The 2020 Ram 1500 Crew Cab is the most robust pickup segment, offering 7,680 pounds of payload capacity. The 2021 Ram 3500 follows with 7,442 pounds of payload capacity, while the 2021 Silverado and Sierra 3500HD trail with 7,442 pounds. The 2018 One-Ton Heavy-Duty Truck Challenge ranked the best full-size pickup trucks based on 200 data points encompassing acceleration, handling, comfort, cargo space, fuel efficiency, value, and enjoyment.
The 2016 Ford F-150 SuperCrew leads the fullsize crew cab with 43.6 inches of rear legroom. The 2024 Ford Maverick, now in its third year, tops the list with an overall score of 8.3/10. The Silverado 1500 and Sierra 1500 have more than 2 inches of headroom and over an inch of legroom, while the Ram 1500 provides the most front-seat hip room and rear-seat legroom.
The Ram mega cab, the largest cab in its class, has 7.6 cubic feet of luggage capacity and 72.2 cubic feet of maximum cargo capacity within the truck. The Dodge Mega Cab RAM 3500 is a recent contender for the title of the biggest pickup truck.
The Jeep Gladiator (38.3 inches) is the midsize truck with the most legroom, while the full-size truck with the most legroom is the Ram 1500 (44.8 inches). The F-150 ext cab has more rear legroom than the Tacoma crew cab, and with each having 6/6.5-foot beds, the F-150 is only 6″ longer than the other trucks.
Automakers have been offering their trucks with nicer interiors than ever, borrowing inspiration from seating, premium upholstery, and great technology from other manufacturers. In the market for a 1-ton pickup truck, it’s essential to choose the right truck for your business needs.
📹 Think A One Ton Truck Is Big Enough? What Are The Differences And Why You Might Want A 550 or 5500?
We built our overland truck camper on a singled-out flatbed Ram 5500 because a one-ton truck just wasn’t big enough. In this …
Which pickup truck has the biggest interior?
In the -ton segment, GM offers the most front-seat head- and legroom, with the Silverado 1500 and Sierra 1500 having the most headroom and legroom. Ford’s F-150 offers the most front shoulder space and rear seat headroom, while the Ram 1500 provides the most front-seat hip room and rear-seat legroom. Chevrolet, GMC, and Ford share a common cab between their -ton and HD products for 2020, meaning GM provides the most front-seat leg- and headroom.
Ford’s Super Duty pickups offer the most rear-seat leg- and headroom, while Ram’s 2020 HD trucks carry over cab dimensions from the previous generation. Both Ford and GM trucks best Ram’s Mega Cab in rear-seat legroom, but lack the enormous amount of space behind the rear seat.
Which truck has the roomiest cab?
The Ram mega cab, the largest vehicle in its class, has a maximum cargo capacity of 72. 2 cubic feet and can accommodate up to seven passengers. Additionally, the vehicle offers 6 cubic feet of luggage storage, with storage containers situated beneath the rear seating area to prevent cargo from encroaching upon the rear seating space.
What is the best 1 ton pickup truck?
This comprehensive guide outlines the top models of 1-ton pickup trucks, focusing on their power ratings, payload capacity, and other factors. A 1-ton truck is a vehicle that can carry a maximum of 10, 000 pounds, including passengers and cargo. The classification has evolved over time, as many models can carry more than that. The actual weight of a vehicle or trailer, including occupants, fuel, fluids, aftermarket body and equipment, and loaded payload weight, is considered a variable factor as it can change due to factors such as fuel consumption and the number of occupants. The Kelley Blue Book Ratings for these models range from 4. 5 to 4. 5.
Which mid-size truck has the most room?
The 2024 midsize trucks with the most legroom are the Jeep Gladiator, Honda Ridgeline, GMC Canyon, Chevrolet Colorado, Ford Ranger, Toyota Tacoma, and Nissan Frontier. The Jeep Gladiator has the most legroom at 38. 3 inches, followed by the Honda Ridgeline with 36. 7 inches in the second row. The GMC Canyon is the third most legroomed truck, with 34. 7 inches. The Honda Ridgeline has the second most legroom at 36. 7 inches. The Jeep Gladiator is the most spacious midsize truck.
