Tested: 2022 Hyundai Santa Cruz 2.5T Shuns Convention

Hyundai's new Santa Cruz compact truck attempts to skirt the rules for traditional pickups.

Breaking into the lucrative truck market isn't for the faint of heart. Subaru's Baja lasted four short years, Honda had to butch up the looks of its Ridgeline to secure a seat at the table, and even Toyota's T100 stumbled until it became the V-8-powered Tundra. And who can forget the Ford Explorer Sport Trac? It would seem that to succeed in this segment, your truck had better look and perform like, well, a truck.

In what may be an attempt to manage expectations, Hyundai isn't using the "t" word to describe its new entry, instead referring to it as a "Sport Adventure Vehicle." Hyundai even goes so far as to claim the Santa Cruz wasn't designed as a mid-size truck competitor, but one look at the package and it's hard to classify it as anything else.

2022 hyundai santa cruz 25t limited awd
Drive it and you're not so quick to use the "t" word. The Santa Cruz rides on an extended version of the Tucson crossover's platform, with struts up front and a multilink suspension with self-leveling dampers out back. Its 118.3-inch wheelbase (nearly 10 inches longer than the Tucson) contributes to a calm and composed ride, with none of the rear-end skittishness sometimes present in a full-size pickup with an empty bed. Maneuverability around town is carlike. At 195.7 inches long and 75.0 inches wide, the Santa Cruz easily slots into parking spots. Driven with haste along two-lane back roads, the Santa Cruz is agile, remaining relatively flat through the corners.
 
2022 hyundai santa cruz 25t limited awd
Lesser Santa Cruz models ditch the turbo and the dual-clutch for a 191-hp 2.5-liter and a conventional eight-speed automatic. The base 2.5-liter musters just 181 pound-feet of torque and is something we'd skip. We haven't tested that version yet, but in an all-wheel-drive Tucson, the nonturbo 2.5-liter results in a sluggish 8.8-second time to 60 mph. Front-wheel drive is standard here, with all-wheel drive a $1500 option. There's no hybrid variant, but since the Tucson features both hybrid and plug-in versions, we predict the closely related Santa Cruz will follow suit in the future. In terms of fuel economy, the standard 2.5-liter four holds a slight advantage: an EPA combined estimate of 23 mpg versus the turbo model's 22, although our test car did average 30 mpg on our 75-mph highway test, bettering its highway estimate by 3 mpg.

Despite its Tucson underpinnings, the Santa Cruz is capable of trucklike activities. Turbo all-wheel-drive models are rated to tow 5000 pounds, and even the base front-drive setup can tow 3500 pounds. Trailer sway control, a function of the stability-control system, helps mitigate untoward trailer motions and comes standard on all models. Off-road excursions are also possible, as 8.6 inches of ground clearance is enough to get you into the rough stuff. A decent 23.2-degree departure angle will ensure you'll get out of most moderately difficult situations without leaving the rear bumper on the trail. The journey itself might not be entirely smooth, as we found that the stickiness of the Santa Cruz's floor-mounted throttle pedal can make it difficult to maintain a smooth crawling speed.

2022 hyundai santa cruz 25t limited awd
Duality of purpose notwithstanding, the true make-or-break feature here lies out back. Where most truck beds are a blank canvas, this is more of an artist's toolkit. As the Santa Cruz is designed exclusively for the North American market, the development team worked to bake in the kind of usability and versatility that would appeal to the outdoor-adventure set marketers love to target. Key to this mission is a dent-resistant molded composite bed (as opposed to stamped steel), which allowed the team to utilize every square inch of the space—whether it's in, under, or atop the bed.

Packed with cubbies and hidden compartments, the Santa Cruz's plastic bed is more intricate than a puzzle box. Just as in the Honda Ridgeline, there's a lockable underfloor storage space located close enough to the tailgate that it's easy to retrieve items without straining yourself. Drain plugs make it a perfect place to keep drinks on ice. More storage can be found on the sides of the bed behind the wheel wells, along with an AC power outlet with enough current to run a small refrigerator. There are tie-downs throughout, as well as an adjustable cleat system. The space above the wheel wells is wide enough to accommodate four-foot-wide sheets of plywood.

2022 hyundai santa cruz 25t limited awd
Hyundai also went bonkers on the accessories. Whatever item your hobby requires, the Santa Cruz can likely secure, store, and transport it. With the tailgate down, it can accommodate a couple of dirt bikes or kayaks. A factory tonneau cover retracts to the front of the bed and is a lot easier to use than the folding jobs seen on some pickups. Precut tabs on the top of the bed rails can be punched out to add a canopy system. And when was the last time you saw a truck with roof-mounted crossbars?

Climb in and you'll discover a refined interior largely shared with the Tucson. A reasonably hushed 67 decibels of noise creep into the cabin at 70 mph, with full-throttle pulls registering only 72 decibels on our sound meter. The instrument panel and infotainment screen are neatly tucked into the dash, rather than being mounted on top. The result is a clean, low-profile dashtop, which allows for excellent forward visibility. The Santa Cruz accommodates tall passengers in both rows, with plenty of headroom and decent legroom in the rear. Like many pickups with small sliding rear windows, objects that pass through are limited to things the size of soccer balls and six-packs.

