Tuner Trucks: Still Ready to Make a Statement

Tuner Callaway II

By Mike Magda

The shrinking number of high-performance "tuner" trucks has not gone unnoticed in the pickup community. Industry observers can certainly cite the tight economy as the automakers' main motivation to eliminate high-performance street trucks from their lineups. But the aftermarket has cut back significantly, too.

"We saw a great run of tuner trucks for quite some time, dating back to the late ‘80s," says Larry Weiner of Performance West, a California company that designs concept vehicles for the aftermarket and corporate clients. "There was a high-water mark in the '90s and around 2000. Then you saw it go away."

Four-wheel-drive trucks have always been popular with truck owners, whether they were emulating off-road racers or monster trucks. Then the game-changing GMT400 platform was introduced in 1987. Tired of mini-trucks dominating the street, enthusiasts fell in love with sleek design of the full-size Chevy and GMC C/K 1500 pickups, and the aftermarket responded with a bevy of new products. Shops that normally catered to Mustangs and Camaros were suddenly swamped with orders to modify two-wheel-drive pickups by lowering the suspension; swapping on wide, low-profile tires; fitting the bodies with aero kits; and adding as much horsepower as possible. Wild paint jobs also served to bolster the market's fascination with pickups.

Tuner VelociRaptor action II
Tuners like Lingenfelter, Kenne Belle, Canepa, Stillen, Steeda, Roush and dozens of others soon developed and offered a variety of performance packages, and many eventually came out with turnkey vehicles. Even mainstream enthusiast magazines noticed the trend and started conducting comparison tests of some of the more powerful entries.

Detroit automakers also brought plenty of their own favors to the party, with the ground-breaking GMC Syclone, the torque-laden but clumsy Chevy 454SS and the spirited, though sometimes moody, Ford SVT Lightning. Dodge boasted the feisty Dakota R/T and later hit the pinnacle with the brutal 500-horsepower Ram SRT10. These all served to inspire truck owners to modify their pickups.

Then the factory performance market went away. Chrysler knew its days were limited and dropped just about all its hot-rod projects. The Silverado SS was mostly smoke and mirrors. GMC tried with the C3 but seemed more interested in leather selection than power upgrades. The "image" buyer wasn't interested in pickups anymore. The lone exception is the current Ford SVT Raptor, but it's geared for off-roaders.

A closer inspection of the market, however, reveals that a few players are still eager to burn rubber in the street-performance arena.

Tuner Callaway chart
"We're sort of filling that niche of the Silverado SS and Lightning owner," says Mike Vendetto of Callaway Cars, which builds three versions of the Callaway SportTruck, including one rated at 540 hp. "But not everyone is making that leap anymore."

"As a tuner, we are at the mercy of what comes from the OEMs," says John Hennessey of Hennessey Performance, a Texas-based company with a wide range of power products that cater to many high-profile clients. "Thankfully, they have given us some great platforms."

Hennessy is especially bullish on the Raptor. Last year the company upgraded more than 100 Raptors with its VelociRaptor supercharger package, which can boost the stock 6.2-liter V-8 up to 600 hp. Hennessey is developing programs for the EcoBoost and the 5.0-liter engines, too.

"[The 5.0] is a great motor begging for more power. We just finished a 575-hp supercharger upgrade for a client, and he loves it!" says Hennessey, who also works with Dodge Hemi and Toyota 5.7-liter V-8 engines.

What caused the drought in the tuner truck market, besides the lingering recession? Experts point to a variety of reasons, including the growing size of today's pickup, increased emphasis on the environment and changing demographics.

"If you do your homework on Gen Y," Weiner says, "you're going to find that their interests are different. Only 43 percent have a driver's license compared to the previous generation at 66 percent. Also, they've come of age in a time of economic austerity, not a robust economy. All these things affect market segments."