What full-size pickup truck has the biggest backseat?
The 2024 Ram 1500 Crew Cab offers the most spacious second-row accommodations in the U. S. market, with nearly 2 inches more legroom than the nearest competitor. With ample bed and trim options, there’s a Ram 1500 Crew Cab to suit almost anyone. The 2024 Ford F-150 also requires the Crew Cab option for maximum second-row legroom. The 2024 Chevrolet Silverado 1500 Crew Cab is less than one-quarter inch behind the F-150 in second-row legroom and has superior towing, payload, and off-roading abilities. Trail tamers will appreciate the Trail Boss or ZR2 models, while those seeking luxury will enjoy the High Country.
Which truck has most space?
The Ford F-150 SuperCrew is the current class leader in rear legroom for full-size trucks, followed by the Toyota Tundra CrewMax. The Nissan Titan and Chevrolet Silverado Crew Cab are a few inches from leading the class, despite the Silverado being new for 2014. The F-150, Titan, and F-150 are close on rear headroom and shoulder room, while the Tundra lags behind. The F-150’s dimensions top rival trucks in large crew-cab pickups, but only a few inches separate each pickup, making it easy to fit the whole family in any large, crew-cab truck. Midsize trucks are available in the Nissan Frontier and Toyota Tacoma, with new models, the Chevrolet Colorado and GMC Canyon, due soon.
What is the #1 full-size truck?
In its assessment of the United States market, Edmunds has identified the Ram 1500 as the most highly ranked large truck. This is consistent with the prevailing market dynamics, wherein full-size pickup trucks are the most popular vehicle category.
What is the number 1 selling mid size truck?
The Toyota Tacoma pickup and Jeep Gladiator are the top-selling pickup trucks in America, with sales reaching 235, 000 units in 2021. New light trucks and SUVs generate $5. 90 in sales revenue for every $1 they generate. In the US, new registrations of light trucks and SUVs reached 12 million in 2019, while pickup trucks saw a 20-fold drop in units from 2020 due to supply chain shortages, particularly for computer chips required for these vehicles. In 2021, pickups were around 2. 1 million units, a 20-fold drop from 2020.
What is the most sold full-size pickup truck?
The Ford F-Series pickup is the most popular truck in America, with sales of approximately 748, 000720, 000 in 2021. Other popular pickups include the Chevy Silverado, Ram, and GMC Sierra. New light trucks and SUVs generate $5. 90 in sales revenue for every $1 they generate. In the US, new registrations of light trucks and SUVs reached 12 million in 2019, with pickup trucks accounting for about 2. 7 million in 2022 and 2. 8 million in 2023. However, pickups saw a 20-percent drop in units in 2021 due to supply chain shortages, particularly for computer chips required for these vehicles.
What pickup has the largest interior?
In the -ton segment, GM offers the most front-seat head- and legroom, with the Silverado 1500 and Sierra 1500 having the most headroom and legroom. Ford’s F-150 offers the most front shoulder space and rear seat headroom, while the Ram 1500 provides the most front-seat hip room and rear-seat legroom. Chevrolet, GMC, and Ford share a common cab between their -ton and HD products for 2020, meaning GM provides the most front-seat leg- and headroom.
Ford’s Super Duty pickups offer the most rear-seat leg- and headroom, while Ram’s 2020 HD trucks carry over cab dimensions from the previous generation. Both Ford and GM trucks best Ram’s Mega Cab in rear-seat legroom, but lack the enormous amount of space behind the rear seat.
📹 2018 One-Ton Heavy-Duty Truck Challenge— PickUpTrucks.com
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Tom, I noticed you are running synthetic winch line with a cable fairlead. As an off-road guy with plenty of winch pulls, I would strongly recommend either switching to wire rope (cable) or switching your fairlead from a roller model (designed for wire rope) to a hawse type fairlead. I won’t get into the endless debate over synthetic versus wire rope 🙂 but I will say you run the risk of your current fairlead shredding your synthetic line, which could then fail under load. Overall, an awesome rig, and I totally understand why you elected to go with a heavier-duty platform for this particular application. Happy travels!
