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About Me
I'm the Pickups host here at Edmunds CarSpace.com - be sure to check out the Pickups forums if you have or are interested in one!
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The Big Rigs
We're gonna talk about the big ones... trucks and buses that require those 3 marker lights front and rear. Everything from dual rear wheel pickups to class 8 trucks to the bus that takes you to work.
Sorry to have been so long since the last entry... been a wild year for me.
Let's see, what's been going on?
Well, my friend Vikki who piloted the red Peterbilt in the left margin has opted from the trucking ranks. That Pete spent too much time in her driveway and not enough on the highway. And when you're paid by the mile, that isn't gonna cut it, even for a company driver. So she returned the rig to headquarters this summer and has gone on to other work, although she is keeping her CDL just in case.
I stayed away from commenting on the Chrysler and GM bankruptcies (at least here -- I did comment elsewhere at Edmunds), but since they're out and re-establishing themselves, I will say this much... I think Chrysler under Marchionne has a far better chance than GM under Henderson. GM still has too many layers, too many executives from the past, and they are still trying to live on the old mantra of "as GM goes, so goes America." News flash, GM... America moved on without you a while ago. Marchionne assumed control of Chrylser to find a company that had not begun development of anything smaller than the next 300/Charger in nearly 3 years. But unlike the old multi-layered management structure of decision makers, Marchionne put in place a culture of fast action. He gave the design and engineering teams just 18 months to refresh the Avenger and Sebring - normally a 36 month project - which will get freshened product into the mainstream until the fully redesigned models on Fiat platforms can be implemented. GM has tried to look "lean" by dropping or selling brands, while they hang their hopes on a $40K electric compact. Yeah, that'll work.
Getting back to trucks, the 2010 Ram HD models are in production, the 2011 Ford Super Duty line was revealed in September for a winter start-up (somewhere around February 2010), and GM... oh yeah, remember them from the above paragraph... will hope that their production stock holds up because between January and March, they will be unable to produce any HD diesel engines. The Cummins used by Dodge was 2010-legal back in 2007. Ford is changing engine suppliers from International to in-house, so they can be up to speed with new engine prouction when the old engines run out. But GM has to shut down the Duramax plant and retool in order to make their 2010-legal engine - which means if a Chevy or GMC dealer doesn't have the HD pickup someone wants in stock, they're going to go to a Dodge or Ford dealer with the ability to custom-order the truck that meets their needs. Way to plan, GM.
As for the 2010 Ram vs the 2011 Super Duty... the 2010 Ram is a brand new body on a proven chassis with a proven powertain. The 2011 SD is a new front clip on a proven chassis (the cab and bed have been unchanged since the Super Duty line was introduced in January 1998 as early 99 models) and a completely new engine and transmission. Leem tell ya - in the world of trucks from class 2 and up, no one minds a new body if they trust the metal underneath. This will be Ford's third new engine launch in 6 years... and Dearborn better hope they get this one right, becauise the 6.0 and 6.4 Internationals hit the streets with lots of documented problems.
Could be the perfect storm that allows Chrysler to generate badly needed revenue until all the new cars are ready. Stay tuned.
 As the former owner of a 1996 Ram 3500 and the present owner of a 2005 Ram 3500, I've been awaiting this introduction for quite some time. It was going to determine whether I hung on to my 05 or started saving for a new one.
In my blog post on the 2009 Ram 1500, I noted three things that I hoped would appear on the 2010 Ram HD, and it looks like I scored on all three. The front bumper is indeed fully separate from the body (unlike the 1500) so that auxiliary equipment like plows and winches can be installed easily. The ST model offers an all-vinyl interior that you can get dirty. And the front springs in particular have been uprated and it now appears that they may permit a snow-plow package for the diesel pickups (a Dodge first, Ford has offered it for years).
As for the truck itself...
Likes:
I like the overall design appearance. Even though the cab is the same as the 1500 introduced last year, the HD doesn't have a "consumer" truck look to it.
I am very pleased to see that Dodge followed GM's lead and is using a steel integral fender on the dual-rear-wheel trucks. Ditching the bolt-on fiberglass fenders makes for a cleaner appearance, more paint options, better build quality, and better airflow.
