Pickup Showdown: Which Truck is King?

5-Pickup Showdown: Which Truck is King?

The newest trucks not only get the job done, but also deliver better fuel economy than ever before. We spent some times with these big machines to find out which is the best of the beasts.

By Ben Stewart

Full-size, light-duty pickup trucks are incredibly versatile machines. Not only can they move heavy payloads and tow massive trailers but their engines a potent enough to deliver near muscle car thrust. And thanks to light-weighting techniques, new transmissions and a focus on aerodynamics, these trucks return respectable fuel economy numbers too. PM has spent time in just about every configuration of these new trucks. Here's our take on what makes them great—and what needs a little improvement.

Chevrolet Silverado and GMC Sierra 1500



Full-size trucks today are redesigned and refreshed every few years, and new powertrain or trim updates can happen every two-to-three years. That keeps trucks—and the truck industry—both competitive and exciting. The current versions Chevrolet Silverado and its mechanical twin the GMC Sierra were last made new back in 2014. Last year GM updated both trucks with a fresh grill and headlamps but under the skin, the trucks remained unchanged. And that's okay.

The GM trucks offer a robust full-boxed frame and a soft suspension that contributes to a supple ride. On freeway sections that provoke suspension hop, the GM trucks remain more composed and soak up the uneven terrain better than most of their competitors. However round town, the GM trucks feel a little big and that soft suspension contributes to handling that's a bit less agile than some others.

Unlike archrival Ford, GM is sticking with non-turbocharged powertrains. In fact, the majority of the trucks it sells still have a big V8 under the hood. The standard V8 is a 5.3-liter block with 355 hp and 383 lb-ft of torque paired to a 6-speed automatic. The popular Crew Cab 4WD configuration of this truck can tow 9,200 pounds. On a long-distance 300-mile fuel economy test we recorded a respectable 18.9 mpg in one of these trucks. The 5.3-liter is a great engine that feels more powerful than it actually is.  

However, if there's a hunger for more power and torque, a larger 6.2-liter V8 is available for about $2,500 paired to an 8-speed automatic. This combination puts down 420 hp—more than any other truck in the class. A Silverado with the 5.3-liter V8 certainly isn't slow, but the 6.2-liter transforms the Silverado into a real 4WD sport truck. The acceleration is just awesome.

Our friends at Car and Driver tested one and clocked it to 60 mph in just 5.7-seconds and through the ¼-mile in 14.3 seconds at 98 mph. Those are seriously quick times for a nearly three-ton 4WD truck. A Crew Cab 4WD 6.2-liter Silverado returned 18.7 mpg on that same long-distance mileage loop. And that proves that even with the larger engine, the GM trucks can return excellent fuel economy. GM offers a Max Trailering Package that includes a stronger 9.75-inch rear axle and boosts towing capacity to a solid 12,500 lbs—best in class for 2WD crew cabs.

GM's four-wheel drive systems work well and opting for the Z71 package boosts performance somewhat. It includes heavier duty Rancho shocks, skid plates, hill descent control and a unique Eaton automatic locking rear differential that locks the axle shafts together when one of the rear tires begins to spin. However, the low-hanging fascia and airdam along the bottom of the truck's nose means the truck's bodywork becomes a dirt plow when travelling off road. It can compromise the truck's capability in seriously rough terrain.

GMC offers its luxurious Denali sub-brand on the 1500-series trucks, and the Denali delivers some great tech like standard Magnetic Ride Shocks (just the like Corvette) and 8-inch color touch screen, heated and cooled leather seats and an available safety package that includes forward collision alert, lane keep assist, and low speed forward automatic braking. Chevrolet's top model, the High Country, offers some of the same equipment.

Pros

—Strong V8 Powertrains

—Excellent Fuel Economy

—Smooth Ride

Cons

—Drives Big

—Limited Off-Road Capability

Ford F-150



A Blue Oval badge has been on the nose of the best-selling pickup truck in the world for each model year since 1976—and that status doesn't come without taking some risks. The current Ford F-150 was made new back in the 2015 model year and it was a quiet revolution. Each manufacturer has a unique roadmap to efficiency, and Ford's route included smaller displacement turbocharged engines and dramatically reduced weight. The latter came from an all-aluminum body.