This has got to be your BEST article… I’ve been trying to figure out what to do in my situation; I have a 5th wheel but want to go the TC route. Now I know what to do, never even thought about a 4500 flatbed. I just have to figure out a good tie down system and getting the correct electric jacks as I’m full-time and need to offload truck camper… Awesome article can’t wait for more… Al ✌️
Insofar as “commercial insurance”, are you not making your “living” with your travels, and therefore, your vehicle(s), 5th Wheel and truck camper are business related assets, so going commercial/business insurance seems to be not only required because of the truck, but also advantageous for MotM… Cheers from the Nearly North, hard by Georgian Bay, Ontario, Canada!
I’m assuming based on what I’ve seen that dropping the camper at a site and being able to use the truck without it is not an option. The ability to leave the camper behind is the only reason I am looking at one to replace my travel trailer, rather than a robust class B or C. Definitely an interesting build and will follow along!
A couple of questions – First off on which sites did you search for a singled out truck ? I’ve tried the general sites but can’t find anything like your truck. Also how would you have your tire changed if you were off road or for that matter on the highway ? Each tire looks as if its in excess of 100 pounds or more and I believe very few commercial truck facilities would even be able to handle it. I am thinking of upgrading as you have done from my RAM 3500 HD to a RAM 5500 and prefer single wheels rather than dual but on the other hand it would seem much simpler for repair and service to stay with the standard dual rear wheels. What drawbacks with the dual rear wheels prompted you to go singled out ? The ks – Really enjoy the website
Nice rig.! I have a winch but I have never used it to get myself unstuck. I used it several times off road to get trees off the forest road that have fallen. I have used it once to get someone else unstuck though. Comes in handy when you need it. I would get an air compressor mounted in a combination toolbox and external fuel tank by Transfer Flow Inc. with a quick connect fir the hose. There are other nice brands though too. You can then air up easier coming back onto pavement.
Great Vid Content, I can completely identify because i have one = 2018 Ram 5500 6 sp man 4.88 stock gears & motor, duel 220 amp alternator . Super single Hutchison bead lock wheels . “I extended my front AEV flares another 4″, easy to do, i think i have a vid ( they are very rookie vids ) Your Mod’s are whats providing you with the great miles per gal. You have a beast of a truck and very lucky to have gotten it with a 6sp., they are extinct . In 4 low 1st gear, it becomes a tractor ! ” Alpha Truck House / Wild & Free … ~peace~
Great stuff…just subscribed after my truck camper buddy in Idaho recommended ur website. Question: What source did you use to locate a used 5500 with the SRW conversion? I’m using truck paper and autotrader…any other recommended sources? Awesome content…really looking forward to the custom storage you are planning for the sides as an alternative to a prebuilt like sherptek. Thanks again!
I wish people would please STOP confusing medium duty trucks and Commercial vehicles. ‘Medium Duty’ is just a weight class. ‘Commercial’ means you use it to generate taxable revenue. Very small cars are often used as ‘Commercial’ vehicles by Taxi services, and 1/2 ton pickups can be ‘military’ vehicles. Full sized buses and Heavy duty Semi trucks are used as ‘Recitational Vehicles’. Please stop confusing ‘Weight Class’ and ‘Commercial’ use. They are totally separate classifications. I have a 5500, and it is registered and insured as a Private vehicle, as I use it to tow my RV.
The 2021 Ram 5500 cab and chassis has a recall for a rod going through the block problem. It’s a software issue, the engine runs a lower oil pressure at startup to speed up warm up. This resulted in burning up the rod bearings. Yes crazy but true. The good news is they can just reflash the truck, bad news is you don’t know what damage has already been done.
An emission delete would give you 35 to 40% more power and around 16 to 18mpg hauling. And 25+ unloaded. A 5500 is overkill for what you nneed. A few upgrades would have had you’re older 6.7 out performing that 5500 and saved a ton. All you have is a tad sturdier frame. You could have upgraded gears in the older truck and saved tons and had the same thing..
Adding to the comments about the commercial aspect of the truck, check jurisdictions before you enter, as they may require a commercial driver’s licence, or CDL, and you might also be required to run a log book as well. This could prove to be a very expensive lesson roadside (as in stopped by the local law enforcement types).
