HMM, not sure I like that front end, just looks weird. The shop of the hood looks good but then the grill, lights, and bumper look bad.

Great video. Great truck. The smartest transmission ever says PUTC.

I was hoping he would comment on how the "enhanced/fake" engine audio from the 2.7 sounded. I'm assuming it was 'ridiculous', but wanted confirmation in case 'fraudulent' or 'stupid' was more accurate.

In case anyone missed it, here's the info regarding fake engine audio from the First Drive article:

"...but we were most impressed to learn that Ford has built an enhanced engine noise program into all F-150s with either of the two EcoBoost engines. It delivers a throatier V-8-like sound to the passengers inside the truck. Some might call this a slight deception, but we liked hearing the low-end rumble when we put our foot onto the throttle of the EcoBoost..."

And info on how the same system is used in the new Mustang:

http://www.autoblog.com/2014/09/24/ford-mustang-ecoboost-fake-engine-soundtrack/

@Stego - Do you also complain about Bose active headphones because it doesn't allow the true outside noise to reach your ears???

@Toycrusher, no people complain about Bose headphones because Bose sucks!

@Toycrusher, no because that is not the same thing as what Ford is doing. Are you even serious right now? Bose is removing sounds that are completely unrelated to the music you are listening to so you can hear what you want more clearly. Ford is adding a synthetic layer of sound to deceive you into thinking your engine sounds better than it actually does. Do you have any other analogies in mind that are completely unrelated to this topic? If so please go on...

https://www.youtube.com/watch?v=yKng5oENmuM heres a vid of the 2.7 dosent sound that intrusive

A better video Mark.

There is one aspect of the truck not described to well. That is how well the suspension is working with the increased payload and reduced weight of the vehicle and the shorter spring leaves.

The features provided in the high spec vehicles are quite excellent.

I don't think the take up will be as spectacular as Ford will hope. Pricing will be the driver and as we've seen FCA is aggressive with pricing and even bling.

I suppose we will have to sit back an wait to see how 'reliable' this vehicle is and how well the pickup holds together.

YES! Ford went overboard!
PUTC? great video!
You almost had me until I saw the remote control tailgate
Its a pickup built for the wrong reasons, the wrong reason is just owning one to impress others, to show it off.

I should know cause I made that mistake by buying a new top of the line FX4 and NONE of my friends and co-workers are impressed. YES! I admit I picked out I thought was the best just to impress other people. If I knew that I would just settle for a cheaper XL.
I paid $5000 for a FX4 decal sticker on the bed!

@Stego, Do you also complain about the 2014 Silverado with 6.2L because it doesn't let the true outside noise hit your ears? The 2014 Silverado 6.2L has active engine sound management technology with the Bose speakers when it is in 4 cylinder mode.

Cadillac also has active sound managment may others. It's the future.

Just go to diesel, they all sound great :)

Front end is growing on me, the tailgate is ugly.

@Mr Obvious,
Those airfoil shapes at the top of the tailgate reduce drag.

Nissan is going to have those on the next Navara. The Nissan one appears larger than the F-150 airfoil.

I bet these become a common feature on all pickups.

http://s1.paultan.org/image/2014/08/Nissan-NP300-Navara-12-630x420.jpg

The truck looks nice and all I just want to know specifically how it compares to the 2014. In what ways is it really noticeably better?

@Beebe,
Find our for yourself. Ford is offering test drives all over the country.

http://www.f150drive.com

30 min video wont do it justice, i didnt even finish the 5 min video, the truck imo is odd to weird looking. Not symmetrical and goofy design, angular in front, rounded in the rear, wheel arches don't look right. The price of this thing will be downright scary. FOrd wont warranty the turbos past 36K, that has to make one feel real confident. FOrd doesn't even believe in them. I wont be looking at this truck at all. But i will at the Nissan Titan coming soon. I am not impressed with the new tundra either. It does nothing to replace the one i have.
The 3.0 L Diesel Ram 1500 is the truck i would buy if in the market for one. Real world fuel economy #s you can trust and a real nice rig all the way around imo.

I think for a lot of us truck guys, what it all boils down to is that we want a truck that has a certain set of capabilities and possibly certain "features". Beyond that, we neither need or want to pay for extra gizmos.

The new Ford has a mind boggling number of features. Not saying that any of it is bad, however, it goes way beyond my needs with what a truck offers.