2022 hyundai santa cruz 25t limited awd
The center stack features all of Hyundai's latest tech. Most models feature an 8.0-inch touchscreen, with wireless Apple CarPlay and Android Auto standard. Exclusive to the Limited trim is a 10.3-inch screen with navigation. As with the Tucson, the system with the larger screen can't do wireless phone mirroring; you'll have to plug in your phone like it's 2018. Most controls surrounding the system are of the capacitive-touch variety; they look sleek but attract their fair share of fingerprints and aren't as user-friendly as the physical buttons found in other Hyundai models. In what's a first for the brand, a tiny little Santa Cruz emblem adorns the controls for air recirculation and hill-descent control. The Santa Cruz's interior and exterior is peppered with other Easter eggs.

Despite what Hyundai claims, those little illustrations indeed resemble the shape of a truck because the Santa Cruz's silhouette says truck. But the exterior lacks the upright and squared-off look that characterizes traditional pickups. The styling is a muscular and bulked-up take on Hyundai's latest design language, and the big, bold grille full of brightwork is handsome. But the Santa Cruz looks like a crossover-turned-pickup. It makes no attempt to hide its roots.

2022 hyundai santa cruz 25t limited awd
Arguing how truckish it is or isn't might be fun for internet arguments (Please comment below—Ed.), but the biggest obstacle for the Santa Cruz could be its price. Base SE versions begin at $25,215 and include a good amount of standard equipment, but opting for the turbo requires an additional $10K. Top-spec Limited models begin at a steep $40,945. This pricing becomes an issue when you consider a world where the similarly sized Ford Maverick exists. A Maverick starts at just a hair over $20,000 and features a standard hybrid powertrain that's good for a 37-mpg combined EPA fuel-economy rating; more powerful turbocharged versions top out at a still-frugal 26 mpg combined. The Maverick also features more conventional truck styling, which might make it more attractive to more conventional truck buyers. But Hyundai is taking another tack—it remains to be seen if its gamble will pay off. So perhaps the question becomes: Do you want a truck, or do you want a Santa Cruz?
 

2022 Hyundai Santa Cruz Review: A Good Kind of Weird

The verdict: A small pickup truck that doesn’t much look like one, the Santa Cruz “Sport Adventure Vehicle” (Hyundai’s preferred nomenclature) provides an impressive driving experience and utility in an unusual package that historically has struggled to find buyers.

Versus the competition: We haven’t yet driven the 2022 Ford Maverick, the other new compact pickup on the block, but we’ve been impressed by what we’ve seen thus far. The Santa Cruz takes a more premium and unconventional tack, but it seems more likely to face competition both from Hyundai and other brands’ compact and mid-size SUVs rather than traditional (or less traditional) pickups.

We’ve been teased by the idea of a Hyundai pickup truck for years and now, finally, here it is: the 2022 Hyundai Santa Cruz. Except … Hyundai won’t call it a pickup. No, the Santa Cruz is a Sport Adventure Vehicle, according to the automaker (Not to be confused with Sport Activity Vehicle, which is what BMW has always called its SUVs). But I’m going to let you in on a little secret. Come closer. Closerrrrr. OK, ready for the secret?

It’s a pickup.

It’s a pickup in my book, anyway. If a vehicle has a pickup bed, it’s a pickup. (I will not be discussing whether a hot dog is a sandwich or if cereal and milk is soup.) That’s by no means a bad thing; we’re very excited about another unibody compact pickup truck, the 2022 Ford Maverick, and the less traditional unibody Honda Ridgeline is consistently a top finisher, if not a winner, in our mid-size pickup comparison tests.

The Santa Cruz looks even less like a pickup than the Maverick or Ridgeline, appearing to be more of a mid-size SUV with a bed. And between its looks and Hyundai’s unwillingness to call it a pickup truck, I have a feeling the Santa Cruz is going to be a more competitive choice among SUV shoppers, not those looking for a pickup — and having now driven one, I find the Santa Cruz a strange-looking but compelling choice.

Small in Size, Trick in Features Outside

What the Santa Cruz also lacks, at least in the realm of pickups, is size. It’s 4 inches shorter from bumper to bumper than the Ford Maverick and more than a foot shorter than the Honda Ridgeline. We’ve done a more thorough breakdown of its size elsewhere, which you should check out, but the key takeaway is this: It doesn’t look big.

The Santa Cruz’s bed itself also isn’t big, at just over 4 feet long when the tailgate is closed and more than 6 feet long with the tailgate completely lowered. The tailgate can also take up a middle position to provide support for carrying 4-by-8-foot sheets of plywood or drywall. Bed depth is 19.2 inches, and width varies from nearly 54 inches at its widest to almost 43 inches between the wheel housings.

To make up for the bed’s small size (even though it’s likely enough bed for the average consumer), Hyundai added a number of trick features. Most noticeable is a factory-installed integrated retractable tonneau cover (not available with the base SE trim, but available on the SEL and standard on the SEL Premium and Limited), which opens and closes easily. There’s also a strap attached to the cover to help pull it closed; in our test vehicle, it was clipped to the bed to keep the strap from getting lost in the back of the bed, though I wonder what the best way to store it would be if the bed were full of items. If it stays clipped, it could get in the way; unclipped, it might get lost in the cargo.