I have a RAM 5500 CA84 with a Knapheide flatbed and a Eagle Cap 1165 camper. The problem with flatbeds is they are designed for downward pressure and not upward. I talked with Knapheide and several other flatbed manufactures about the best way to tie down a 6000 pound camper and they all said that they don’t recommend tying the camper to the flatbed because in rare conditions you can have a large upward force on the flatbed. My solution was to used an 8ft H-Beam and two 24 inch u-bolts that go around the frame and tie to the H-Beam which is on the top of the flatbed. I then put very large D-Rings on the H-Beam to tie down the front of the camper. For the rear I used a square steel tube the same size as a TorkLift tiedown and tied that into the rear hitch setup. That way I can use my TorkLift tiedown inserts for the rear of the camper. In the future I plan to weld together a setup I can bolt to the frame that will sit under the flatbed. Since I have an 11ft bed you still need something on the bed to keep the camper from sliding forward in a sudden stop. The H-Beam is currently doing that and I figure something out when I modify the setup in the future. With an 11ft bed I have room in the front for a Honda 3000i generator and another fuel tank.
Love the truck and the idea. However this truck is still highly modified. I though the idea of getting a 4500/5000 is that it’s all ready to go, no need to modify to carry the weight of a large truck camper and supplies. If I have to modify the 4500/5500, might as well just modify my 3500 and save money no?
You should have your engine computer reprogrammed to meet your needs. A detuned engine is a choked engine. The only difference between your 5500 and 3500 engine is computer programming. There are many things you can do to the drive train of the 5500 to meet your needs. Keeping it’s work truck configuration for what you plan on doing with it is only blowing dollars out of the trucks tailpipe. Find a good reputable diesel shop. They can point you in the right direction for what you need the truck to do for you. Good luck and be safe in your travels.
On an F-350 you can swap axles from a 450 or 550 Pickup (Not cab/chassis – but models that came with a regular dually bed). Solid axle swaps are all bolt on, no welding or cutting required. Dunno about the dodge or chevy stuff. One of the reasons I love the ford, they kept the trucks very similar between truck series. Kinda of the best of both worlds. Power rating of the Light duty, axles from an MDT.
I currently have an F550 I purchased new in 17. I have been pulling a 43’ toy hauler. I now want to down size to a truck camper. I have spent tons of time thinking about the super singles. I for sure want to go that way. I am in search of the right camper. Yes. My toy hauler will be for sale soon. Along with the 16 CVO Street Glide.
Can you do a article with links or a blog with links about your truck modifications? I’m researching them, and it is possible to find them, but definitely a lot of time in. I’m personally interested in your engine and transmission mods, how you found them, why, and where to get them done. As well as costs of the mods as well.
Speaking of commercial vehicles (19:18): do you ever have problems from having your business logo on any of your large vehicles? It seems like authorities could use that as probable cause to pull you over because they are seeing if you are doing commercial activity in a commercial vehicle. I’m curious how often that would happen because I would like to paint my logo on the side of my commercial looking motorhome.
I’ve done a whole lot of research on medium duty trucks lately, and here’s what GM says about their 4500-6500 series chassis cab trucks. The major difference is in the suspension systems, which are progressively beefier as the trucks get larger. Engines, transmissions, frames, etc. are all basically the same, but the heavier suspension systems allow for greater payload weights.
Awesome rig ! Not to be negative or anything but do you feel the amount of off-roading you can do in this vs someone with a 3/4 ton or 1ton with a similar camper varies ? I feel all trucks can handle the basic forest service road style of off roads and anything more off-road then that is a risk in all set ups no matter the truck class, because of the design of truck camper and it just being up so high, is this true I would like your opinion ? Sorry if it’s a dumb question I’m new to all of this.
Could you please recommend the best truck for a 2013 Livin’ Lite / Camp Lite CLTC10, 2,190 lbs/ slide in truck camper? Brochure requires a 3/4 ton (or higher) 8 foot bed and I’m partial to dually as the back end squats with full tanks. I would very much appreciate any help from anyone in the know. Thank you so much.