Can the ecoboost and transmission handle the heat towing up the hills for long duration? Can the engine/transmission handle the engine braking going downhill? Is it durable enough?

How is the suspension? Wheel hop?

Is the cab dampered on the frame?

@cmon, remember the Ram 1500 crew ecodiesel 4x4 has a ridiculously low payload capacity. I hope the new Titan diesel is priced competitively with the other half-tons and offers more capability with good fuel economy.

@jason
They aren't coming to idaho

@Alex

Don't bother with him. He is just as bad as some of the others and will see a negative to a Ford no matter what you say because he is wanting to see one.

On the Titan thing, I don't think that thing will be a class 2a or what you call a "half ton" . The Cummins ISV 5.0L is 899 lbs with all the turbos and such which is about 300-400 lbs heavier than even the biggest of the current gas engines in a 150/1500. If they make it for the class 2a with the rest of the 150/1500 trucks then it will have very dismal payload, but if they make it for the class 2b with the 250/2500 trucks then they will have room t have better payload.

I can't wait to buy one. Sorry, this is the best truck on the market. Thick and durable military grade aluminum is huge. It won't dent and crumple as easily as the thin metal used in the Silverado or even Ram. Add to it, no rust. Which just makes the truck all that more valuable for longevity and resale. The interior is just A-1 Choice. Floor shifter, soft touch materials, clean and classy lay out and premium all around. Essentially what Ford has given us since the KR S.Duty F-250 in 99 and more importantly the F-150 in 2004. Yet taken to a whole new level. It's also worth noting that Mark pointed out those round wheel openings. I for the life of me still can't figure out why Chevrolet abandoned the round look that they created in those 1967 models. They went square in the 70's/80's and cool. Still, that's not an era to be stuck in. And they only looked good with larger tires in 4x4 trim. And of course, that's the last Chevrolet offered with a SFA so by default, you see many of them still loved. C'mon Chevrolet.. (oops, GMCorporate). Get with the program that You invented decades ago.

Ford is bringing it hard here! As an ex Chevy guy, I still wish this were Chevrolet we were showcasing. As with the Raptors, Super Duty & Power Wagons, Platinums etc. Unfortunately, it just wasn't meant to be. I love old Chevrolet's but Ford is the new Chevrolet of old. They have been for several years now.

@ALL1
The problem with the whole classification system is not that it's a misnomer, but is that it provides a "skewed" way to view a trucks capabilities without really having to think about what their truck is truly capable of.

The new F150 and even the current one are rated to tow more than a F350 of the 1980's or even certain models of the early 90's. The current GVWRs for F150's, however, are still in the traditional "F150" range as opposed to the higher GVWRs of the F250/350.

To me this indicates that the truck makers are primarily trying to make trucks look good on paper. The way the truck market is moving is such that rather quickly, trucks are pushing the boundaries of the "classes" that have been sold under. It is all rather confusing from the perspective of the consumer.

I love old Chevrolet's but Ford is the new Chevrolet of old. They have been for several years now.

@ocg, Blame GM and or GM'c'. Chevrolet trucks are damaged goods thanks to the idiots in both of those namesake camps. The Bowtie company is the most tarnished and damaged company GM ever turned into a 'brand'. Screw em. Let GM and or GM'c' be. Close Chevrolet. Give the Corvette with it's now re-named GM smallblock engine over to GM 'c' and be done with it. It's the only reason outside of Rick Hendrick that Chevrolet the "brand" (God I hate saying that as brands suck) even exists. Let the memories of Chevrolet's real legacy live on. Piss on GM and what they've done to them though. For the last couple decades in my book. Ford really has become what Chevrolet once was. How sad is that?

@HEMI MONSTER,
I think the manufacturers play the system to create ambiguity.

Confusion or not telling it all is what the companies want.

If know one really knows then they can stretch the truth.

The biggest joke of a comment is the "MILITARY GRADE" aluminium F-150.

It's built out of 6000 Series aluminum, talk about false advertising. Ford should be made to remove that ridiculous comment. I'll keep on mentioning this. If anything to only part that would be even 7000 Series would be the pickup bed.

Ford will not waste lots of extra money on a magnesium/silicone alloy aluminium. That real expensive aluminium.

One other area is this "Best in Class" in the US. I do think that is another shortcoming.

The "Best in Class" is only applicable if you need or require whatever is supposed to be best in class.

