/17 combined (EPA Rating, MPG)
15.1 mpg, 60 percent highway/30 percent off-road/10 percent at a lousy, never-ending stoplight (Observed, MPG)
Tested Options: Rebel Package; Dual rear exhaust with bright tips; Luxury group, $560 (Heated mirrors, auto-dimming mirrors); Protection group, $150 (Transfer case and front suspension skid plating); Monotone paint; Rear Camera and Park Assist, $595 (Backup camera, ParkSense rear park assistant); ZF 8-speed automatic, $500; Anti-spin differential rear axle, $325; 5.7-liter Hemi V-8, $1,150; Rebel instrument cluster, $175; Four corner air suspension; Uconnect 8.4-inch touchscreen w/nav, $1,005; RamBox cargo management system, $1,295; Trailer brake control, $230; Spray-in bedliner, $475.
Base Price (Ram 1500 Rebel 4×4):
As Tested Price:
* All prices include $1,195 destination fee.
Any debate about Jeep inevitably ends on a common, agreeable topic for all parties involved:
“Jeep really needs to make a pickup already.”
The idea that stuffed shirts at Auburn Hills, who make more in a day than we do in a year, have somehow missed the point is entirely possible (remember the center-mounted exhausts in the Grand Cherokee SRT8, effectively prohibiting any sort of towing?) but highly unlikely.
In fact: Jeep now has a pickup. It’s called the Ram Rebel.
Obligatory disclosure: I have no skin in the pickup game. None. My father owned exactly one of the following: A white Ford F-150, a black Chevrolet Silverado and a green Dodge Ram (when they were called as such). They were all new when he bought them, of 1990s-era vintage and equally pampered. No, we were not a wealthy family, and no, I still couldn’t back up a trailer with a gun pointed to my head.
To be even clearer: The only pickup I fondly remember is a dingy 1996 Toyota Pickup (pre-Tacoma years) that my brother took to college. It was five in speeds and six in cylinders; gutless and indestructible. It couldn’t run up a hill and run the A/C at the same time, but it felt like it could run over anything.
Put simply, in the domestic pickup war for dominance, I am Switzerland.
Now that you know where my allegiances fall, let’s get on to the important stuff.
When the 2016 Chevrolet Colorado and GMC Canyon start arriving at dealer lots this fall, they’ll be sporting more than an additional diesel option under the hood. Monroney stickers will be afflicted with much higher prices to the tune of $3,730 more than an equally equipped V-6 model.
However, you will get increased towing capability thanks to a standard towing package, improved fuel efficiency, and a diesel engine brake to minimize wear on brake components.
After being stuck in Nashville for an extra unscheduled 24 hours and spending the following 12 hours bouncing from airport to airport, I can easily say that air travel is horrible. Conversely, Mazda is extolling the emotional virtues of driving in a new ad campaign.
Here’s what happened overnight.
TTAC commentator Celebrity208 writes:
Sajeev, here’s an update to an old Piston Slap that I wanted to share: overall I love my van.
My wife and I have used it to keep visiting family together when touring DC (instead of using 3 cars we took one van). As I eluded to, we also used it for a Christmas road trip/road tour through Cleveland, Toledo, Cincinnati and Evansville (IN). Lemme tell you, attending to a crying child in the back is a breeze in this thing. In less than 10 seconds the wife can be re-buckled a row or two back to deal with a toddler that dropped [fill in the blank]. (Read More…)
Due to advancements such as air bags, driving is much safer than it was when I first got my driver’s license in the early 1970s. Even then, because of seat belts and crush zones, cars were much safer than they had been in the early automotive age. The first decades of the automobile resulted in chaotic and unsafe driving conditions. Not only were the vehicles themselves dangerous to passengers and pedestrians (three quarters of early motoring related fatalities were pedestrians, often children), in the early days it was a free for all, with the first proposed traffic laws being instituted only after about a decade after the first automobiles. Author Bill Loomis is working on a book on Detroit history and in an extensive article in the Detroit News he discusses just how unsafe driving was a century ago, as well as the role that the Motor City had in making driving safer and less chaotic. Some of those innovations continue to make drivers safe, while others continue to annoy us. (Read More…)