Published: October 20, 2018, 5:30 PM
Updated: November 21, 2021, 2:58 PM
Minute differences among entries
During the 12 years trucking guru Howard Elmer has been holding the Canadian Truck King Challenge, the advances truck manufacturers have made in technology, engineering, safety and comfort have been impressive. As a select group of journalists with a penchant for trucks tackled this year’s fleet of six candidates for the 2019 Truck King title, it was even more apparent that the differences among the entries have become minute. There wasn’t a “bad” truck in the group, so our task was to try to reveal the specific strengths of each entry, as well as note any shortcomings, so truck buyers would have a better idea as to which vehicle best suited their particular needs. Here are 23 takeaways.
▲
Up to the Challenge
This year’s Challenge focused on full-size, half-ton pickups, with five manufacturers submitting six vehicles — (l-r) Ram 1500, Toyota Tundra, GMC Sierra, Ford F-150, Chevrolet Silverado and Nissan Titan. Each was tested by each judge back-to-back over a 19-km loop that included hilly terrain, gravel secondary roads and paved highways, as well as an off-road course.
▲
Adding ballast
The trucks were evaluated without a payload, then again over the same circuit with a 1,000-pound payload strapped in the bed, and finally with a 7,000-pound trailer load. As an added “bonus,” the weather gods provided a range of conditions over the 2-day testing session, with rain, snow showers, high wind, cold temperatures – and even a few minutes of sunshine.
▲
Challenger - Nissan Titan Pro-4X Crew Cab
The Titan is basically unchanged since its introduction as a 2017 model. The vehicle tested was powered by a direct gas-injected 5.6-litre Endurance V-8 (Nissan’s lineup also includes a Cummins-diesel-powered XD pickup) that channels its output (390 horsepower and 394 lb-ft of torque) through a 7-speed automatic transmission.
▲
Challenger - Nissan Titan Pro-4X Crew Cab
This off-road-oriented model comes trail-ready with 275/70R18 OSW all-terrain off-road tires, 18x8.0-inch aluminum-alloy wheels, Bilstein off-road shock absorbers, electronic locking rear differential, lower radiator skid plate and Hill Descent Control. Pricing was not available for this vehicle, although a similar 2018 Pro-4X Crew Cab came in at $66,855, based on the Nissan Canada website’s build-your-truck program.
▲
Challenger - Toyota Tundra 4X4 CrewMax SR5
The Tundra, like the Titan, was also fitted out for off-road duty with an available TRD Pro upgrade ($17,900.) Under the hood, there was the 5.7-litre i-FORCE V-8 engine (381 horsepower; 401 lb-ft of torque.) It was paired to a 6-speed automatic transmission with sequential shift mode operation.
▲
Challenger - Toyota Tundra 4X4 CrewMax SR5
Standard equipment included a trailer towing package with a trailer brake controller. For 2019, the TRD Pro upgrades include new 18-inch forged alloy wheels with 275/65R18 all-terrain tires, a remote reservoir suspension with 2.5-inch Fox internal bypass shocks, TRD performance dual exhaust, skid plate, plus standard 4x4 features such as a 1-touch 4WD mode with auto limited slip rear differential, active traction control and trailer sway control. The test truck listed out at $65,842.50.
▲
Challenger - Ford F-150 Lariat 4X4 SuperCrew
The powertrain in Ford’s entry featured its new optional ($7,500) 3.0-litre V-6 Power Stroke diesel engine and 10-speed automatic transmission. This new engine generates 250 horsepower and a stout 440 lb-ft of torque at just 1,750 revs. Among the truck’s off-road features was a skid plate, electronic locking rear axle and 20-inch aluminum wheels with 275/55R20 all-terrain tires. The trailer towing package had an optional integrated trailer brake control. Pricing maxed out at $81,249.
▲
Challenger - Ram 1500 Limited Crew Cab 4X4
The Ram featured the brand’s legendary 5.7-litre Hemi V-8 with variable valve timing and fuel-saving cylinder deactivation, mated to a next-generation 8-speed TorqueFlite automatic transmission. The Hemi V-8 produces 395 horsepower and 410 lb-ft of torque in a smooth, broad power band.
