Fleet Management News & Business Info | Commercial Carrier Journal
Issue link: http://read.uberflip.com/i/85086
: LIGHT- AND MEDIUM-DUTY FOCUS focus more attention on this factor than it deserves. "As we got better low- end torque and better transmissions, we don't need that much of a final drive ratio anymore," says John Stramotas, product manager for Toyota's Tundra and Sequoia. Ford's F-250 and F-350 are offered with ratios as low as 3.31:1, helping to improve fuel economy during average trips. Combined with a diesel engine and a gross combined weight rating of 23,500 pounds, an F-250 with this ratio still can tow up to 12,500 pounds. A similarly spec'd F-450 can haul a hefty 17,500 pounds. Weighty matters Truck choices need to consider the weight of everything to be moved, whether it is carried in the trailer, the truck bed or the cab; that's why buy- ers should focus on published pay- loads rather than gross vehicle weight ratings. A truck that seems to offer a heavier GVWR may be heavier than its counterpart, leaving less weight for payloads. "When you add that extra weight, it's going to cost you in fuel economy," Tigges says. Expect a higher purchase price as well: "All that steel doesn't come free." No matter what the load includes, the truck's handling characteristics will rely on the suspension, and while packs of leaf springs will carry the loads at the rear, there can be some significant differences upfront. GM has opted for an independent front suspension with the goal of improv- ing the ride and keeping wheels perpendicular to the road. Ford uses a monobeam front suspension, arguing that it offers better durability. "While there may be some ride [or] comfort tradeoff, the peace of mind our customer gets outweighs that," Rathsburg says. Ford has offset the added weight elsewhere in the truck Write 239 on Reader Service Card or visit ccjdigital.com/info COMMERCIAL CARRIER JOURNAL | FEBRUARY 2012 33 design, he says. Any model of truck will return a stiffer ride if the buyer opts for a heavy- duty payload package and its stiffer rear springs, but Constantino says better- tuned shock absorbers, bushings and dampers all have made a difference in recent years. Those who spec a heavier tow pack- age for the most demanding trucks also will get more than a hitch and a 4.10:1 final drive, Stramotas says. The features likely will include seven- or four-pin connectors, trailer brake controllers and a larger radiator and transmission oil cooler to control temperatures.