The bed also has a lockable underfloor storage compartment with drain plugs, which is truly another signifier that the Santa Cruz is a pickup: Owners can take it to a tailgate party and fill one of its compartments with ice and six-packs of b … sodas. There are additional lockable side compartments, one of which can be equipped with an optional 115-volt, low-current power outlet as well as LED lighting above the bed and on each side. To improve bed access, there are steps built into the corners of the rear bumper. Numerous factory and aftermarket accessories will also be available.

All of this utility might not be enough to sway pickup purists, but a Santa Fe with a lockable and more durable rear cargo area is an enticing proposition.

Hyundai also placed numerous visual “Easter eggs” on the Santa Cruz’s exterior, though they’re not very well hidden. There are Santa Cruz silhouettes on the fender moldings, rear bumper molding and on the molding atop the bed sides.

A Counterintuitive Cabin Inside

Unfortunately, a lot of that quality feeling is only skin-deep. Surfaces may be soft to the touch, but they lack underlying padding, particularly the upper portions of the front doors. Quality takes a dip in the backseat, where even the soft material is replaced by hard plastic. Cabin storage is also surprisingly minimal. There’s a decent-sized bin between the front seats but just a few small cubbies elsewhere up front, and much of the storage space ahead of the gear selector is taken up by the wireless charging pad.

Another strange quirk of the Santa Cruz, though not unique among Hyundais, is that the standard 8-inch touchscreen has wireless Apple CarPlay and Android Auto, but the 10.25-inch display on the Limited can use those functions only via a wired connection. Even stranger, a model with the 8-inch screen might not have a wireless device charging pad, while one is standard on models that don’t have wireless CarPlay or Android Auto. I only got to experience the 10.25-inch display and remain a fan, having used it in other Hyundai vehicles already. The graphics are clear and crisp and the menus are intuitive.

More tech comes in the way of a 10.25-inch digital instrument panel in place of the base trim level’s conventional gauges — it’s standard on the SEL Premium and Limited and optional on the SEL. The graphics are clear and operating the menu system is easy here, too, though in my short drive, I was not a fan of the flat display without a traditional cockpit-style hood over it. That’s likely something I’d get used to quickly, but given a choice, I’d rather have the traditional cover.

The elephant in the room is the use of capacitive-touch buttons for audio, navigation and climate control in lieu of physical buttons. The layout and design are similar to the Tucson’s and, while it may look modern (and save Hyundai some money), they’re harder to use, consumers consistently don’t like them, and the control area gets covered in fingerprints and smudges after brief use. There are some physical controls for features like the heated and ventilated seats, and there are redundant physical controls for the audio on the steering wheel, but the capacitive ones are still aggravating.

In the backseat, there’s adequate headroom and shoulder room for large adults, but the backseat’s high floor put my knees in a too-elevated position and there wasn’t as much legroom as I would’ve hoped. The high beltline results in small rear windows, too, which can make the back feel cramped. The Limited trim, at least, gets two additional charging-only USB ports for rear passengers (or device-happy front occupants).

How It Drives

Despite the added power and the added heft of AWD, the turbo four is only slightly lacking in fuel efficiency according to EPA ratings: 22 mpg combined, while both front- and all-wheel-drive versions of the non-turbo are rated at 23 mpg combined. Those numbers likely lag behind the hybrid Ford Maverick, but a better comparison — particularly for the turbo Santa Cruz — will be the turbocharged EcoBoost Maverick, which is not yet rated as of this writing.

An area where the Santa Cruz seems likely to distinguish itself is its maximum towing capacity: 3,500 pounds for FWD versions and 5,000 with AWD. That’s more than many compact and mid-size SUVs, more than the Maverick and equal or close to some mid-size pickups. Payload capacity varies from around 1,500 to 1,750 pounds, with more highly equipped models having lower capacities

I drove a Santa Cruz Limited with standard AWD, the turbocharged 2.5-liter and eight-speed dual-clutch transmission, a drivetrain it shares with the Sonata N-Line. The sportiness isn’t quite on the same level as the sedan (it is a pickup truck, after all), but on twisty mountain roads it handled itself ably. Power delivery is linear and with minimal delay, and the transmission finds the right gear easily enough that if it stumbled, I didn’t notice. While the power figures aren’t identical, this turbo four-cylinder and dual-clutch transmission combination can be found in high-level Santa Fe SUVs, where I also found it impressive.

Ride and handling impressed, as well, though with the 20-inch wheels, you definitely feel road imperfections. The ones we encountered didn’t unsettle the truck, but I have a feeling the ride would seem harsher if we had been driving on worse roads; I’m eager to get behind the wheel of one in Chicago and see if I’m right. At no point in my driving did I find the Santa Cruz to be a sports car hiding under an unusual pickup truck body, but for what it is, it’s pretty damn sporty.

Safety

As of this writing, the Santa Cruz has not yet been tested for crashworthiness by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration, but you can check the links for yourself to see updates.

Standard safety technology on the Santa Cruz includes forward collision warning with automatic emergency braking, lane departure warning, automatic high beams, a driver attention monitor and a rear occupant alert system. Move up the trim levels and you can add blind spot collision avoidance, rear cross-traffic alert and a safe-exit warning system. The Limited also adds adaptive cruise control with lane-centering steering, a 360-degree camera system and Hyundai’s Blind-Spot View Monitor.