I’ve been following your post now for about2 month’s now and your presentations are very excellent. I’m leaving for Alaska from Palm Coast Florida in my F350 Platinum and it’s a 2014 an old couple had it with only 180,000 miles on it. It’s never been on a dirt road it’s in brand new condition. I have a Newcamp Cirrus 820 on it. It weighs 2900 empty. I took it on a short 2500 mile trip and it handled incredibly well. It’s not a dually. It’s funny that you bought yours in Alaska I told my wife that if someone offered me over$100,000 for it in Alaska I would sell it. That remains to be seen because I love it. I’m a retired Navy Photographer so I will be photographing the trip stay tuned..
The 5500 has the turning radius of the USS Missouri. I am interested in this series. It reminds me of an Earthroamer. This rig is going to be a beast. I am interested in how “Off-road” worthy it really will be. In the off-road world weight, width, break-over angle, and center of gravity are very important. I look forward to seeing how this works out.
Been here done this, actually a Ford F750 on 22.5 tires @ a 30K weight rating is less expensive. With options to air up brakes, 120 psi steel frame. Only thing is, Ford is selling every one they make at full price,,, not a good time to buy 550-F750’s no discounts. Nice trans on both tho, very sexy trucks @ full price. Would like you to actually look,,, at a F750 chassis suspension, craw underneth. And understand why it has 22.5 rims with 15 inch brakes. With a giant ass steering box included in design. Note, Ford tops out @ F750 in 30 k suspension. Musk is right, physics is the limit, everything else is an option. Note tho, neither can lock a dully in Alaska with chains,, hmmm.
Great article, very complete and thorough. I’ve been struggling with going with a bigger rig like this, but have 2 main concerns; 1. its drivability/comfort for long days on the road, ie. loaded and empty ride harshness, and tire noise? I’ve had trucks with noisy tires and the relentless noise was exhausting after a long day on the road. 2. How does this trucks extra width affect it’s trailability? – Would you have been able to go on the same, less or more trails in Alaska with this truck as you did with the dually Ford you travelled with there? Thanks in advance for your thoughts on these concerns and keep up the good work.
I’m Taking U Too School The front end is called a Wide track front axle 🤔 witch is a larger axle then the normal 1 ton,,,The conversion that’s on the truck there several aftermarket places that build them Most popular is Dbl Design LLC from TX I own a 2013 F450 cab/chassis crew cab,I bought my truck for the towing 9000lbs on my flatbed and I can tow up to 40,000lbs I run 4:88 gears full lockers manual 4wd on the floor and it’s a 6.7 diesel 10.2 mpg and 1100 miles I have 2 fuel tanks,I use my truck as personal I have personal plates,gieco insurance not registered as commercial 80mph is all I can do automatic and I run a pedal monster
Or someone else that Trump might not be commercial use. But actually I’m sure you are using it for a tax deduction in your business making these articles. Therefore for you you said actually is still a commercial vehicle, and would require commercial insurance. For someone not making a living with it, If they could manage to more or less permanently mount the camper to the frame, there should be a way of re-registering it as an RV.
Wow, talk about terrible reporting. What gear sets were in each truck? What engine was in ram, the HO cummins or non? What transmission was in the Ram? 4×4 on all models? I assume tow haul mode was used on each. What about weighing each truck? Listing the max tow rating for each truck. Come on guys. I know you cut down the article to the 7 min mark because youtube tells you that’s what viewers want, but buyers want more! I would have preferred a 3 part series.
7 minutes is not even enough time to explain what these trucks can do. I’m a die hard GM fan and stand by my duramax, but you didn’t even explain the comfort levels of each truck. You didn’t even explain the endless features of the Truck. No mention of Apple CarPlay? Android Auto? What about the power train? What rear end did each of these trucks have. There are different Cumming engine variants. Like this fucking review is half baked.