To date, the F-150 is the only full-size light-duty truck to have a completely aluminum body and bed. At the time of the truck's launch, Ford claimed that move, along with the light-weighting of other components, saved 700 pounds over the old F-150.

Ford offers naturally aspirated V6s at the bottom end of the power scale and it still offers a 5.0-liter V8 toward the top of the range. But the company's twin-turbocharged V6 engines have proved wildly popular and they anchor the heart of Ford's lineup. The 2.7-liter Ecoboost V6 will deliver a solid 325 hp and 400 lb-ft of torque for 2018. That's 25 more lb-ft of torque over the 2017 version of that engine.

But the powerhouse of the lineup is the 3.5-liter Ecoboost V6. For $2,595 it generates 375 hp and 470 lb-ft of torque. That's the most torque of any light-duty full-size truck and it allows some versions of the F-150 to tow a 12,200-pound trailer. Nearly every motor in the lineup uses a new 10-speed automatic. That's more gears than any transmission—in any pickup. But perhaps the biggest news is that in 2018, Ford will offer a new Power Stroke diesel V6.

We've spent time in F-150s with the Ecoboost V6 engines under the hood and both are very potent. The 2.7-liter V6 might be small but it makes for a very quick truck. It pulls hard without any soft spots in the rev range. The twin-turbos create a wall of torque hits right away. And the $995 2.7-liter Ecoboost comes with an engine start/stop function which helps fuel economy around town. On our 300-mile mixed terrain fuel economy test route, an F-150 Supercab 4X4 with this engine and the old six-speed automatic delivered 18.5 mpg. That's right around the same number we saw for Chevy's big 6.2-liter V8.

So as good as it is to drive, we didn't see a huge fuel economy advantage to this small turbocharged engine. The 3.5-liter twin-turbo V6 is strong and Car and Driver clocked one to 60 mph in 5.7-seconds and through the ¼-mile in 14.4 seconds at 97 mph. That's nearly as quick as Chevy's 6.2-liter V8.

The F-150's feathery weight and its light steering, make it feel particularly nimble around town. The tape measure says this is a full-size truck, but from behind the wheel it responds more like a midsize. We found every version we've tested to be easy to hustle quickly through a good canyon road. It makes other full-size trucks feel a bit lethargic by comparison. The ride is relatively firm, which probably contributes to the truck's agility.

Ford offer its FX4 off-road package on the F-150 which is a worthwhile option for just $770 and includes an electronic locking differential, off-road shocks, skid plates, and hill descent control. But the star of Ford's F-150 lineup in terms of off-road capability is the F-150 Raptor. The Raptor is an off-road specialist with increased wheel travel, larger tires, and a revamped version 3.5-liter Ecoboost V6 with a stunning 450 hp and 510 lb-ft or torque. Car and Driver clocked a Super Crew Raptor to 60 mph in just 5.1 seconds. This is truck that can cruise rough fire roads at double the speed of any other 4WD truck and has a suspension that's built to soak up just about anything. It's an off-road animal and has no peers. This is the most fun and off-road capable full-size truck available by any manufacturer. Downside? The Raptor returned just 14.5 mpg on our fuel economy test.

The F-150 is perhaps the most tech-forward of all full-size trucks. It's the only one that offers adaptive cruise control, and Ford offers a smart Pro Trailer backup system that allows you to turn a small knob on the dash and use cameras to perfectly lineup the trailer and hitch. To make life loading and unloading the bed a little easier there's an optional slick fold-out tailgate step. For audiophiles, Ford has a new high-end Bang & Olufsen sound system available as a cherry on top.

Pros

—Strong Turbocharged V6 engines

—Exclusive Technologies

—Agile Handling

—Class Leading Raptor Off-Road Model

Cons

—Firm Ride

—Low Fidelity V6 Soundtrack

Ram 1500



Ram's light-duty 1500 has one of the most distinctive designs in the truck world. It's forward-canted headlamps and grill evoke styling that harkens back to the muscle car's glory days of the late 1960s and early 1970s. Yes, it's a tough look. But beneath that sheetmetal, the Ram is one of the oldest full-size pickup trucks. The Ram was last made new for the 2009 model year—only Toyota's Tundra is older.

