It’s probably exciting to be working in transportation media at a dawn of an all-new product category. Imagine the journalists in 1964 witnessing the birth of the pony car. What about those in the mid-Nineties covering the birth of the crossover – never mind, that probably wasn’t all that thrilling. I’m picturing, instead, the newsroom at The Truth About Buggies in 1884, with cigar-chomping editors looking at telegraphed press releases touting the first automobile, sending poorly-paid flunky journalists on junkets via train with a typewriter.
Perhaps we’ve witnessed our own segment birth – or, really, re-birth – with the reimagining of the compact pickup truck market. The 2022 Hyundai Santa Cruz, it would seem to anyone watching, would be the first entrant into that category. Hyundai, inexplicably, would rather you not call it a truck.
Have you ever seen those wobbly hitch-mounted cargo carriers obscuring the license plates on slow-moving SUVs – usually with a Yeti cooler and some camp chairs strapped down? Perhaps the Santa Cruz is more like that – a Tucson with a well-integrated, weather-resistant (when properly equipped) cargo carrier.
Some people have one mid-life crisis; I’ve had a series of them, rearing their ugly heads in widely disparate manners, off and on over the past 20 years. In fact, I’m now having midlife crises that are repeats of previous crises.
Example: After a fairly successful knee surgery last month, I decided to buy some new BMX bikes and go riding again, the same way I did back in 2001 or thereabouts. Last time, my partners in this ill-advised venture were a bunch of Bolivian pro BMX racers whose constant orbits around my house combined with the glossy presence of a CL55 AMG and an Audi S8 in my driveway to convince my neighbors that I was involved with the cartels. This time, my main homeboy is my seven-year-old son, newly mounted-up on a watermelon-green Sunday Primer 16 skatepark bike.
The last time I got this serious about riding, I bought a Nissan Frontier. This time I’ve thought long and hard about doing something similar. True, I have a very nice Tahoe Z71 as part of the dowry from my recent marriage, but driving anything as profoundly elephantine as a Tahoe depresses the hell out of me. What to do?
In Part One of this minitruckin’ history, we covered how the Big 3 provided their dealers with “captive import” minitrucks from Mazda, Isuzu, and Mitsubishi during the Seventies. By 1975 or thereabouts, both GM and Ford were convinced that the small-pickup market was not a fad and began digging their own products out of the parts bin.
The Chevrolet S-10/GMC S-15 was a sort of truck version of the A-body (later G-body) intermediate. While it’s not dimensionally identical to the older sedans, it’s possible to swap much of the running gear between those two vehicles, particularly ahead of the firewall. The Ford Ranger arrived a few months after the S-10, a few inches smaller in most dimensions and looking remarkably ungainly compared to its sleek GM competitor. Those of you who followed the minitrucking hobby in the Nineties will recall that the Ranger was conspicuous by its absence; “domestic” minitruckers were almost exclusively loyal to the S-10/S-15. Part of that was due to the Twin-I-Beam’s reluctance to accept a lowering kit and/or airbags, but much of it was the Ranger’s hokey, hick-ish appearance compared to the S-10.
So what did that mean for the captive import trucks?
I was having a conversation with a female friend a few weeks ago and she admitted to having “fooled around” in no fewer than four different brands of minitrucks during the Nineties and Oughties. I suppose in her case that would be the Noughties — but that’s besides the point. I should also mention that the fourth “minitruck” was really a Colorado, and the incident in question happened fairly recently.
“There’s always some kind of stick shift in the way, in those little trucks, you know?” she said.
“Those are the little crosses that empowered young women have to bear,” was my response.
The conversation could have gone in any number of directions from there, but where it actually went was to A Brief Discussion Of Mini-Trucks In America, 1970-2010. I thought it might be a conversation worth having with all of you, as well, because it showcases a rather unique phenomenon in American automotive history.
Latest Car ReviewsRead more
Latest Product ReviewsRead more
- MaintenanceCosts I was reading, bobbing my head along, thinking "$5000 and whatever it costs to throw in a 1.8 gasser and we have a winner," and then you have to harsh my mellow by sharing the seller's delusions of grandeur.
- MaintenanceCosts They can't keep selling through the current hodgepodge mess of desperate or disreputable dealers. Somehow the sales model has to change. Whether they become the Don Quixote that tilts at the franchise-law windmill to sell direct, or they cut a deal to get into another OEM's dealer network, something has to change.They've always been able to engineer competitive cars when they want to, but they haven't had a reasonable way to sell them since the Chrysler tie-up ended.
- Sgeffe There’s a guy on YouTube who owns several Oldsmobile Diesel-equipped vehicles, including an A-Body with the 4.3 V6. Might be the Chevy.IIRC, Adam Wade on the “Rare Classic Cars” channel stated that this engine was also available in 1985 only in the redesigned C-Bodies (98 Regency, Electra, DeVille/Fleetwood).
- Tassos It's a GREAT value, but what, if any, profit will GM make from this vehicle? When it prices it at only $30k, while the much smaller and much CRAPPIER FIAT 500E goes for OVER $40k????
- Tassos The consumers (not the "market") DO trust EVs, but those that are superior and well-priced,THey buy millions of TESLAS and very few copies of all the other dozens and dozens of LEGACY BEVs.Makes sense to me. None of these experienced makers have YET succeeded to design and build a better Tesla, that is ALSO PRICED COMPETITIVELY.