If you are never going to tow much or carry a load you only need to buy a Ram.

If you want to work it is becoming clearer that the vans are the direction to head in. They will be more economical than the pickups for the amount of work they can do.

Towing is another area that I laugh at. Not many tow to the max weight. If anyone has ever towed six or seven thousand pounds even behind an small HD you will feel it and it will change your driving style.

Where I live I'm actually seeing larger tow loads than what I see in the US on average.

It's all about perception. Everyone wants to think they are on a winner. Except we are talking about piles of plastic and metal.

Great truck, awesome looks and great features, will be the flagship of what the rest will be measured by. Has 11 segment firsts, will be my next truck for sure. The best never rest. And no they have not gone overboard..

@All1, yep the Titan diesel cannot just be a regular Titan with a 5.0 Cummins shoved under the hood, I agree that it needs to be beefed up to get a payload competitive with the F150. If it's down there with the Ram 1500, then forget about it.

I do stand corrected, 6000 Series is alloyed with magnesium and silicone and 7000 Series is alloyed with zinc. I actually checked out my comment.

6061 Series aluminium is one of the most common aluminiums around in use today.

As I stated we use 7000 Series in aviation a lot on our airframes.

The International Alloy Designation System is the most widely accepted naming scheme for wrought alloys. Each alloy is given a four-digit number, where the first digit indicates the major alloying elements.

1000 series are essentially pure aluminium with a minimum 99% aluminium content by weight and can be work hardened.

2000 series are alloyed with copper, can be precipitation hardened to strengths comparable to steel. Formerly referred to as duralumin, they were once the most common aerospace alloys, but were susceptible to stress corrosion cracking and are increasingly replaced by 7000 series in new designs.

3000 series are alloyed with manganese, and can be work hardened.

4000 series are alloyed with silicon. They are also known as silumin.

5000 series are alloyed with magnesium.

6000 series are alloyed with magnesium and silicon, are easy to machine, and can be precipitation hardened, but not to the high strengths that 2000 and 7000 can reach.

7000 series are alloyed with zinc, and can be precipitation hardened to the highest strengths of any aluminium alloy.

8000 series are alloyed with other elements which are not covered by other series. Aluminium-lithium alloys are an example

Here's some interesting information regarding the aluminium F-150.

It wasn't Ford who actually made the aluminium pickup possible, but Alcoa. Have a read of these interesting links;

http://www.alcoa.com/car_truck/en/news/releases/2013_09_23_alcoa_951.asp

http://www.alcoa.com/car_truck/en/news/releases/2014_07_14_research_and_development_award.asp

@Hemi Monster

The reason for the payloads is due to the GVWR and truck Classes. I explained this in a previous article, but PUTC decided to delete it. I will explain it again, and hopefully this time it will not get deleted. Most of this you may know, but I will go over all of it.

The US DOT truck classification system ranges from Class 1 all the way to Class 8 with a vehicles GVWR (curb weight + payload) being the deciding factor on which Class each vehicles are in.

The Classes go like this: Notice class 2 is broken down into 2 subclasses

Class 1: 0 - 6,000 GVWR (this is usually where cars and midsize truck lie)
Class 2a: 6,001 - 8,500 GVWR (150/1500 vans and trucks)
Class 2b: 8,501 - 10,000 GVWR (250/2500 vans and trucks)
Class 3: 10,001 - 14,000 GVWR (350/3500 vans and trucks) (F450 w/bed)

The classes go on all the way to class 8 which is GVWR above 33,000 lbs.

Since the GVWR of a truck is basically it's curb weight plus it's payload capacity, then the trucks actual weight plays a big role in how much payload it has available to add before it hits the maximum for its class. In all actuality, the GVWR of the truck is found first through how much weight its frame, axle, and suspension can handle. Then the actual weight of the truck is subtracted from that GVWR and you have your payload rating.

Most 150/1500 trucks don't even come close to the max 8,500 lbs. Take most Rams 1500s for instance. They start at 6,010 lbs and the most you can get in a Ram 1500 is 6,950 lbs GVWR . Most GMs and Fords have GVWRs in the 7,000 to 8,000 lbs range for their regular and max tow trucks. This lower GVWR in the Ram trucks is the reason for its lower payload numbers compared to the others.