I do like the more aggressive hood and grille. The 1500 has a smoother rounded look, while the HD has a chiseled grille, taller hood with extra clearance for the Cummins diesel, and even scalloped "louvers" on the sides.
The tow mirrors are slightly larger and incorporate a larger convex section. And I appreciate the return to black-faced gauges with white markings... I thought my white-face gauges on my 2005 were pretty cool when I got them, but after 4 years, that novelty wore off long ago, and depending on where the sun is, shadows can make them tricky to glance at.
Dislikes:
As I mentioned with the 1500, I'm no fan of single "uni-bulb" taillights. My 2005 has separate rear turn/hazard lights, which means people behind me have a better idea of what I'm about to do.
 While I like the hood itself, I am very displeased by what's under it. The underhood access on my 1996 was excellent. The 2005 is OK. Dodge knows full well these trucks use a LARGE inline six-cylinder diesel, so hood length should be taken into account during the design process. Not only is the underhood area more snug than my 05, but now they've added one of those huge black shrouds around the engine. I guess in their research, they forgot to ask how many HD truck owners do their own maintenance. When combined with the fact that the grille is no longer attached to the hood, anything in front of the engine (fan belt, etc.) will require the removal of this shroud... and I don't even want to think of what will happen if it's not tightly secured when it's reinstalled.
I'm a bit disappointed that the floor-shift for the 4x4 system is now limited to the base ST trim level and the off-road themed Power Wagon. I have always gotten the "comfortable" SLT trim level, but now that means I must have the electric dash control for 4WD. I had it on my 93 Ford F150, so I'm not a stranger to it, but I prefer the feel of that floor lever. (I know everything is computer-controlled anyway, but what the heck.)
Surprises:
 The Mega Cab is back! Who knew they were actually going to retain this, with the introduction of the new Crew Cab? But unlike the 1500, the HD line will no longer offer the Quad Cab (which is the equivalent to everyone else's extended cab model) - instead, they will offer the regular, Crew, and Mega cabs to the HD market. This makes Dodge the only truck manufacturer with 4 cab sizes.
Overall, I think Chrysler did a pretty good job on the redesign... I'll give them a solid B grade. Guess I should start socking away the money for a new Ram 3500 Crew Cab DRW 4x4... with the Cummins diesel of course!
A couple of good articles from the November/December issue of Road King magazine that are worth a look...
 Color Me Safe - High visibility seat belts encourage truckers to buckle up - more truck manufacturers are offering, and more operators are installing, brightly colored seat belts.
Trying Times - During some tough years this driver discovered his resolve to succeed - a 25-year veteran of the highway shares his experiences with health, family, and finances.
And of course, it's nice to report that diesel prices have dropped dramatically from this summer, although they have not matched the far steeper drop in the price of gasoline. In July, I paid a staggering $5.179 at my local station for diesel... just 4 months later, the price at the same station is down about 45% (around $2.95), and without too much effort, I can find it for quite a bit less than that - in the $2.60 range.
Thankfully, Vikki and her red Pete 379 have been on the road, although not nearly as much as a year or two ago. She said she was getting bored very quickly at home with the Pete in the driveway, instead of catching some z's in the sleeper at a truck stop. Even though fuel prices have come back down to more sensible levels and shipping rates have dropped the fuel surcharges, the economy means keeping tighter reins on the budget for people who need to get items from point A to point B. And with financing hard to come by, the buyers aren't there for the bigger ticket items that get shipped by 18-wheeler. So the loads aren't quite back up to snuff yet.
And more in line with my thoughts and wants, NAIAS is about a month away, and Chrysler is still scheduled to reveal the 2010 Dodge Ram heavy duty models, a direct replacement to what I have now. Hopefully, the automakers will be solvent enough to actually get to next month.
The late arrival to the party could very well be wondering why they bothered.
Jim Lentz, president of Toyota Motor Sales USA was quoted in Automotive News last week from the Paris Auto Show regarding the company's outlook on the Tundra. Lentz noted that Toyota does not want to get caught in the Ford F-Series vs Chevy Silverado war for first place in sales, or market against the all-new Dodge Ram 1500 or Ford F150. He acknowledged that many of the former buyers of pickups - commuters and those who wanted the "image" - have left the market for more fuel efficient vehicles (aka, cars) and likely won't return.