Tuner VelociRaptor emblem II
In the tuner market's glory days, development costs were spread across to full-size SUVs, which were extremely popular with urban trendsetters as well as families. Many of those consumers are now drifting toward crossover vehicles, begging the point that late-model trucks are just too big and heavy to produce significant performance gains.

"As manufacturers develop trucks that continue to gain weight, the chances for a factory-built sport truck dwindle away," says Tony Marszalek, director of performance products at Roush Industries.

"Our HPE500 supercharger upgrade for Tundra, Sequoia, Land Cruiser and LX 570 offers performance similar to the Ram SRT10," counters Hennessey.

In the boom years, the regular cab remained the most popular model, with the four-door extended cab just coming into the market. Both configurations could be modified for the street with compelling results. Now the emphasis is on the heavier crew cab, which doesn't radiate street cred like the lean, muscular profile of a traditional regular cab.

"Athletic is in the eye of the beholder," Hennessey argues. "I think our VelociRaptor is one of the coolest, baddest-looking trucks on the road. And there are a lot of Tundra trucks out there that would give Raptor owners something to think about."

Tuner Callaway engine II
Hennessey's point was more than proven a few years ago when Toyota offered a supercharger package for the 5.7-liter V-8. A demonstration truck built around a lightweight two-wheel-drive regular cab hauled ass in a number of magazine tests, and it looked sharp doing so because it had the right proportions for a street-performance pickup.

Regular cab trucks also provide lower price points that give the customer more cash for modifications.

"I'll deliberately start with a stripper. Then we can tell the enthusiast, 'Look, we didn't spend 40 grand to start,'" says Weiner, noting that one of the last pickups he developed was the Dodge Red Express: "Regular cab, short bed, Hemi, and I think with rebates you could have bought that truck for 23 grand, brand new."

Another challenge to the tuner market is the growing number of states adopting California emissions standards. Twenty years ago, there might have been two or three states with the stricter smog laws. Today, 19 states have California-spec emissions standards.

"Anything the OEMs or aftermarket do will be faced with meeting emissions standards," says Weiner, adding that the automakers will also struggle to meet the stricter federal requirements for corporate average fuel economy. "So I don't foresee a big resurgence [in performance pickups] at this point in time."

One of the most exciting trucks toward the end of the tuner-truck phenomenon was the Roush F-150. Its last year was 2008, and rather than build another truck based on the 5.4-liter V-8, the company started developing a 6.2-liter version for the 2010 model year.

"When fuel prices skyrocketed and then the economy fell apart, we postponed the 6.2L program as well," says Marszalek. "We began developing the 6.2L program again in 2010 and launched it as a retail parts program in mid-2011. With truck sales now increasing and an increased demand from our dealer network, we decided to bring a 6.2-liter Raptor program to market as a post-title build."

When evaluating the overall tuner truck market, one could argue that there is a significant opportunity in the diesel sector. Roush is even working on propane and other alternative fuel options. But the wide-open performance street truck craze that enthusiasts enjoyed 10 to 20 years ago will likely never regain the same level of popularity. Of course, prophets of doom made similar predictions about the muscle-car market in the '70s.

"I think there will always be a demand for a sport truck," says Marszalek. "The key will be to get the market to compare performance improvements against the stock truck and not against the lightweight, high-horsepower trucks from the past."

Tuner VelociRaptor static II



Comments

It's hard to believe that anyone would be would be foolish enough to send a vehicle to Hennessey. Not only is he charging a ridiculous amount of money for common bolt-ons, but you'll be lucky if you get the parts you paid for:

http://www.svtperformance.com/forums/2011-mustangs-354/868881-hennessey-hpe700-upgrade-2011-13-boss-302-gt-5-0l.html

Livernois Motorsports can build you a Raptor with as much power as you can handle, and will actually deliver on what they promise.

I dont get the Conastoga Wagon Wheel thing with the rubberband tires. There's no accounting for taste.
Give me the beefy tires with the smaller wheels on that Raptor.