However, Ford (GM did) also offers a Heavy Duty payload package that pumps its GVWR to the max 8,500 lb GVWR that a Class 2a truck can have. If it's GVWR were over 8,500 lbs then it would be moved from Class 2a to Class 2b with the 250/2500 trucks. So these truck's payload are maxed out because if they add anymore payload then they will go out of their class. The only way to increase payload if the truck is at the max GVWR of its class and stay in its class is to decrease the weight of the truck.

Same would go for a midsize truck in Class 1. If it exceeded the max 6,000 lb GVWR of the Class 1 then it would be bumped to Class 2a. Most midsize trucks usually hover around that 6,000 lb GVWR limit more than the class 2a trucks do. So you can see how a truck's payload is somewhat limited by it's class.

I know what you are saying. What's the big deal if it goes up a class. Well, that depends. Each class has a different emissions certification they have to pass through the EPA. These EPA certifications break the classes down even more. Like in Class 1 anything below a certain weight, I'll use 3,000 GVWR as an example, has a certain emissions certification while anything above that has another emission certification. Even Class 2a (150/1500 trucks) is broken down to LDT3 and LDT4 in this class depending. Some speculate that this is why none of the Ram 1500's GVWRs never exceed 7,000 lbs, but that is not confirmed.

So, while the tow rating of these truck are not necessarily limited to a certain class, their GVWRs are which in turn affects their payload. This is why it is as you said where todays 150/1500 trucks can tow more, but not carry more than yester years 250/2500 trucks.

I wanted to see the small details such as pictures under the fenders how the body panels are attached, the sheet metal lower control arm, how the wiring harness and brake lines are routed on the outside of the frame, if the side glass is laminated or tempered, the design of the door sill, how the door sounds as you slam it shut.
Little things mean a lot.
I understand PUTC has to be nice and friendly to Ford cause they allowed them to drive one so they have to write up a good review or if they give a bad review everybody will blacklist PUTC.
PUTC is being held hostage and can't say what they really want to say.

They turned the F-150 into a sissy-girly truck, maybe Ford did market research and did find out most men are sissy boys with feelings that are not afraid to cry, maybe real tough guys like me are fading away. I don't know?

If the price is under $35k for the top of the line it might be a winner. Anything over that price makes it a gaudy Caddy truck full of useless chit gadgets. They seem to forget truck buyers like quality and basic.

I want a pickup that makes me look good, a truck that fits me like fine clothes, everybody in my work crew owns a Ram and I am a very good looking handsome man with broad shoulders , perfect body! I need a truck that also makes me look good and my F-150 doesn't do that, I have an image to keep.
The pearl white Ram 1500 will make me look good. The King always traveled in the best looking carriage with white horses.

@HEMI MONSTER,
Also, any vehicle that weighs over 10 001 lbs isn't under the CAFE system. This system is more closely resembling the EU system of weight and not foot print.

Vehicles 10 000lbs and under operate under CAFE which is based on the footprint of the vehicle to determine emissions and FE.

So weight has not much to do with a midsizer vs a full size half ton pickup. As it's mathematically determined what the FE will be.

What essentially has occurred in the US is pickup trucks had a significantly different system regarding CAFE. Because they were deemed trucks they were classified differently from cars. Now this classification system was only regarding CAFE.

This no longer exists. So the CAFE system isn't based on weight as some would have you believe but footprint. The only vehicles that use weight for emissions in the US will be Class 3 and over vehicles.

As for US towing figures with full size 1/2 ton pickup and HDs has nothing to do with the Class system. It's all about technology allowing this to occur mixed with some marketing.

I'd almost bet my bolls that the F-250's (not to sure about F-350's) will be based on the aluminium F-150 bodies.

Ford will have to recoup the very high costs of these new aluminium pickups.

Lou BC
I understand you are mad a me for making you look stupid cause you thought your extended warranty covered everything.
I bet your warranty is underwritten by a Co. named: US Fidelis and if you would go to your state attorney general site and look at all the complaints against them you might find some hope that maybe you'll get your money back and that will make you feel better and not take your anger out on me.
My mission is to help people here by admitting I once got ripped off on extended warranties and I care about them and I don't want other people to get ripped off like I did.
OK ? Can we be friends again?

I will check it out, not a ford fan but if I was looking to do Truck Camper, the F150 might be the way to go on the payload side. I am amazed how heavy these truck campers can get, when looking for a rv that could go all over, either lifting a roadtrek which will get above 100k on a new 190 with lift or going with a truck, usually HD to get the payload to handle a truck camper that's livable.