Who’s Going to Buy One?

With prices from just over $25,000 to over $40,000, the Santa Cruz occupies a very interesting space. While more expensive than the Maverick, that price range is also where most compact SUVs reside, as well as many versions of mid-size pickups and even lightly equipped full-size pickups.

We keep hammering the point home that these small pickups and things like the Ridgeline are more than enough truck for the average buyer, but I’m not sure anyone is really listening. That said, as a pickup, the Santa Cruz is plenty capable.

And while the Santa Cruz probably isn’t going to influence the purchasing decision of those looking for a true pickup — whether that’s because of a purist’s idea of what a pickup should be, the Santa Cruz’s relatively small bed, specific additional capabilities mid-size and larger pickups might offer, or some other reason, this Hyundai might just need to look for a different kind of buyer. The Santa Cruz makes a compelling case as an SUV alternative with a different sort of utility. We’ll have to see if that’s enough to give the Santa Cruz the staying power many of its forebears lacked.

(cars.com)

2024 Hyundai Santa Cruz interior, engine and release date

Hyundai is mid-size pickup truck segment in the United States. We will provide you some information according the rumors which we collect.

Though heavily camouflaged, we can see that the production Santa Cruz will closely resemble the concept. There will be differences of course, the main one being a more conventional four-door cab on the production model instead of the concept's cab which featured rear-opening suicide-style doors.

The prototype also reveals the Santa Cruz's grille design and independent rear suspension. Interesting notice the bed is very short. This comes as no surprise as Hyundai said at the reveal of the concept that the vehicle isn't an alternative to traditional pickup trucks.

Hyundai announce that wants to appeal to crossover buyers who want the extra utility of a bed without having to resort to an actual truck.

2024 Hyundai Santa Cruz should be assembled at the plant in Montgomery, Alabama. The main goal is that this car escape the punitive Chicken Tax on imported pickups trucks. The plant is where Hyundai also assembles the Santa Fe which is expected to share underpinnings with the Santa Cruz. The rival Honda Ridgeline also features car-like unibody construction, and Ford has also promised to launch a small, car-based pickup.

2024 Hyundai Santa Cruz engine

On US market will not be option for 2.0-liter diesel engine that was fitted to the concept. It's possible a diesel will still be offered outside the U.S. The same sales policy Hyundai does with the Santa Fe. The 2024 Santa Fe sold here is offered with a standard 185-horsepower 2.4-liter inline-4 and available 235-hp 2.0-liter turbocharged inline-4. Both are mated to an 8-speed automatic.

2024 Hyundai Santa Cruz release date

Production of the 2024 Santa Cruz is slated to start in 2022. This means we'll likely see the vehicle arrive as a 2023 model.

2023 Ford Super Duty

A thorough update for 2023 gets Ford heavy-duty truck.  Car will have a 10-speed automatic transmission and chassis upgrades and also a new engine options. Ford is boosting towing and payload capability to keep up with the competition, also. Design ranks pretty far down the list of important characteristics for a heavy-duty truck, but after the criticism Chevrolet received on the styling of Silverado HD so how these trucks looks people care about that. In terms of design, let's examine how the 2023 Ford F-Series Super Duty will change.

The new design has to do with functionality, mostly. The different grilles have been updated to improve power train cooling, up front. Also helps keep temperatures at bay, a new bumper. Ford promises better performance from the redesigned headlamps in meanwhile. Than certain models feature a lighting border around the headlamps, as well. From the signature on the previous model as it doesn't surround the entire housing, this element has changed. The new headlamps are slightly more curved, while the old headlamps took on a sharp square shape. Now a C-shaped element separates the grille from the headlamps, on some variants.

The Super Duty is business as usual from the side. Model badge just ahead of the front door, still is there. The side windows dipping at the driver's door next to the side mirrors and keep their familiar shape.

Ford employed a new tailgate design and rear bumper, in the rear. On these two F-Series Limited trucks changes are evident, the newer of which has more sculpted bright-work in the rear. Smaller Super Duty logo just below the Limited badge, has also. Ford redesigned the taillights to take on more of a C shape, you will also notice.

Ford made subtle visual updates to a number of trims, inside the cabin. Than some of the biggest changes come to the Limited trim, which gets an updated color palette, also. The layout of the cabin and controls haven't changed much, overall. The central screen is still flanked by two large air vents and below those are an array of buttons as well. The rear view camera comes with Pro Trailer Backup Assist that helps guide drivers into a parking spot on the new model. Also benefits from the addition of wireless charging and USB-C ports has the new model.

Chevrolet Silverado 1500 RST First Test: It's So, So Close

How does America’s second-best-selling pickup satisfy in Rally Sport Truck guise?

Chevrolet sold 594,094 Silverado pickup trucks in America last year. Again, that's last year—you know, the bad one with the global pandemic. Also, General Motors will hate me for mentioning this, but since the two vehicles are virtually identical, we really ought to toss in the 253,016 Sierras GMC managed to move in 2020. Grand total: 847,110 trucks. I mention these massive sales figures because I always get a bit nervous when reviewing a product that sells in such bulk. Porsche sold 8,839 examples of the 911 last year. That's a number I can wrap my head around, and maybe say something that will affect the numbers. One man's opinion about the second-best-selling vehicle (Ford's F-Series total in 2020 was 787,372 units) in the United States of America? I'm throwing a pebble into the proverbial ocean. You know what? I'm still gonna try, dammit.

