Archive for September, 2009
After you’ve established the type of 4×4 you need, it’s time to figure out how the vehicle should be equipped. Here’s where you really go to work, for nearly every 4×4 on the market offers a mind-boggling array of standard and optional equipment. A partial list includes engine, transmission, four-wheel-drive system, seats, tires, instrtunent panel, air-conditioning, power doors, windows, and mirrors, fog lamps, and specialty packages (trailer towing, handling, offroad, heavy-duty suspension, and auxiliary cooling).
This equipment may be available by special-option groups or by trim levels. Some of it can be ordered separately. It all depends on the manufacturer.
As you mull all this over, be aware of some important industry trends.
Most new trucks are considerably plusher than before, and kite- nor controls and appointments as well as such basics as ride and handling are much more carlike. Utilitarian versions, however, remain in many lines. just don’t expect a dealer to rush you into buying one. (He makes more on upscale versions.) A turkey hunter I know welcomed the improved mechanical components but balked at the fancy interiors. He needed an interior that he could hose out after every outing, so he bought a pickup with vinyl bench seats and floor mats, though he had to fight the dealer every step of the way.
Like many hunters and fishermen, you probably think V8s when truck engines come to mind. Nothing wrong with that, especially if you need to haul huge loads. But there are a number of good six- cylinder in-line and V6 engines out there, some of which rival the power of a VS and offer better fuel economy. You should also think torque rather than horsepower. An engine’s torque rating is a truer indication of its ability to work for you. Ideally, you’d like an engine to develop peak torque at a relatively low engine speed—say around 2,800 to 3,500 revolutions per minute (rpm). (This is especially important if you launch boats off steep ramps or drive on tough offroad trails.)
The federal government is tightening emissions standards as well as raising fuel economy standards for light trucks. As a result, we’re beginning to see a profound change in the type of engines found in trucks. The industry standard has been the tried-and-true pushrod design, but Ford and Jeep recently introduced overhead-camshaft engines into some of their products. The difference? The pushrod engine develops high torque at very low rpm, which is perfect for many truck applications. Overhead-camshaft engines typically develop top-end torque at higher rpm, but this engine pollutes less and is more fuel efficient.
The engine’s torque is harnessed by the transmission. In the past, many hardcore four-wheelers opted for manual transmissions because of the extra gearing they provided. (Most manuals offer five forward speeds with overdrive for improved fuel economy.) These guys were dissatisfied with automatics that offered only three or four forward speeds; the three speeds had limited gearing, and many four- speeds were plagued by “gear-hunting” computer controls that favored fuel economy over performance.
Most of these problems have been rectified through the introduction of four-speed electronic automatic overdrive transmissions. Still, you’ll find that the transmission on a new truck has been designed for ride quality rather than performance. Although new transmissions don’t “gear-hunt” as badly as they did a few years ago, you may be less than enthralled with their performance in high-country and towing situations.
A generation ago, four-wheel-drive systems featured manual locking hubs and a manual-shift transfer case. In order to get into and out of 4WD, you had to get out of the cab, lock (or unlock) the hubs on the front wheels, and then shift into (or out) of 4WD. Nowadays, many four-wheel-drive sport utilities and pickups come from the tic- tory with automatic locking hubs and electric-shift transfer cases.You never leave the comfort of the cab to engage 4WD.
Many outdoorsmen don’t like the new systems, but they’re here to stay. Some models still ofltr manual-shift transfer cases, though you may have to special-order the vehicle to get them.
As for those special packages, carefully evaluate each one, especially If you plan to tow a trailer or boat. In some cases, you may have to order more than one optional package to get all the required equipment. For example, to get underbody skid plates and heavy-duty shocks, you may be required to order an offroad package and a handling package.Those who tow may need to order a handling package for the shocks and sway bars, a cooling package for heavy-duty radiation and engine and transmission oil, and a trailer-towing package for the wiring harness and the hitch.
Some factory towing packages don’t include the hitch; it may be a dealer option. In this case, you can take the truck to a hitch dealer or have the dealer install it. (Many opt for the latter because the cost of the hitch installation can be rolled into the monthly payment.)
Selecting certain options may preclude you from others. For instance, some trailer-towing packages specify automatic transmissions only. And particular engine and rear-axle combinations may not be available because of federal regulations or market availability.
You also need to consider whether the accessories on your current truck—slide-in camper, cap, roof rack, winch, and the like—will fit the new truck. Case in point: New, more aerodynamic trucks use internal rather than external drip rails. If the roof rack on your old truck was designed to fit an external drip nil and you buy a new truck with internal drip rails, you’ll need to buy a new rack as well.