These high tow numbers for all three, especially the GM and Ford seem silly though, I wouldn't want to tow 10k+ on a non hd truck on regular basis, regardless of what the manufacturer says.

@ALL1
I do think the F150 has the biggest advantage in the area of payload. On Ford's website, the highest payload I see is 3,100lbs with a 8,200lbs GVWR. That is with a regular cab.

The highest payload I see with a crew cab is 2,390lbs and that is also with a GVWR of 8,200lbs. Both of these F150's have a tow rating of 11,000lbs.

Here is what my gripe is about the whole classification system. For a F150 that has a 3,100lbs payload, that is already almost in the payload territory of certain F250 models. It can give buyers a distorted view of what their F150 is capabile of and how it compares to a F250.

Say someone wants to tow a 5th wheel weight 10,000lbs. On paper either of the 2 F150 models I mentioned could tow that, as the pin weight on a 10,000lbs 5th wheel would be somewhere in the range of 1,500lbs to 2,500lbs(Lets just say for sake of argument that the pin weigh is under 2,390lbs). Of course if the crew cab model had any passengers or stuff, it wouldn't be able to tow that no matter what the pin weight was.

A same 10,000lbs bumper pull trailer could easily be pulled by either truck. The tongue weight would be much less(probably in the 1,000lbs) range.

So here is the thing: what I see all the time is people will say oh well his F150 can tow that, so mine can too. I hear people talk like this all the time.

The problem with the whole "class 2a" segment is that there is just to much variance in capability. While the same is true for other segments too, I think it's fair to say that buyer of trucks in other segments have a very specific need for their trucks, so the variances in capability don't affect them as they already know the purpose which they are buying the truck for.

This is why I have generally made the argument that if someone needs to do some serious towing/hauling to where it is anywhere near the capacity/rating for a 150/1500 truck, they might as well move up to a 250/2500 truck.

@Big Al

a"Also, any vehicle that weighs over 10 001 lbs isn't under the CAFE system. This system is more closely resembling the EU system of weight and not foot print."

This is not longer true. Phase 1 of Fuel Efficiency and GHG Emission Program for medium and heavy-duty trucks began in 2014 and will be fully phased in by 2018.

http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/CAFE_2014-18_Trucks_FactSheet-v1.pdf

"So the CAFE system isn't based on weight as some would have you believe but footprint. "

I hope you weren't referring to me in this because I never even mentioned how the CAFE system worked. I only mention how the US DOT and EPA classes worked and why it effects payload which was what we were talking about.

@Big Al from Oz
I agree with you that it's mostly about automakers playing the system. I don't think there's necessarily something wrong with that, because that's what these government regulation do.

The same thing happens in any area of business. The government passes some new regulation to attempt to solve a problem and the first thing companies do is to find the loophole.

So getting back to the auto industry, automakers have to comply with CAFE requirements whether they like it or not. Who created CAFE? It wasn't the auto industry.

That's the main problem is that the people who are regulating the auto industry are not involved enough in it to know what the effects are of their regulations. That is why I don't feel that it's wrong for automakers to game the system. Some laws and regulations would have considerable negative impact on the auto industry if the automakers didn't bend the rules a little.

The whole paradigm of "CAFE" was created under the assumption that pickups have no purpose or place. That obviously is not the case and I think that is why we have seen such an unprecedented transformation to the truck market.

Automakers have been able to change things for the better, even more so than I could have imagined, however, technically what they have done is still not enough in the governments eyes.

With the new F150, Ford is in the awkward position of having to balance CAFE with producing something that the public wants to buy. That's why terms like "military grade aluminum" are being misused. Marketing has to sell what Ford engineers have designed. That is what it all boils down to.

Will the truck market continue to change for the better? I think it will, at least for right now. What needs to happen though is that the government needs to start viewing pickups as vehicles with a purpose, and not as some kind of stigma the past.

I always owned an F-150 and grown to love the old 5.4 V8 engine, it was bullet-proof!
Ford lost me when they came out with the eco-boost in 2011, I settled into a 2013 F-150 with the 5.0 V8 as an alternative to the 5.4 but it never felt as good or strong as the 5.4.
Ford seemed to lost their way, they forgot about what they learned in the past with a clean slate and totally redesigned the F-150, they have new green engineers where they seem to lost the simple basics of a tough pickup truck.
Look how Ford cheapened the lower control arm, its a stamped piece of sheet metal now! On my 2005 F-150 the lower control arm was a super heavy duty machined part!
Now the 2015 F-150 changed again! So that tells me Ford made a mistake on the 2009-2014 model. Why didn't Ford just keep the same model and just make improvements on it?