After recent off road tests. I don't think the week points on the Raptor our under the hood. It has plenty of power. I would go into the direction of suspension to handle the power it already has.

Rams Quick silver with the 392 Hemi looks great and with 470hp
470lbs is a great place to start for the Hennessy folks. Chrysler
needs to release that truck. Chrysler started this vehicle segment with the little red wagon in the 70's.

http://news.pickuptrucks.com/2011/11/sema-video-ram-quicksilver-concept.html

Not bad looking, but the red wheels belong on a civic...

Trying to claim another first for Dodge? Ford started it back in 1928 with the Model A Sports Roadster Pickup.

I am going to be the first to say it their 0 tuning options for a Supercharged Tundra and that includes Hennessey. All Hennessey did was use the TRD Supercharger and Corsa exhaust to get 510hp over the stock 504hp TRD Supercharger and charge $12,000.00 http://www.tundrasolutions.com/forums/tundra/207717-hennessey-performance-tundra-sequoia-2/. Also as I have stated earlier and what most of you know already you cannot really tune a tundra all you can do is piggy-back tuning which is a waist of money http://www.tundratalk.net/forums/tundra-performance-modifications/110867-unichip.html. Nobody has cracked Toyota's ecu for the 2nd gen Tundra and nobody will that includes Hennessey and this article should not even mention what Hennessey did for the Tundra because it is a joke and a expensive one at that.

And now we see why the minitrucks disappeared. Not to any lack of interest but to full-sized factory tuners which could carry more horsepower.

Hey, a minitruck today could easily carry 300hp or more with the modern V6s and still get better gas mileage than their full-sized cousins.

Wasn't the first "Li'l Red Wagon" a '61 or '61 Ford Falcon Ranchero modified by Andy Grannatelli?

(Whups! Meant '61 or '62)

My bad it was the LITTLE RED EXPRESS. It came out in 1978.
the fastest production vehicle that year. Faster then the 1978
corvette.
http://www.allpar.com/trucks/dodge/lil-red-truck.html

the frame looks bent and or broken on the Raptor.

I got it confused with the wagon. The Little Red Wagon became a legend in its time as the first "wheelstander" back in 1965. The world's fastest truck was a major hit with fans, and ran at drag strips throughout the US.
http://www.allpar.com/model/littleredwagon.html

Dont forget about the Dodge Dude which sported a big block 400 or 440. This came before the little red express

Huge
Engine
Makes Big
Impression!!!!!!!!

Guts
Glory
RAM is # 1

Huge
Engine
Makes
Poor
Gas Mileage.

*signed,
Indifferent.*

Their is no replacement for displacement.

http://www.youtube.com/watch?v=1a48QhkpdTg

It is nice to see that the BEST truck is displayed first in this article. Let it be written.....LET IT BE WRITTEN...LET IT BE DONE!!

Look at the mix of trucks modified for street use only. You are most likely to see a Ford or Ram modified for work or off-road use.

GM owns the street truck segment since very few people buy a GM pickup for work anyways. In Texas it's rare to see a fullsize GM truck that hasn't been lowered or given ridiculous rubber band tires on huge rims.

@Mi-Bob: No truck is "best truck" for everybody. Even the Raptor easily displays its weaknesses even when used for the purpose it was designed. What's best for you may (and is) worst for somebody else. Even a RAM has proven superior to the Raptor in cross-country sprints over certain types of terrain.

For me, the "Best Truck" no longer exists. I have to put up with what's available. Please--more than one person has asked that these Brand Wars stop and start talking about their real capabilities instead of misquoting commercials.

hemiv8: just a small correction on the Little Red Express truck of 78-79, it was not faster than the Corvette of the time, but was quicker than, not faster than, my good friend and neighbor had a new 78 LRET, with the 360 4bld 3spd TQFlite, 4:10 Posi. It was quick, but had a gov of 115mph, (tires at the time and lawyers allready), the 78 Corvette was cappable of at least 125mph or more depending on gearing and standard or auto trans. the LRET 0-60 was quicker, thats all! after 80 or so it wass goodby to the Little Red Express Brick.