▲
Challenger - Ram 1500 Limited Crew Cab 4X4
Ram’s 4-corner air suspension system was standard equipment on the test entry, while optional additions included an anti-spin rear differential and 22x9 polished alloy rims with 285/45R22XL all-season tires. The Limited being tested was fitted with Ram’s huge 12-inch uConnect screen. It provided an amazing navigation image but the numerous icons that comprised the “apps” page for access to HVAC, audio and other functions was unnecessarily complex. This truck listed out at $85,265.
▲
Challenger - Chevrolet Silverado 1500 LTZ 4WD
The Silverado had the optional ($3,135) 6.2-litre Ecotec V-8 with Dynamic Fuel Management under the hood. It was paired with the new 10-speed automatic transmission that was co-developed with Ford, while the 4-wheel drive system had a 2-speed transfer case. The 6.2L engine generates 420 horsepower and 460 lb-ft of torque. Additional equipment on the Silverado included a trailer towing package and 20-inch polished rims with P275/60R20 tires. The Silverado’s price tag as tested was $75,295.
▲
Challenger - GMC Sierra 1500 Denali 4WD
The Sierra, Silverado’s upscale sibling, shared the same 6.2-litre/10-speed automatic powertrain, a $2,895 option on the Denali. There was a lengthy list of standard features, including the new Multipro tailgate that converts into six different configurations and a trailer towing package that included hitch guidance and trailer brake controller, plus a power tailgate lock and release with lift assist. Upgrades included a head-up display feature, rear camera mirror, HD surround vision and 22-inch polished rims with 275/50R22 all-season tires.
▲
Empty findings
Driving each of the entries with the truck bed empty not only revealed some definite differences in ride quality, but also provided an opportunity to assess other features of the vehicles. For example, both GM pickups were equipped with a new rearview camera that displayed its image in the interior rearview mirror. I found the image was so bright it was a constant distraction in my peripheral vision. It also had trouble with depth perception to the vehicle behind. Interestingly, not one of the five judges liked the system, each preferring the convention rearview mirror.
▲
Shining ride quality
On the plus side, GM’s 3x7-inch head-up display in front of the driver was a feature I endorsed. It’s programmable, so you can vary the amount of information being projected on the windshield, from full navigation and other details to simply showing the digital speed – a useful piece of technology. The ride quality of the GM siblings was decent, as was the F-150’s. The Ram, with its air suspension delivered the smoothest ride, while the Tundra and Titan, outfitted for off-road duty, felt rougher.
▲
Loaded down
Dump 453 kg of payload in the back end of a half-ton pickup and you can expect some shifts in performance. The load compromised the ride quality of the Sierra and Silverado, although neither suffered in terms of performance, with smooth acceleration from launch, as well as during passing maneuvers. The Ford handled the added weight in stride, with little effect on its ride quality or handling. Even under load, the F-150’s diesel delivered good response – and it was impressively quiet while doing the job.
▲
Ride quality doesn’t suffer
The Titan’s horsepower wasn’t challenged at all by the payload, continuing to deliver strong acceleration, while the Tundra also took on the load with ease – but at a price. The already noisy exhaust note intensified, which would be tiresome over long-distance drives. The Ram retained its ultra-quiet demeanor, even with the load, while the ride continued to be the smoothest of the bunch.
▲
Tow the line
Comparing the entries in empty and loaded configurations revealed a few differences, but hitching 3,175 kg on their tails opened some noticeable gaps. The Tundra, for example, continued to use its power effectively, moving along with ease, but the engine drone became significant. I sure wouldn’t want to tow far in this rig. The Titan, meanwhile, showed good power, although it was a bit sluggish on launch, due in part to its 7-speed gearbox. However, it had a nice sound on acceleration – noise one could live with for a while. The Sierra and Silverado had plenty of power to get the trailer rig moving – and they did so more quietly. The ride quality of the GM pair, however, was not as smooth as some of the competitors.