Ford made the mistake of putting super high standards on their F-150 with the adoption of the eco-boost in 2011 and it didn't meet those standards!
NOW they are doing it again with the 2015!
So? You believe them this time?

Good video. This truck looks much better on the video than the pictures. At first I did not like the looks of the front but it is not too bad. I like the tie downs and the light in the bed. Bigger truck than I need or want but if I were getting a full size half ton this would definitely be at the top of my list.

HEMI MONSTER
Its really sad how you live your life depending on the government telling you what to do and what pickup to own!
Talking about the CAFE std. Obama isn't going to president forever, a new president can come in and throw out the CAFE, or the way here on our own soil we are drilling for oil will make us more self efficient and we will have all the supply we need!
Look around the price of gas is dropping cause we are conserving too much!
Or when the time comes when the auto and truck makers can't meet those CAFE std. I am sure some fatty in government will grant them more time.
I bet you're the type of guy that stops at stop signs just because you think its the law and the government tells you to.
The reason why I stop at stop signs is because of my own safety! NOT because anybody tells me to!

@Tom#3
You're just a troll who twists what people say. Do you want a reaction from me? I shouldn't even bother to respond to you, but I figure interaction with the real world might be good for you every now and then.

I do know that you are a hypocrite because the truck that you are driving (assuming you are old enough to drive) was build in compliance with whatever regulations there were at the time.

If then we have a discussion about CAFE and government regulations, does that mean we support it?

The current truck market is a reflection of the rules and regulations that the government has imposed, whether you like it or not.

@HEMI MONSTER,
I have made an error in my comment regarding where CAFE cuts out. It is at 8 500lbs. This is where I think the next Titan and Tundra will cut a niche out. I don't think Nissan and Toyota are out to make a huge market in pickups, other than maybe midsizers.

As for companies, they are like us. If the speed limit is 60 we will try and do 70 and when we eventually get caught we will cry how tough things are.

Your comment regarding CAFE and companies is slightly false. Companies do have a huge influence in this area.

CAFE is partly the Big 3's fault. The companies actually helped design it. That's why pickups were exempted or had more relaxed emission regulations from CAFE for so long. Now any vehicle under 8 500lbs will need to meet meet CAFE. It's just pickups and SUVs/CUVs will be required to meet the same regulations as cars. What happened to cars in the US?

Also, there are other regulations within the US Federal government that don't tie in. A truck for a US manufacturer is different from what a truck is from a manufacturer outside of NAFTA manufacturer.

I mean, for the Big 3 a truck is everything from a PT Cruiser to a prime mover. But for an importer a truck regarding the chicken tax is every commercial vehicle that doesn't carry passengers. This is from the US government.

This new F-150 is the way of the future for US pickup manufactuers. I personally think sales numbers will slip when prices go up. It's not that the truck is bad, but it will need some refining.

How many cautious people will there be out there. What will hurt Ford is if there are a number of recalls. If this occurs I think Ford will offer the 'older' F-150 for a while.

If there's one thing that proves BIG AL is out of touch it is this comment:

"If you want to work it is becoming clearer that the vans are the direction to head in."

Absolutely ridiculous. I guess I should sell all the pickups on my farm and buy......vans.

@beebee

I would have to disagree with you. There is a lot more than that proves that Big Al doesn't not know the US market. From not even knowing the regulations to not even knowing why truck buyers buy the trucks they do he is in a completely different world on this subject. Although he will say that his opinion is fact and you disagreeing with that opinion will get you chastised by him as if your opinion is not worth what his is. It is funny that more people here in the US market actually disagree with him even though he, as a person that does not live in the US, thinks he knows better about our own country and truck market than we do.

@ALL1
I know.

HEMI MONSTER
You made my point: NOBODY cares about the CAFE !
people don't walk into a dealership and talk about CAFE Std's!
You should be talking about how much better the Ram you own other than boring everybody with CAFE!
You're the type of person that's hypnotized on every law and government regulation that you follow all the rules, I am a rebel that resists that cause I am free!