2021 Chevrolet Silverado 1500 4×4 RST 6 2L 30

Materials And Design

This Chevy is a handsome fellow. Our test truck's black paint with red accents (the latter being part of the $3,280 Redline Edition option package) seriously pops. Full-size trucks are massive these days, and most of the visual mass is concentrated on their grilles. The Silverado RST wears this facial weight well, managing to look aggressively thick yet sporty. The Ram 1500 looks downright dowdy by comparison, whereas the Ford F-150 is just plain. Sure, the Chevy has strange, sideways-U daytime running lights, but the rest of its front-end styling is solid, especially the black bowtie badge smartly framed in chrome trim. There's little to note on the rest of the Silverado's exterior except for the crucial fact that the steps cut into the rear bumper are still the smartest, best way to access the bed of these hulking half-ton trucks. Yes, even better than Chevy's overly complex transforming tailgate.

 Inside the Silverado, everything comes crashing to a halt. Look, the competition sells trucks with nicer interiors. That's just the way it is. What angers and upsets me about that fact is that it's no secret! Ford and Ram combined deliver more than one million pickup trucks a year with better interiors. Everyone knows this to be the case, and yet GM does little about it. Being even more frank, I'm a perennial MotorTrend Truck of the Year judge. I can attest to the fact that the Chevy Silverado's substandard interior has knocked it out of contention for the golden calipers. Twice.

 
 
The problem is twofold: design and materials. From a design point of view, the Chevy appears to be two generations behind the more upscale innards found in the competition. The screen is nice, and it's similar to what you'd find in a Corvette, but there's creativity or visual interest in the cabin. And then there are the materials; nearly everything in the interior looks and feels chintzy. Bits of plasti-chrome brightwork has been applied to some of the buttons, but it's maquillage on swine chops, if you know what I'm saying. I sat in the passenger seat for a few minutes and examined the plastics used for the dual glove boxes and the surrounding structure, and my kid pulls nicer-looking and -feeling stuff out of his Happy Meals. Moving on.

What's Under The Hood?

The mechanicals are better, and the Silverado sure has a great engine. We all know EVs are the future of not just General Motors, but pickup trucks, too. But, man, this V-8 is a honey. It's big, at 6.2 liters of displacement, and delivers 420 eager horsepower and 460 lb-ft of torque. Cylinder deactivation means that the pushrod small-block can run around as a 3.1-liter four-banger part of the time, as well, in a nod toward efficiency. I've probably used the following quote from Bob Lutz more than any other in my career but, "Americans buy horsepower but drive torque." Chevy has done such a masterful job coupling this mighty V-8 to the jointly developed Ford/GM 10-speed automatic transmission. There are certain cars where it just feels good when you push down on the go pedal. This truck, with this powertrain, is one such vehicle.

2021 Chevrolet Silverado 1500 4x4 RST 6 2L 6

 Interestingly, the 3.5-liter twin-turbo V-6 in the Ford F-150 makes 500 lb-ft of torque (and 400 hp), but because of both a touch of turbo lag and the fact that Chevy is better at programming the 10-speed, the Blue Oval truck doesn't feel as quick nor as powerful. Also, the big 6.2-liter beats up on the numbers put out by Ram's 5.7-liter Hemi V-8, which pips out "just" 395 horsepower and 410 lb-ft of torque. Even though the American wing of Stellantis has shoved its 6.4-liter V-8 into everything from the Dodge Chargers to Keurig coffee pod machines, it's not available on a 1500 pickup. (That said, there is an eTorque version of the Hemi that adds a supplemental 130 lb-ft of electric torque.) One more thing about GM's 6.2-liter: It sounds phenomenal. 

 The Driving Experience

Looking at the test numbers, the 5,420-pound Chevy is pretty quick. It pulls from 0 to 60 mph in 5.5 seconds and covers the quarter mile in 14 seconds flat at 99.5 mph. I used to own a Subaru WRX that was slower than that. If you're a pickup-truck-drag-racing kind of person, know that the lighter, 5,340-pound Ford is a touch quicker, hitting 60 mph in 5.3 seconds and dusting off the quarter in 13.9 seconds at 99.8 mph. Not much, but quicker is quicker. The big-boned Ram (5,960 pounds) truly lags, needing 6.6 seconds to hit 60 mph and a full 15 seconds to do the quarter mile, travelling at 93.4 mph. The Silverado definitively loses the braking contest, requiring a longish 133 feet to come to a stop from 60 mph. The Ford uses 123 feet, whereas the Ram needs just 121. I'm not sure what we gain from putting full-size pickup trucks around our figure eight handling course (they all do poorly while killing their front tires), but the Chevy was the fleetest at 27.5 seconds, beating the F-150 by 0.1 second. The Ram was a distant third, requiring 28.8 seconds.