However, Ram's 1500 was a leader when it arrived. The truck's engineers decided to ditch the old-school leaf-spring rear suspension and replace it with a more sophisticated five-link coil design. To date, Ram is the only full-size truck that uses this setup. And it means Ram can offer airbags to replace steel springs as an option—for an adjustable, load-leveling suspension system. That makes the Ram unique amongst its peers and perhaps the smoothest-riding of all full-size pickup trucks.

Ram has long been the only one to offer a turbodiesel engine. Only now, for the 2018 model year, is Ford joining Ram with their own diesel. Ram's 3.0-liter Ecodiesel V6 develops 240 hp and 420 lb-ft of torque and is paired to an 8-speed automatic. The torquey and fuel efficient engine returned an excellent 26 mpg on our 300-mile fuel economy test—better than any other full-size truck we've ever tested by a wide margin. Some Ram 1500 models with this engine can handle a 9,210-pound trailer, however our crew cab 4WD model was limited to 7,690 lbs.

The diesel is a great motor but at $4,270, it's certainly not inexpensive. So, most buyers will select Ram's $1450 Hemi V8. The 5.7-liter V8 develops 395 hp and 410 lb-ft of torque and also uses an 8-speed automatic. The V8 is an old soldier for Ram, but it's a strong one. A V8-powered Ram 1500 is a quick to be sure. However, the maximum towing capacity for the Ram 1500 is capped at 10,640 lbs. That's lower than the maximum towing capability offered by GM and Ford.

Ram doesn't offer a Raptor-level off-road model, but the company does come closest than anyone else. The Rebel model has a one-inch taller suspension and aggressive look and big 33-inch tall tires. All Rebel models have an air-bag suspension that allows the truck to raise or lower for certain drive conditions including an off-road mode. We spent a week testing this truck and found it to have an incredibly supple ride—better than just about any new full-size. It also felt nimble and athletic on any terrain. The only downside is that burly V8 and those big tires hurt fuel economy. We averaged just 16.4 mpg on our 300-mile route. No doubt one of the less off-road focused Ram models would deliver a number more comparable to Ford and Chevy.

Ram offers an incredible 11 different trim levels for the Ram 1500, ranging from the work-grade Tradesman all the way up to the new luxurious Limited Tungsten which includes just about everything in Ram's playbook. One exclusive option that Ram offers on its pickup is the Ram Box cargo management system. The Ram Box offers lockable bedside storage while still maintaining an open pickup box. It's a brilliant way to lock away gear or equipment.

Pros

—Handsome and Distinctive Design

—Smooth-riding Coil or Airbag Rear Suspension

—Rebel Off-Road Model

—Fuel Efficient Diesel

Cons

—Old Chassis and Powertrains

—Limited Towing Capacity

Nissan Titan



Nissan's first-generation Titan, came out swinging in 2004 with robust V8 power and dirt capability that was better than anything in its class. As good as it was, Nissan's big pickup remained unchanged for more than a decade—so sales slowly dropped from an annual high in 2005 of almost 87,000 trucks down to a trickle of just 12,527 in 2015.

When it was finally time to redo the Titan, the company knew it had to offer a unique spin on the full-size formula—a philosophy that would set them apart from the established leaders. Nissan's solution was to create two separate Titan trucks, a heavily revised light-duty Titan and another all-new Titan XD that bridged the gap between a ½-ton and a traditional heavy duty.

The Titan and the Titan XD might share the same sheetmetal, cabs, and interiors but beneath the shiny side, they are different trucks. In fact, they don't even share lug nuts. The XD uses an all-new full-boxed frame with noticeably taller and thicker rails to handle more payload and trailer towing. The XD, with its Cummins turbo-diesel V8 and Pro-4X off-road package can tow a 12,000-pound trailer.

The frame underneath the lighter Titan is an evolution of the one used in the previous truck. And like the XD—it's fully boxed. Of course, the engineering team made of significant improvements in this new Titan over the old model. And moving to hydraulic rear cab mounts, was a big one. They were able to noticeably cut-down on noise and vibration. The light duty Titan with the Pro-4X off-road package can handle a 9,230-pound trailer.