While Toyota, GM, and Ford all compete in NHRA’s Funny Car and Top Fuel arenas with sponsored teams, until recently, NHRA acknowledged — until recently — that they based their engines on the Chrysler Hemi:

… 7,000-horsepower Top Fuel dragsters are often referred to as the “kings of the sport,” and with good reason. … Powered by a supercharged and fuel-injected 500-cubic-inch adaptation of the famed Chrysler Hemi engine… Funny Cars are powered by the same supercharged and fuel-injected 500-inch engines as Top Fuel dragsters.

That text, which was intact at the beginning of last week, has now been replaced with a shorter, vaguer version, which eliminates any references to Chrysler or the Hemi. One observer wrote that Ford and Toyota requested the changes, to increase the marketing power of wins by Toyota and Ford, and John Force in particular. (The issue was made more salient by yesterday’s Courtney Force Funny Car win at the NHRA Northwest Nationals.)

Former racer Ellis Brasher pointed out that in the past Force referred to his cars as being powered by Ford engines. Force did not, according to Brasher, make such claims when he was racing GM-bodied cars. Yet, in a 2005 interview, Force said, “Because we want an all-Ford motor and yet we have to fit underneath the NHRA….this won’t be a Chrysler design, everything evolved from the Chrysler.” Still, Brasher compared the heads of the new Ford engine with those of the Chrysler Hemi, and found them to be very similar — and both quite different from Ford heads.

Until last week, NHRA acknowledged the debt modern drag racers owe to Chrysler engineers. While Chrysler did not invent hemispherical-head engines, they did make numerous contributions to the state of the art, bringing the Hemi into the mainstream and then to the top of NASCAR and drag racing.

I do not understand why they even bother posting photos and articles related to Ford trucks. That company only completely redesigns their trucks every 10+ years or so. I quit driving Ford trucks about 5 years ago because when I purchased a new one, it looked like I was driving a truck that was 10 years old. Now I have a RAM 1500 as my daily driver and a 2011 Chevy 2500 Duramax to pull my 5th wheel camper. I just don't know about Ford anymore. What's up with their design dept???

@Tony Phillips

I agree 100% brother! That Kool-Aid that Ford is serving to all of their loyal fans must be pretty good. I was in the same boat until roughly two years ago. I switched over to a 3500 SRW Duramax Diesel, and my brother got so fed up with Ford and their unreliable diesel trucks he switched over to a Dodge/Cummins 2500 and hasn't looked back.

Emision rules are hurting the aftermarket as well. Add to that a faultering economy and disposable income that is no longer disposable.
There is a broad number of motorcycles, quads and UTV's out their that can be purchaced for the same price as an aftermarket kit (especially a Hennessey kit) and will slaughter any truck. Chrysler, Ford, and Chevy all have cars that can beat a modified truck on the street.
I don't like too many mods as they can affect the reliability of a truck. A 30 mile walk to some remote ranch (if you are lucky enough to have one that close) isn't my idea of a fun time while you feed the mosquitos.

http://www.motortrend.com/roadtests/trucks/1207_ram_392_quick_silver_concept_first_test/

I dig the profile, and like how they got rid of the red wheels but instead replaced with ricer red mirrors and painted interior bits? ALl this does is appeal to the 19year import driving kid and the 45 year old dad that thinks it looks cool and might help him with his youth.

Big props on the engine and performance #'s though, just a hair slower than the last auto SRT10 ram with the V10. Good job. But loses a few more points with the two seat set up, but nice seats they are!

Hemi, are you claiming more points because the combustion chamber used in top fuel is an "adaption" of the original hemi set up that the current production hemi's don't even use? Chrysler wasn't even the ones to design it or use it, they just adapted it (see where I am going with this?), trademarked it first and mass produced it... Also ever have any other info other than from allpar for your facts? Those are biased and considered null and void...