 Subjectively, I liked how the Silverado drove when tackling twisty canyon roads. Dare I call it sporty? I dare. Would I—could I—use the word sporty to describe either the Ford or the Ram? No. However, that's not the common use case for a pickup, and the Chevy's ride quality trailed that of the excellently tuned Ram. When unloaded, you were fully aware there was nothing in the bed. The same is true of a Ford F-150, and both the Ford and the Chevy use leaf springs to suspend the live rear axle, whereas the superior-riding Ram has coil springs. Of the two with the old-school tech, the Chevy's ride is a bit more pleasant than the Ford's.

2021 Chevrolet Silverado 1500 4x4 RST 6 2L 38

 One of the reasons given for sticking with seemingly ancient suspension technology is that leaf springs are better for towing. Fair play, if you're actually purchasing the truck to do some work—or at least tow your party boat—as you want as much capability as possible. The Chevy can tow quite a bit, 9,300 pounds, which is more than the similarly equipped competitors. On paper, at least. With a 7,600-pound loaded horse trailer hanging off the hitch (that's 82 percent of the RST's capacity), the reality was quite different. 

 The big V-8 and its hill of lag-free torque had no problem moving the horse-laden trailer. However, as experienced horse hauler and senior editor Aaron Gold explained, "Unfortunately, the Chevy isn't as stable as other trucks I've towed with. I could feel the horses moving and the trailer trying to shove the truck around on steep downgrades, and the brakes felt severely taxed. The Chevrolet is a reminder there's more to towing ability than power. "

2021 Chevrolet Silverado 1500 4×4 RST 6 2L 21

 Conclusion

Where does this leave us? The 2021 Chevy Silverado 1500 RST is a good-looking full-size pickup truck with a great engine and some decent performance chops. Towing horses isn't the truck's forte, but despite what decades of marketing has told us, plenty of people buy trucks simply because they like driving trucks. If you're one of those people, I'd almost recommend you buy yourself a Chevy truck similar to this one. Why almost? That interior is just a drag, especially if you're not explicitly buying the Silverado as a work truck. Chevy comes close to delivering a satisfying pickup with this RST, but that's the same story it's been for far too long.

(motortrend.com)

Chevrolet Silverado 1500 Review: Few Wows but Plenty of Good

The verdict: The 2021 Chevrolet Silverado 1500 full-size pickup truck is refined, capable and offers an impressive turbo-diesel engine option, but its primary competitors offer more luxury and innovation.

Versus the competition: Certain trim levels of the Ram 1500 are more luxurious than the Silverado 1500, and the redesigned 2021 Ford F-150 has more powertrain choices, including a hybrid that can also run high-draw power tools, but the Silverado nails the fundamentals with an unruffled driving experience and functional interior.

The Chevrolet Silverado 1500 was last redesigned for the 2019 model year, and the 2021 model offers a choice of three cabs, three bed lengths, five engines and eight trim levels. Now available is a new Multi-Flex Tailgate similar to the GMC Sierra’s MultiPro Tailgate, which can transform into a bed extender, assist step and more. Also available are additional camera technology for safer trailering and wireless Apple CarPlay and Android Auto smartphone connectivity.

Our test truck was a crew-cab, short-bed LTZ trim with the optional turbo-diesel 3.0-liter Duramax inline-six engine. With optional features and packages, the as-tested price was $60,265, including destination.

Diesel Drivability
The Silverado 1500’s available diesel engine is an impressive performer, delivering smooth power that moves the truck with ease. The engine is rated at 277 horsepower and 460 pounds-feet of torque, and it works with a responsive 10-speed automatic transmission that quickly kicks down when you need more power. Acceleration from a stop is smooth and predictable, and the diesel has adequate power reserves for high-speed passing.

While diesels have a reputation for being loud and unrefined, the Silverado’s diesel engine is nothing like that. There are some characteristic diesel noises, but they’re more of an underlying soundtrack rather than an overwhelming racket. There’s also no excess vibration; it’s as smooth as a gas engine in everyday driving.

The diesel engine also makes the rear-wheel-drive 2021 Silverado 1500 the most efficient full-size truck you can buy; 4×2 versions are EPA-rated at 23/33/27 mpg city/highway/combined, while four-wheel-drive models are rated 22/26/24 mpg. The next closest competitors are the 2021 Ram 1500 diesel and 2021 Ford F-150 hybrid (see their estimated gas mileage).

The Silverado’s focus on refinement extends to other aspects of the driving experience. Steering response and precision are good, making it easy to place the truck where you want, and the Silverado cruises comfortably at highway speeds with the truck’s tall ride height providing commanding forward views. Unladen ride quality can get a bit bumpy on rougher roads, but the truck’s lack of squeaks or rattles on broken pavement is a testament to its stiff chassis.

Brake-pedal feel isn’t typically a full-size truck highlight, and the Silverado is no exception; the pedal has a numb, spongy feel that makes it seem like you’re stepping on a block of foam.

A Functional but Spartan Interior
Chevrolet took an evolutionary approach when it redesigned the Silverado’s interior a few years back. Ram, meanwhile, chose to create “wow”-inducing cabins in uplevel versions of its 1500, and this dichotomy is evident in the LTZ trim we tested. The LTZ is one of the Silverado’s higher trims, but with average-looking materials and design details, it lacks the level of luxury you get in the Ram 1500 Laramie Longhorn and Limited. Even the Silverado’s top-of-the-line trim, the High Country, isn’t as nice as a high-end Ram.