Bowtie all the way. Had piece of shit dodge rams replaced the gears and trans more than the brakes just towing around groceries for barbecues. and those fords are even worse no power bogging out on a empty 6*12 trailers and the fix or repair daily is a real thing no hate just dont like spending money on cheap China quality shit
Here is what I like and dislike about the test. 1. I like that Chevy has clearly improved the performance of the Duramax in the latest generation of truck. It has always been a rocket, but doing so while towing is more of a challenge. 2. I believe the seats in the Chevy are more comfortable than that of both RAM and Ford. 3. Aside from the more comfortable seating, I’m not sure what in the Chevy would have beat out the Ford interior that would have “left them wanting” with the Lariat Ford since Ford holds a significant Space, Tech and feature advantage. 4. The Chevy truck was their highest “High Country” package vs both Ford and RAM with lower Luxury packages (Lariat and Laramie, not the King Ranch or Longhorn). 5. I would have been interested in seeing what the +/- margins were calculated at. Regardless of these points, I am glad to see the improvements GM has made to their Duramax line of engines.
Why does a 0-60 in a heavy duty or super duty truck matter? They’re big heavy trucks made for towing and work. It’s not a sports car or mid-size truck. They haul a huge load reliably, and that’s what matters. Big deal if the three are separated by a second or few minutes. At the end of the day, if it does everything you ask it to and gets you where you need to go, who cares if you’re a second or minute off in a race. Towing isn’t a race. Unless you feel the need to rush it and risk breaking things, but that’s up to whoever.
Wow!!! Really these guys have always been Chevy/gmc heavy-duty bias and no other truck has ever beat them on this website that’s why I watch tfl truck atleast they do it right and their not bias especially on the Dyno where the Chevy fell way short of the other 2 trucks. I had a Duramax once and kept it 3 months cause it wouldn’t pull very well vs my Cummins and powerstroke and then the Duramax caught fire so now I’m very bias towards ford and ram I’ve had them both and the build quality is there plus the reliability and durability Chevy not so much and the Ram and Ford look so much better than the GM twins. I know people are going to hate on me but until you’ve owned as 3 and beat the hell out of them and the clear winners are the 2 this website never let’s win then you can talk, and I know some will like my comment and it is what it is. Sorry my opinion is this way but everyone has their own opinion and they’ve all had certain luck with one brand or the other when others didn’t and that’s great I’m not bashing on GM I just like the other 2 better.
if you ran this test 10 times you get 10 different results, looks to me like Chevy is sponsoring you. and everyone knows dodge sucks, in the real world, my friends are envious of my f250 and I smoke them pulling smaller RVs than I have up hills. its all in how you drive, I also average about 20mpg in Arizona’s mountain roads unloaded cruise control is a diesels friend.
Interesting, even if awfully abbreviated! Seems to be a different outcome from most of the other respected truck testers on various media outlets. Also interesting how right from the start the Ram performance was predicated buy a “not surprising”, “as expected” etc, almost as if trying to discredit the Rams amazing abilities right from the start. Hummm… could this have anything to do with Ram taking over the #2 in world wide truck sales from GM/Chevy?
Chevy should have been a longbed for this test. According to Ford.com & GM Online Order Guide, there is only a 2 pound difference between the two trucks (Ford F-350 SRW Crew Longbox 4×4 Lariat diesel = 7734lbs. vs Chevy 3500HD SRW Crew Longbox High Country 4×4 Duramax = 7732lbs.). Ford does make more horsepower & torque (450/935) vs L5P Durarmax rated at (445/910). Chevy’s 3.73 gears definitely make a difference. It’s evident the Ford’s increased power made it to the pavement.
So let me get this straight. A SHORT bed Chevy and ALL ALUMINUM Ford are faster then a STEEL LONG bed Ram? Well by Golly I’d hope so! This isn’t an apples to apples comparison. Here’s an idea. Next time you make a serious article, make sure all of the featured trucks are the same cab and BED length please? This article proves nothing except for the fact that the people who find this comparison credible to ANY extent, are complete and utter idiots. I’m willing to bet the Chevy has 4.10 gears while the ram has 3.73s or better yet 3.42 gears. Love all of the trucks don’t get me wrong, but hate the fact that these so called “experts” compare a long bed to short bed truck in terms of speed and miles per gallon when an obvious advantage is taking place with the lighter short bed pick up.
A solid test. Going against all logic I’d still go for the Ram. Lol. The Rams new interior is where I’ll be most of the time and 3 seconds here and there to get up to speed isn’t a big deal for me. I’ll bitch a little about the mpg but with me buying a Latte every other day I don’t have much to bitch about now do I? Ram for me. Wife like Ram too so that’s a wrap.