▲
Features help tow the line
The F-150 was very impressive, delivering a feeling of confidence and stability to the point one was hardly aware there was a hefty load hitched to the truck. Perhaps the biggest surprise, for me, was how well the small 3.0-litre diesel pulled all that weight. While not as quick at launch as the big V-8s, you could literally feel the mid-range grunt kick in as the truck used its 10-speed transmission to the fullest. The Ram, too, took full advantage of one of its features – the air suspension. The system automatically adjusts to keep the truck level, regardless of load from a trailer or payload. The result is a smooth ride and uncompromised dynamics, especially steering.
▲
Fuelling the ride
Although each truck in the Challenge was fitted with a fuel consumption monitor, the results are still being compiled. In the interim, fuel averages supplied by each truck’s onboard system showed some interesting, although unofficial, numbers. Based on the average consumption rates I noted, the fuel miser title goes to the Ford F-150 diesel. Driving the test loop empty, it showed an average rate of 9.4 litres/100 km; adding the payload nudged the rate to 9.9 and even with the loaded trailer attached, it was the best of the fleet with a fuel consumption rate of just 15.2 L/100 km.
▲
Economy by the numbers
The GMC consumed 12.4 L/100 km empty, 14.3 with a payload and 20.4 towing, while its Chevy sibling showed similar numbers: 11.7 empty, 15.4 loaded and 19.5 towing. The Tundra averaged 14.3 L/100 km empty, 14.8 with a load and 18.9 towing, while the Titan was 14.0 empty, 15.3 loaded and 21.2 towing. The Ram posted a 13.2 average while driven empty, 13.3 with the payload and 21.1 towing.
▲
Roughing it
It’s no surprise the Toyota Tundra proved to be the best off-road machine in the group. It was trimmed out with the best equipment for the rough stuff – and made full use of it during this phase of the Challenge. The Titan, too, with its off-road features wasn’t shy about tackling the mud, water trough, rocky trails and chassis-twisting ruts. The other entries did succeed in coping with the challenges, although they were hampered by all-season tires – not the appropriate choice for the heavy slugging.
▲
The verdict
The official results of this year Truck King Challenge are still being compiled, but my personal preferences narrowed the field. Although the Tundra was a blast to pound through the off-road trials, in the configuration tested here it wouldn’t be my choice, especially as a tow vehicle. The Titan had some shortcomings compared to other entries, such as rear-seat passenger space that was limited, even with the crew cab layout, and a rear floor that wasn’t flat, making some cargo-carrying situations less convenient.
▲
Not difficult to love
The GM siblings had quiet, roomy, comfortable – and in the Denali especially, very luxurious cabins and their powertrains were excellent. However, as load demands increased, the ride quality deteriorated a bit. The F-150 diesel wouldn’t be difficult to love. It rode and handled well, it towed with confidence and its efficient fuel consumption, whether working or simply driving, will score well with buyers. It proved to be a truck I could live with quite happily.
▲
My pick of the litter
Still, the pick of this litter for me is the Ram. I found the feature that tilted the scale in its direction is its air suspension. Regardless of how much – or how little – the Ram was hauling, the ride quality was consistent, the handling remained unaltered and the powertrain delivered. Not to be overlooked is the fact the Ram tested here also had the most appealing interior of the group – pure comfort, luxury and quietness. Whether heading off on a weekend drive or striking out to tow across the country, the Ram would be my choice.
▲
Official 2019 Canadian Truck King
Officially, the GMC Sierra captured the 2019 Canadian Truck King Challenge, edging out the Ram 1500 by 1.2 points overall. Sierra’s Chevrolet sibling Silverado finished third, with the Ford F-150, Nissan Titan and Toyota Tundra respectively rounding out the six spots.
▲
Analyzing the photo finish
Sierra and Ram earned almost identical scores in the three driving-load modes, but Sierra (in flagship-of-the-line Denali trim) resonated with the five judges in subjective areas — exterior styling and appearance, driving position and ergonomics, and powertrain performance and ride, steering and handling. Ram was judged better in interior styling and off-road driving.
▲