@Tyler - I would have to agree with you as to who usually buys these kinds of trucks or cars for that matter. Most of the Shelby Mustangs or Boss 302's I see are purchased by guys my age (50ish). There is a young buck on my street with a Camaro SS. Most of the Chargers and Challengers are also bought by 50 something guys. Most of the high school types are in Japanese tuner cars. Unless they have rich parents, they drive and mod what they can afford. Same goes for pickups.

It does not belong here. I just thought it was sad that just because dodge no longer sponsors top fuel funny cars that Ford who does gets power over NHRA to change the web site to no longer include Chrysler who's engine is the base for the current top fuel engine. The 426 Hemi from 64 to 71. Ford and john force can try and hide it from future fans of NHRA but their not fooling me. I think NHRA folded under Ford because of their $$$ in the sport. They can't hide from the fact that the 426 Chrysler design is the mandated engine period.

The quick silver is a bad looking machine. So is the R/T Hemi. I would drive either one for sure.


HEMI V8 needs to STFU already. Nobody cares about crummy Chrysler. Save it already, we don't care...you fool!

@HemiV8 - why the mention of Top Fuel? It isn't as if a 426 hemi tuner truck will be offered by anyone.
If Chrysler has dropped sponsorship of top Fuel and Ford is a primary sponsor, we might finally see the rules changed to allow any engine to be used in Top Fuel.
Case in point: Ford stopped sponsoring BigFoot and it wasn't long after that when we saw a Chevy BigFoot.

@ HEMI V8 ,

I have been saying this for years,many people on this site at one time didnt believe me..argued that GM,Ford,Toyota didnt use a Chrysler HEMI but the fact is they do...

Go to your local track when they have these cars its really discusting to see a Toyota with a Chrysler HEMI with Toyota slapped on its valve covers as is with GM,Ford and now these clowns want to say the Chrysler HEMI is either a Toyota Hemi,Ford Hemi or GM Hemi !!!

This is another reason back in the day I began to be a Mopar guy,Chrysler makes the worlds most powerful engine,its so reliable,powerful that Toyota,Ford,GM use it today !! Chrysler should run some adds on T.V,print,internet about other brands using the CHRYSLER HEMI !!!!! MOPAR RULES !!!

@ Lou ,

Nice try..Its not in the rules to only use a Chrysler HEMI !!


Ford and GM tried to build a drag racing engine in fact each decade they tried to use their own design but it just wasnt fast enough and was not reliable,so they stuck with the Drag racing Champion the Chrysler HEMI !!!!! Again its not in the rules to only use a Chrysler HEMI,but when you have a proven factory winner by the best performance company ever,it makes sense to keep winning and keep using a Chrysler HEMI !

@ Tyler,

NHRA used to say the engine was a Chrysler HEMI based on Chrysler's 1964 design....64-71 ! You can take a new Top fuel Hemi and slap factory 60's Chrysler parts on it !!! It is a CHRYSLER DESIGN/MOTOR GM FORD TOYOTA USE TODAY !!

You can still buy 426 HEMI crate motors from Chrysler today !!

Your ignorant comment is null in void !

http://www.nhra.net/streetlegal/funfacts.html

@Lou,
@Tyler,
@Frank,
@Other Mopar Bashers,

http://www.nhra.net/streetlegal/funfacts.html

Look under these : Top Fuel Dragsters & Funny Car !!

nice facts xs29L: but the real fact is the Hemi in Top Fuel today is NOTHING like the Chrysler Hemi from any time period! nothing in the engine is interchangable NOTHING, not the oil pan, heads, valves, pistons, crank ect. ect. ect. the engine today is so far removed from the Chrysler design it's not funny, the only thing that remains in the name only! if fact some of the newer engines are made from a big hunk of metal, that is milled and drilled to form! and have dual distributers and plugs, all you have to do is read the facts and maybe if your lucky get to look at an exploded veiw of the engine.