What a joke cars.com is, they should stick to cars. Duracrap & Powerjoke certainly will win little teenager drag races but they are light duty car engines. Cummins is the ONLY certified medium duty engine. The Powerjoke & Duracrap win little boy car.com ‘tests’ but the Cummins will do it all day long, without strain, year after year. Doubt me… take all three, turn em upside down, remove oil pans & you’ll see how massive Cummins crank, rods & bearings are. Working men, not teenage boys choose Cummins.
All pick up trucks 1 ton in all brands status grade D in USA standard Automotive Engineering law and grade F in Europe standard Automotive Engineering law which USA standard Automotive Engineering law are lower standard than Europe standard Automotive Engineering law. Japan standard Automotive Engineering law are failure to launch in USA, Europe.
They testing bs(spped) that don’t matter to heavy towers. Lol. I personally don’t care about speed with these trucks. If I did, I’d just hop in one of my Mustangs. But I’m about towing when it comes to these trucks. The gm don’t compare to the Ford or Ram in this areas. Thanks for the obvious biasness though. 😂
Very biased. Went with my father when he bought his new heavy duty pickup and we test drove all 3 trucks. Test drove the 3500 Denali Duramax and it had lots of wheel wobble at 30-70. Transmission seemed to shift very hard but it had very good power. Also for 2018 GM decided to lower tow rating to 14k lbs? Seems weak to me for this day in age! Powerstrome Lariat had everything the denali had plus some! For $3k less too. Ride felt just as nice, pull to 80 mph smoother and quicker then the Duramax and interior had LOTS more space! Ram just disappointed in all aspects for the price. Father ended up buying the powerstroke. Best truck out of the 3 for 2018. We are GM fans as well but drove off with the Ford. It is the better truck in our experience in all aspects!
Funny how everyone bashes gm guys for being but hurt when they loose but its ok when the ford and dodge guys do it when they loose. Don’t take it personally. You didn’t build any of those trucks. If it weren’t for those other trucks there would not be a reason to keep improving. We would all drive junk.
Crap article. Vast majority was WOT type testing. Who really drives like that? I certainly don’t and I tow a lot. You are not informing you audience. you are claiming that a truck is better or worse by winning or losing drag races by these small margins. I drove all three in 2017 when I bought my current 3/4 ton. They all three were awesome as far as capability. I never took a stopwatch on any test drive. I had a Silverado for 13 years. Loved it. My new truck is one of the others. Bought it because of style, Seating comfort, negotiated price, ride feel, dealership reputation. Also I’ve been driving and calculating fuel mileage long enough to know anything less than one MPG is meaningless. I run the same route several times a week. It’s not uncommon for my fuel consumption to vary trip to trip in my truck depending on lots of factors, the biggest of which I have discovered is my right foot.
I’ve never liked any of the Cars.com reviews. I watched one where they compared the 2018 Mustang PP2 to a BMW M4 and the mustang beat it on the track by TWO! Seconds but the driver liked the BMW more because they chose a woman instead of the target market and she couldn’t see out of the mustang, couldn’t drive manual (mustang still won against an auto with a poor manual driver) and because she liked the sound of a turbod inline 6 more than an N/A V8. So I don’t really trust Cars.com articles but I watch them hoping they get better, but I usually just get a laugh.
What a shirty biased article. Let’s not talk about the max tow capacity. Which engine is most reliable. What gearing. The price points. The warranty. What transmissions all of these articles the Chevy always wins I wonder Why? Don’t tell me it excels at everything better than the others these articles are all biased
Regardless of what all the comments say, the article reflects sales. Ford and GM at the top fighting to be #1 and Ram trailing behind as usual. Cummins is arguably the best engine yet Rams perform subpar year in and year out and they sell the least amount of trucks. Not even the best engine option can save Chrysler. Still stout trucks but the proof is in the pudding. This test would have been even worse for the Ram if it had been equipped with the 68RFE which is a far more common transmission option for Ram currently. Ram only leads in serviceability and power potential with aftermarket modifications, hence why they are #1 for pull/drag trucks. I guess that will always be the niche Ram will fill, but for these trucks’ intended purpose it seems like they will continue to fall short of Ford and GM since the days of “All Hail The 5.9” vs the 7.3 and 6.5 are long gone.