The Titan and Titan XD drive like completely different vehicles. The XD is 800 pounds heavier than the regular Titan, and it feels heavy maneuvering the big truck around town. But the XD is built to move serious loads and it rides a bit rougher. The Cummins diesel is torque rich, delivering 550 lb-ft of torque down at 1,600 rpm through a six-speed automatic. However, around town, this engine feels sluggish with lazy throttle response. On our 300-mile fuel economy test, the diesel returned a lackluster 14.6 mpg.

The lighter-duty Titan comes with a revised version of the strong-running 5.6-liter V8. It delivers 390 hp and 394 lb-ft of torque and comes connected to a 7-speed automatic. Only Toyota includes a V8 as standard equipment. The Titan moves out well and is really quite fun to drive. Car and Driver found that it accelerated to 60 mph in a respectable 6.4 seconds. The downside to all that joy is lower real-world fuel economy numbers. On our test, the Titan returned 16.8 mpg. That's quite a bit below the numbers we saw for both Ford and Chevy.

Four-wheel drive capability is something that Nissan takes seriously. So, both the Titan and Titan XD can be equipped with an excellent Pro-4X off-road package. On both machines, that includes generous skidplating, an electronic locking rear differential, large tires and Bilstein shocks. We also found both models had the ability to crawl, tractor-like, over some surprisingly challenging obstacles.

On the inside, the two Titans share the same interior, and though these trucks were redesigned very recently, Nissan took a conservative route to interior furnishings. For example, the knobs and switchgear look dated already and the Titan's 7-inch screen is a bit smaller than the competition.

Pros

—Standard Powerhouse V8

—Two Levels of Capability (Titan and Titan XD)

—Excellent Off-Road Package

Cons

—Thirsty Engines

—Uninspired Interior

—Firm Ride

Toyota Tundra



Toyota hasn't had an easy time breaking into the full-size pickup club. The first ones were great pickups. But their dimensions said midsize—not fullsize. When Toyota super-sized the Tundra in 2007, it seemed like they finally had the right formula. In that first year, they moved nearly 200,000 of them. That's a big number. Credit the powerful 5.7-liter V8, the roomy interior or its hauling capability. It appeared Toyota finally cracked the code.

Yet the Tundra was never able to match those lofty first-year sales. Ten years later, the Tundra hasn't really changed with the times—it's the oldest full-size pickup design on the market. In 2014, Toyota gave the Tundra a mild facelift with a new grill treatment, but the basic bones of the truck remain the same.

Toyota has gone to an all V8 lineup. The standard engine is a 310 hp 4.6-liter V8 with 327 lb-ft of torque. A worthwhile option ($1,270) is the healthy 381-hp 5.7-liter V8 that generates 401 lb-ft of torque. Both engines are paired to a six-speed automatic. A regular cab 2WD Tundra with this motor is rated to tow 10,500 pounds. That 5.7-liter V8 might be old but you'd never know from behind the wheel. It feels great, especially when optioned with aggressive 4.30:1 axle gears, and Toyota includes a sport mode in its transmission which helps make this an athletic truck.

You end up driving hard quite a bit of the time, simply because it's so much fun. But on steep grades, the transmission hunts for the right gear and downshifts often. Perhaps that helps explain why it delivered just 14.3 mpg on our test—that's lower than any full-size we tested.

The Tundra's cab is cavernous, and the huge CrewMax crew cab model provides over 42-inches of rear seat legroom. Translation? It's very comfy. But it also feels a little old. The switches and stalks upfront don't have a quality heft to them. However, the seats are very cushy, there's plenty of storage space, and the 7-inch touch screen was easy to use. The Platinum and 1794 models (named after the year in which a Texas ranch was founded on the grounds of the factory that builds the Tundra) offer luxury amenities on par with others in the class.

Toyota trucks have a rich off-road history, and in 2015, the company's in-house skunkworks Toyota Racing Development (TRD) brought us the Tundra TRD Pro with unique springs and slightly improved wheel travel at both the front and rear suspensions. The TRD team worked with Bilstein to develop new, heavier duty shocks with unique valving. The result? The Tundra TRD Pro and cruise along rough off-road desert trails delivering excellent comfort for everyone in the cab. Unfortunately, the Pro doesn't include an electronic locking rear differential in the package, and that's something off-road traditionalists value.

Pros

—Standard V8

—Roomy Cabs

—Excellent Off-Road Model

Cons

—Oldest in the Class

—Low Fuel Economy