Sorry I did not want to make this thread about drag racing. Their is no doubt the engine has evolved from 1971. The basic valve train geometry and valve location in the heads are Chrysler design. Remember this sport started in the fifties when a guy named big daddy don garlits put a Chrysler into his dragster. The rest is history. These were stock tuned engines on nitro. The Chrysler dominated drag racing. That's how it became the class favorite with it's strength and speed. 331,392,426 Hemi.
http://www.youtube.com/watch?v=IBc6ib9krdc

@Tyler, From the looks of those photos you linked on the Ram 392 Hemi quick silver. The top looks like it has a huge sun roof or completely tinted glass on the top. That truck is Awesome.
Hennessy would not have to touch that 392 under the hood. That would be enough to get me into all kinds of trouble. LoL
Love the interior too. I want one bad.

The Golden age. Video at 2.54 on awesome!

http://www.youtube.com/watch?v=clGU7V44QRI&feature=related

The Big bad 392 Hemi http://www.youtube.com/watch?v=GzfFusEj4eM

Ram 392 Hemi quick silver or 2013 Ram R/T it doesn't really matter all that much too my Supercharged 5.7L iforce. When the 2013 Ram comes out it will suffer the same fate as the new Ford engines 5.0L http://www.youtube.com/watch?v=Ol4ImQhUO9w, 6.2L http://www.youtube.com/watch?v=aICVv-9DSgY and ecoboost http://www.youtube.com/watch?v=zERBbv_VHhs. I am starting to think during the Ford BFT Challenge they want none of the 5.7L iforce. Now I am just waiting to see a Supercharged 5.0L F150 vs Supercharged 5.7L Tundra.

Magnuson supercharger already has a supercharger kit for the
stock 392 Hemi 470 horse 470 torque. 30 to 60% more power.
Hennessy has their own kits. 500 horse power for the 392 with just headers and exhaust. No super charger.

http://www.shophemi.com/p-2312-392-hemi-magnuson-supercharger.aspx

http://www.hennesseyperformance.com/392-500hp-package.html

@5.3lol, Looks like your Rice 5.7L will get smoked by that 392
quick silver. The R/T with a Super charger is more up your alley.

How will that Ram 392 Hemi Quick Silver beat a Supercharged Tundra when the SRT10 has lost repeatedly http://www.youtube.com/watch?v=11W7c7nteYo. Ram 392 Hemi Quick Silver 0-60 5.2 seconds http://www.motortrend.com/roadtests/trucks/1207_ram_392_quick_silver_concept_first_test/ the Supercharged Tundra 0-60 4.4 seconds http://www.motortrend.com/roadtests/trucks/112_0811_2008_toyota_tundra_trd_supercharged_test/viewall.html. The 5.7 iforce all day everyay you know it.

@ sandman4X4,

Of coarse they changed things over the years,like no water passages in the block (major reason anti Chrysler fans say its not even close but they are jealous dolts)

They made it stronger but its not as far off as you say..its still a CHRYSLER 426 HEMI Design...no Ford/GM/Toyota engine comes close ! Distributer loacation is still the same as the old 426,except like I said they changed things over the years now its a duel distributer...on the block many bolts and holes are in the same location as the old 426 HEMI block

The only reason NHRA dropped the credit to Chrysler is because Ford and Toyota forced them to !! If you look they have more cars than Chrysler does at the drags (but yet all Chrysler powered)..

Heck go back to the 1990's version of the Top Fuel Hemi its even closer to the stock version...Yes they changed things but its a MOPAR HEMI in a Ford/Import body !!

It's funny,go to the drags people actually use chrysler 426 Hemi engines from the 60's/70's or new Mopar crate 426 Hemi engines and slap a GM/Ford/Olds emblem on the valve cover and say its not a Mopar...the anti Chrysler Hemi b.s isnt new,I heard it all my life,even when I did some racing in the 80's..