Toyota expected to sell 20,000 units per month after a fairly successful launch year, but their September 2008 sales were a dismal 7696, down over 60 percent from the September 2007 tally.
The Indiana Tundra plant was downed completely, and the Texas plant is in the midst of a three-month "extended vacation" to clear inventory. Lentz also noted that the diesel engine for the Tundra is now on hold, as their current volume is not enough to justify the investment.
The redesigned Tundra certainly was a worthy entry into what had been considered the final stronghold of the Big 3. At times last year, the Tundra looked like it could pass the GMC Sierra for 4th place among full-size pickups - a feat that would have been more impressive considering the Tundra is just a half-ton while the Sierra is a full line. Instead, the Tundra has dropped to not much more than what the Nissan Titan was selling a year ago.
There's one last introduction in the segment... and the one that is most interesting to me. The new Dodge Ram HD is supposed to be shwon this winter (probably at NAIAS in January), and as the owner of two straight Ram 3500s, I'll certainly be interested as to whether I will shell out the bucks for the next one, or will I hang on to my 2005 a bit longer than planned.
 I was talking to Vikki (pilot of the red Pete on your left) the other night, and she told a story that emphasizes a point I made in my CarSpace Guide Driving With The Big Rigs - specifically item number 4.
Vik said she was hauling a piece of construction equipment on a flatbed. She was slowing down for a traffic light when another vehicle not only changed into her lane, but did so while slowly coasting, causing Vik to really lay into the whoa pedal. At that point, Vikki said she heard the terrifying sound of a tie-down chain snapping due to the change in weight transfer force. "All I could think of was that bulldozer joining me in the cab," she said. After a barrage of bad language into the CB, Vik pulled over and replaced the chain before proceeding.
The Indiana Bureau of Motor Vehicles includes the following stat in its driver's manual:
- stopping distance including reaction time from 55 mph in a car is 190 feet
- stopping distance including reaction time for a loaded tractor-trailer with hot brakes is 430 feet
Before you make that lane change to "jockey for position" at the red light, make sure you have not cut the available stopping room for a much larger vehicle behind you. Unless of course, you like the idea of potentially being pushed into an intersection of cross traffic at speed. Or as in the situation Vikki had, if the other chains had not held, you could cause serious injury or death to a trucker without ever making vehicular contact.
 Earlier this week, Ford announced that the redesigned 2009 F150 will be delayed about 2 months to help clear inventory of the existing model. Ford blamed the economic downturn and rising fuel prices for the slower-than-expected sales of their biggest selling vehicle
The following are the May 2008 and year-to-date sales numbers for the top selling vehicles in the US, in order of May sales:
Honda Civic 53,299 164,994
Toyota Corolla 52,826 152,308
Toyota Camry 51,291 198,309
Honda Accord 43,728 166,158
Ford F-series 42,973 235,924
As many people know, the Ford F-series (150 through 550) has been the best selling vehicle nameplate for 25 straight years. And by the year-to-date numbers, they had something of a headstart before fuel prices blew through the roof in March.
I was going through some archived email and stumbled across this... caveat: July 2005 was the famous Employee Discount program at all of the Big 3...
August 2 2005 Ford press release on July 2005 sales - "F-Series sales climb 58 percent to 126,905 - the highest monthly sales for any vehicle in modern day U.S. automotive history."
Since that record high, F-series sale have dropped a dramatic 66% on a per-month basis. And as history has shown in the past 35 tears, the Japanese automakers have once again positioned themselves to take advantage of an American fuel crisis.
Will Detroit ever learn?
 TravelCenters of America (TA) and Pilot, two of the national truck stop chains, are reporting a few of their stations in upstate New York are selling diesel for (drumroll) $5.039 per gallon.
Let's stop and think about this for a moment.
A tractor-trailer pulls in and needs 200 gallon of diesel. That will cost over a thousand dollars at those stations. For ONE fill-up.
I don't care who you are, that's a lot of money.
And that price is being sent downhill to you, the consumer... simply because everything you buy is delivered by truck at some point in its journey - unless you're buying produce right at the farm and picking it yourself.