That said, the Silverado LTZ interior is functional overall with easy-to-use controls and an intuitive 8-inch touchscreen multimedia system featuring wireless Apple CarPlay and Android Auto (corded CarPlay and Android Auto are standard). Some buttons, though — such as those for the driver’s memory feature and heated and ventilated front seats — are unnecessarily small.

The driver and front passenger are separated by a wide center console with two cupholders and a bin with an available wireless charging pad. There’s also a big storage bin under the front center armrest.

Like crew-cab versions of the Ram 1500 and Ford F-150, the Silverado’s rear seating area is spacious. Three passengers can ride comfortably thanks to stretch-out levels of legroom, plenty of headroom and large side windows that provide good outward views. Unlike certain Ram 1500 trims, however, the Silverado’s rear bench seat doesn’t recline. The Chevy’s seat cushion flips up for extra in-cab storage, revealing a mostly flat floor, and there are also available concealed storage compartments in the backrest.

Crew-cab Silverados come with a 5-foot-8-inch or 6-foot-6-inch cargo box. The tall stance of our LTZ test truck resulted in a nearly waist-high box floor, which made the standard integrated bumper steps all the more useful for getting in and out of the bed. A power tailgate is available, but the tailgate is easy to close manually.

A base regular-cab Silverado with the standard 4.3-liter V-6 engine can tow 7,900 pounds when properly equipped, but certain more expensive models are actually rated to tow less; the V-6-powered crew-cab Trail Boss with a regular cargo box has a 7,200-pound towing capacity, the Silverado’s lowest.

The truck’s highest, 13,300-pound towing capacity is achieved with a double-cab RST trim level with the optional 6.2-liter V-8 and the Max Trailering Package. Towing capacities vary significantly between these extremes — our diesel test truck, for instance, was rated to tow 9,000 pounds — but each Silverado includes a sticker with truck-specific ratings so it’s easier to know its limits.

The Silverado’s optional camera technology also lets you monitor a connected trailer from the truck’s dashboard touchscreen. The system uses auxiliary cameras to show what’s behind a connected trailer when driving or reversing as well as conditions inside the trailer. You can also use truck-mounted cameras to monitor the cargo box or make hitching a trailer easier. There’s also a new view for 2021 trucks that shows whether there’s enough space to change lanes when towing.

Crash Tests, Safety and Assist Features
The crew-cab Silverado 1500 received good ratings (on a scale of good, acceptable, marginal or poor) in all Insurance Institute for Highway Safety crashworthiness tests except the passenger-side small overlap test, where the truck rated marginal. All other large pickups evaluated by the IIHS performed better than the Silverado and its GMC Sierra sibling in this test except for the 2021 Toyota Tundra, which is soon to be replaced by a redesign. (Notably, the redesigned 2021 Ford F-150 had not been tested as of publication, but its results will appear on the organization’s Large Pickups page once completed.) The Silverado’s optional automatic emergency braking system earned a superior score (on a scale of superior, advanced or basic), but the available LED reflector headlights, which go in LTZ models, received a poor rating.

Other optional safety features include blind spot warning with rear cross-traffic alert, lane-keeping assist, a 360-degree camera system, and front and rear parking sensors.

Value in Its Class
You can spend luxury-vehicle money on a Silverado, as the as-tested price of our truck attests, but the same is true for high-end versions of the Ram 1500 and Ford F-150. However, the things that separate the Silverado from its competitors — precise steering and impressive overall driving refinement — don’t require a top trim if one of those isn’t in your price range. The nicest Silverado isn’t in the same league as a top-of-the-line Ram 1500 or Ford F-150, though, so if luxury is what you want, one of those trucks might better meet your needs.

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2024 Chevrolet Silverado 2500 HD

In Chevrolet exist rumors regarding the next-gen 2024 Silverado HD pickup. In the middle of 2023 year the heavy-duty hauler will go on sale. An eye-catching, potentially even polarizing look, has the 2024 Silverado HD. That the roof is the only part shared with the less tough Silverado 1500.

The 2024 Chevrolet Silverado 2500 HD should have massive mesh grille now dominates the front end, and there's no guessing what company makes this machine because Chevrolet appears in the holes in the bar that spans the center of the grille, as well. The chiseled hood features a subtle, chrome-trimmed scoop. A step integrates into the rear bumper for easier access to the bed, at the back.

The basic goal for future Silverado 2500 HD will be the truck that looks like a piece of heavy machinery with modern, customer-focused details and chiseled finishes.

We hope so that we will have a spy photo in short time. The center stack has huge HVAC vents next to it and an infotainment display at the top. That there are an additional three inches of legroom in the second row of crew cab models so that bigger folks are more comfortable in the back.

With a tweaked powertrain range will be available the 2024 Silverado HD. There will be a new gasoline engine with direct injection, but Chevy won't provide any further details about it for now. The existing Duramax turbodiesel V8 will get a new 10-speed automatic gearbox. The upgrades of new 2024 Chevrolet Silverado 2500 HD should provide significant increases in towing and payload capabilities.