I bet some people will say my 68 Charger R/T with a 426 Hemi isnt a original Hemi because it has air conditioning !! 426 Hemi's never came with air but Mopar has a kit for it now ,so even the 426 Hemi from Chrysler evolved over the years... they even offer a single 4 bbl intake manifold !!

Brag up a storm about Ford, GMC, Toyota etc having to use a 426 Hemi since that is all the rules allow.
That would be like Obama passing a law saying that GMC was all we were allowed to drive, then some fanboi bragging about GMC's superiority.
The reason why those rules were passed was because the Australians had an engine that was kicking ass. The losers complained and the rest is history.

Rules
Like many other motor sport formulas originating in the United States, NHRA-sanctioned drag racing favors heavy restrictions on engine configuration, sometimes to the detriment of technological development. In some regards, teams are forced to use technologies that may be decades old, resulting in cars that may seem substantially less advanced than the average family car. However, while some basic facets of engine configuration are heavily restricted, other technologies, such as fuel injection, clutch operation, ignition, and car materials and design, are under constant development.

NHRA competition rules limit the engine displacement to 500 cubic inch (8194 cc). A 4.1875 in. (106.4 mm) bore with a 4.5 in. (114.3 mm) stroke are customary dimensions. Larger bores have been shown to weaken the cylinder block. Compression ratio is about 6.5:1, as is common on engines with overdriven superchargers (that is, the supercharger is driven faster than the crankshaft).

Engine
The engine used to power a Top Fuel drag racing car follows the basic layout found in the second generation Chrysler Hemi 426 "Elephant Engine" made from 1964-71. This engine platform was the unquestioned standard until the McGees Australian designed DOHC multi-valve engine started breaking records, the NHRA under pressure from every other "traditional" race engine builder, mandated the Chrysler type as a standard. Although the Top Fuel engine is built exclusively of specialist parts, it retains the basic configuration with two valves per cylinder activated by pushrods from a centrally-placed camshaft. The engine has hemispherical combustion chambers, a 90 degree V angle; 4.8 in. bore pitch and a .54 in. cam lift. The configuration is identical to the overhead valve, single camshaft-in-block "Hemi" V-8 engine which became available for sale to the public in selected Chrysler Corporation (Chrysler brand) automotive products in 1950 (model year 1951).

http://en.wikipedia.org/wiki/Top_Fuel#Rules

Wow the HEMI fans are a little more rapid than usual. As somebody with no real brand loyalty who works with a large fleet of vehicles i can tell you that the dodge trucks are piles the engine seems to provide ample power but the Fuel efficency is garbage they need an 8 speed to keep up with ford and chevy in the milage department. a 6.2 raptor gets better fuel efficency than our hemis. Are you Ram fans compensating for your terrible truck? Its 100 degrees out and at max a/c the truck does not put out cold enough air or have enough air pressure coming out of the vents. the susspension on a 3.4 ton does not hold up, it has allignment issues and eats tires when carring at its max payload . the seats have ben abraided through to the foam from people getting in and out of the truck. Our Fords and chevys have none of those problems and are more reliable. I just dont understand all the deranged HEMI fan boys on this site. Oxi makes more sense than you all do. The only reason to buy a dodge is to get a cumins but even then the new ones are just as reliable as the Ford and Duramax plants so why even bother. GM and Ford own the Gas HD segment (thats what alot of fleets use, if they are not using the trucks on the highway under load)

@Carilloskis

Yep, my Dad's pickup has the same issues. It has been back to the dealer 2 or 3 times due to the POS blend door problems. The seat is shot and the truck is only 5 years old.

@Lou
I wouldn't waste your time Lou. These Fiat guys are so brainwashed that they don't undertand that, all things held equal, 4 valves will typically allow for more flow/power than two.

I wonder if all of them NHRA "hemis" are made in Mexico like all of the ones that they use in production vehicles?

all the utube videos i am not impressed when i see two trucks pulling each other does not prove a thing you want to see which truck has more power hook'em to a weight sled and see who pulls the most



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