Fleets have resorted to adding/reprogramming governors on their trucks to reduce their top speed... it saves fuel but makes the trip longer, which doesn't negate the costs very much if at all. Trucks and truckers are now on the road longer, and if that slower speed cuts in just right, a delivery that could have been done in 2 driving shifts, may now require 3 (including that downtime that USDOT requires between driving shifts). Products now arrive a day later than before, and cost more anyway.
There was a poll today at CNN.com asking who is to blame for current pump prices...
- OPEC
- oil companies
- supply and demand
- [price increases] are unavoidable
At 10:49 pm Eastern on 5/22, nearly 95,000 votes had been recorded. Oil companies were first at 40%, supply and demand at 30%, OPEC at 23%, and unavoidable brought up the rear. What annoyed me was the fact that a 5th choice was conveniently left out... unregulated oil trading. Funds everywhere are grabbing oil as a hedge against the falling dollar value (it's traded worldwide in US dollars). With no regulation or oversight as with stocks or other commodities, that isn't contributing to the price rise? Waiter - reality check, please!
Thanks, Vikki!
 Yes, that annual assault on the highway by families with freshly-dismissed-from-school kids in the backseat playing those corny road trip games or poking each other until a parent bellows "Don't make me come back there!"
In the current issue of Road King magazine, there's an article reminding truckers that the assault is near, and to be careful of those drivers who may be in over their heads. In the article, Roehl Transport's Brian Hammond, the orientation and driver development manager, mentions something I have been saying for ages... "[Hammond] often wonders why there aren’t similar licensing requirements for driving the RVs as there are for semi-truck drivers." I don't know about you, but when I see some old guy trying to handle a full-size Winnebago on any road, I get FAR away from him. If the stricter CDL is required for people who generally still have their reflexes, you have to wonder why retirees are allowed to pilot similar sized vehicles with just the ability to pay for the thing.
 If you are planning to partake to the roads this summer, keep the same things in mind the article advises truckers. Expect everything. Yes, that car will dart out in front of you. Yes, that van will speed through the puddle and splash water 10 feet in the air before you can close your window. Yes, your kids will only want burgers and fries the whole trip. (OK< that last one really isn't a driving concern, unless you just passed a fast-food joint and the next exit with one is another 80 miles.)
But above all, be patient. If you're sitting in traffic like this, just relax. Everyone around you is also sitting in that traffic and their need to move forward is no greater or lesser than yours.
Try fueling a tractor-trailer these days. A few months back when diesel was around $3.35 or so, I was chatting with the pump jockey at my local station about the credit card shutoff... depending on the card, it will either stop at $75 or $100. He said "When the semis come in, I have to swipe that card 8 or 9 times."
An article at CNN.com today mentions the plight of the trucking industry and the rapidly escalating price of diesel fuel: CNNMoney.com 5/6/2008 - Think gas hurts? Try diesel. One of the stats in the article should make you take notice... "The American Trucking Association predicted that truckers will have to shell out $140 billion for diesel in 2008, sharply higher than the $112 billion they spent in 2007." I'll save you the trouble of grabbing a calculator - that's a 25% increase. And that gets passed on to the end user... eventually, that is John and Jane Average, who will be forced to absorb that increase in virtually everything they buy.
Vikki )driver of the red Peter on your left) said her company doesn't have as many loads as they did a year ago. In order to meet costs, they have to raise rates, and that means customers are now looking for whichever trucking outlet will do the job for less. But soon enough, even those who can afford to lowball will have to pony up at the pump. A fuel contract that locked in a low rate will eventually expire, and those suppliers will want to make up for their losses.
Unless a long term solution comes about, this isn't going to get any better for quite a while. Is algae-based biodiesel the answer? Food-crop biodiesel certainly isn't, as it will simply reduce the crop supply and cause food prices to spike. And biodiesel has yet to be standardized... if you have the equipment, you can "brew a batch" in the back yard.
Common sense tells me a tax suspension won't do much. What we need is a major increase in production and supply of a fuel that will do the job as well as petroleum-based diesel.. That's the only way prices will come down. Time will tell.
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