These trucks are so close in the real world it really boils down to preference. I find GM interiors to be kind of cartoonish and unrefined, especially the dash. They don’t flow well. The outside styling is pretty good. The new front grill on the Ram doesn’t look good to me, they could have left it alone and it would look better. I think the Ford could have a little bit better looking front end and taillights, but I guess it’s growing on me. I’m not really brand loyal. I’ve owned Chevys and found them to have lots of little issues, so I generally stay away from them now. Although the Ram arguably has the most reliable engine, Ford has been building their own diesels since 2011, and have worked out all the bugs. If I were in the market right now, I’d probably buy the Ford.
Uhhhhh… the duramax makes considerably less power than the Ford or ram. Look it up the duramax is the least powerful of the three. So how does much less power equal quicker towing speeds?!?! Seems pretty biased to me. Granted I am a Cummins fan boy. But I still love the powerstroke. However I could care less about your isuzu duramax engine.
Sounds like impartiality as you hear from others Ford ram great Chevy not rated over 23000 towing then ram has best radio and uconnect 8.4 but why the do single axle ins tr was dual wheels cause then you get ram with better transmission sound stacked for Chevy whose leather sea tr s ste only partly leather
Why do u guy lie to the world about your truck test it’s so unfair and so unbelievable who u guys are so good at lying about this truck tests and people start believing u guys. That wasn’t even apples to apples test u guys used the top of the line Chevy Silverado high county and how about ram and for those trucks are not top of the line. Guys should have used the Ram limited cuz it’s the top of the line no Laramie and Ford lariat is not top of the line to. Platinum is the top of the line and if u guys are testing all 2017 trucks then u guys should test the Ford limited cuz that’s the top of the line for 2018 model year. So as the rest of the stuff u guys lie to people about like what’s the axle ratio for all trucks huh? Why u guys hide that from people. Axle ratio matters in every thing like fuel economy and towing and drag racing as well. All I can say is that u guys are really good at lying to people.
This is the cringest article I have ever seen. First these are NOT one ton trucks your stander dually are consider one ton trucks. How can a company like this can get that wrong. Second the trailers 13,000Ibs GDW (though those trailers probably we’re only 1,300Ibs) is way too heavy for these trucks, the truck it’s self can haul these it’s there tires that’s the problem. Even with upgraded leaf springs and shock absorbers your tires haulling capacity is 3,500Ibs each so you can haul 7,000Ibs safely for long distance you can get away with 9,000Ibs if shift the weight right. That’s why you use a ONE TON!!! The dually has four wheels on the back so then you can carry 14,000Ibs with no sweat. And for the love God the speed trial how fast can these haul, I am amazed that they didn’t blow a tire from the over compression and force on all tires. You haul to the speed of the trailer not what you can push it. My problem is not with there overly obvious gmc Chevy biases though some of there stats like mpg both Ford and ram beat them there. My problem is that there so wrong this how you get people hurt from dealers like this. Don’t trust what they tell you do your own research.
Chevy Has the LOWEST tow rating of the 3 truck… They can say what ever they want to, BUT RAM still holes the highest mileage of the 3 trucks on the road with less problem, and that is why you have so many people using them in HOTSHOTTING.. There is more RAM truck with over a million miles on them then FORD or CHEVY..
Hey cars.com, if you want truck owners to take your content seriously don’t put out meaningless, cliche and abrupt drivel like this. You spent 5 min talking about stupid metrics. Who cares what a 1 ton’s 0-60 time is? And you spent almost no time at all talking about each truck’s specific features (gearing, transmission, driver ergonomics, chassis design, weight ratings, ride, handling). Either get some serious truck people on your staff, or leave the truck reviews to the more experienced websites.
I work with contractors who practically live out of their trucks. While I understand that many farmers and others want a diesel engine that runs all day long (idling much of the time), the contractors I talk to walked away from the diesel craze long ago, saying it wasn’t cost-effective. I’d like to see a 3/4- or 1-ton truck challenge using gasoline engines.