Ford F-150 Electric

The company Ford officially confirmed plans regarding a fully electric model F-150. Presentation will be on Detroit Auto Show, in addition to offer a hybrid version. The model F-150 is the best-selling truck on US market. The electric model will be big step forward in the truck segment.

Exterior of the new 2021 Ford F-150 looked mostly the same as the existing truck, except for a place to plug in and a slightly higher ride height for fitting the batteries underneath the cab. Still it s not possible to get any official details about engine options for new model.

The company refused to offer details about what powered the pickup, though. 

The basic idea of an electric pickup jumped to 18 percent among respondents to an internal survey. Before seeing the F-150 EV haul the heavy load, the figure was just 10 percent of folks taking the survey having an interest in the EV truck.

An updated F-150 is reportedly coming for the 2021 model year, and the EV variant would likely wear its revised styling. So far, spy shots of test mules don't tell us much about how the truck looks. However, early indications suggest the popular pickup could have a 12 inches screen.

Regarding engine options, a new 4,8 liter V8 with 420 hp should replace existing 5,0 liter V8 engine.

Release date should be at the second part of 2020.

2024 Ram Power Wagon 2500 Pickup

In the automotive industry has to be marketing pickup trucks, are the easiest job. All of us are familiar with the ads - An oversized dually slams through a concrete wall, a voice actor in his best movie trailer baritone introduces the "all-new, more capable" Brodozer 4500 as showing the truck towing the U.S. Navy Pacific Fleet, the camera pans back.

Than, this approach to advertising has trapped pickup engineers into a vicious cycle of chasing max tow and payload numbers, sincerely, is of little use to the average buyer, to the point that the added performance and capability. Once your combined truck and trailer weighs more than 26,001 pounds, legally you should be carrying a commercial driver's license, after all.

2024 Ram Power Wagon 2500 engine

Currently the biggest mystery is the powertrain, about the latest generation of Ram HD pickups. We believe that might carry over, the existing 5.7-liter V8, 6.4-liter V8, and 6.7-liter Cummins-sourced inline-six turbodiesel. At least some of the engines might gain the mild hybrid equipment from the 1500 as a method to improve fuel economy, one is possibility. The Power Wagon and the rest of the Ram 2500 and 3500 lineup could debut as soon as the 2023 North American International Auto Show in January, so about them, soon, we will know more.

The brand new for 2023 Ram 1500 has impressed many with its class leading ride and well executed  interior, to the point of attracting the attention of die hard Chevy fans and Ford. How Ram’s HD trucks can pull off the same trick, how there are heavy-duty pickups and there are a high-margin product, it could mean some big returns in the cash office.

As on previous models, the grille looks similar, but the hood shape is new, and the bumper appears to be an all new design that kicks up on the ends below the headlamp housings. Also are similar the rearview mirrors, but the plastic wheel arches feature a slightly new design with a notch at the top. New design are the  taillamps, but for obvious reasons the tailgate doesn’t display the Power Wagon nomenclature. However, traditional Power Wagon kit is the integral front winch.

Estimated Arrival and Price

Still undecided is price, but without revolutionary technology or powertrain updates the Power Wagon will need to stay near the current model's $54,540 base MSRP. Probably the 2024 Ram HD and Power Wagon to break cover at the 2023 Detroit auto show. Currently assembled in Ram’s Saltillo, Mexico, facility, Ram HD assembly is slated to be moved to its Warren, Michigan, plant in or around 2024, where it will be produced alongside the 1500. We will see, whether or not Ram will wait until the move is completed to put the next-gen HD trucks on sale. Tradition dictates that it hit showrooms by the third quarter of 2023, either way.

2024 Dodge RAM 2500

2024 RAM 2500

Ram has been spied testing the next-gen of RAM who will have release date on 2021-2022. Here we will present few interesting ideas regarding the concept of 2024 RAM 2500

The new 2024 RAM 2500 will have a fusion of ideas from the model 1500. The main reason is market expectation and expansion on Europe and Asia markets.

 RAM sales is 84 percent in the United States, regions like Europe and Asia buy more of the division's vans. In the coming years, there will be a new generation of the PROMASTER City. 
 Regarding exterior, he will have a new grille, and also headlights will be better incorporate into the nose. This truck has an eight-foot-long bed for hauling lots of your stuff. Spy shots don't show it yet, and we think that first spy shots will be next year.

Interior expectation for 2024 RAM 2500

The 8.4-inch and 12-inch screens are both likely available. Top models should have lots of leather upholstery so that occupants feel comfy while towing heavy loads. More advanced driver assistance features might also be available, like a 360-degree camera, blind spot monitoring, adaptive cruise control, and lane-keep assist.

The 2500's powertrain options still remain a mystery. It's possible that Ram might offer the 48-volt mild-hybrid technology that's available with some engines on the 1500. If the company goes this route, then the change would boost fuel economy and provide some extra torque when driving away from a stop.

Ram has already confirmed plans to build the new generations or RAM 2500 will be produced at its factory in Warren, Michigan, rather than in Saltillo, Mexico, like the current trucks.

New 2024 RAM 2500 heavy-duty model is also on the way.

The current versions have the lowest average transaction price in the segment, and the automaker intends to make the next-gen trucks more expensive. In addition, Level 2 autonomous capability will be available in 2024.

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