Nissan entered the American truck market in the late 1960s, selling its pocket-sized pickups under the Datsun marque. Over the next three-and-a-half decades, Nissan continued to sell small trucks in the U.S., but the 2004 Titan changed all that. The new truck—made in Japan— challenged Detroit automakers in a way that the fledgling Toyota Tundra had not. Then, 12 years later, Nissan attempted to boost sales by upping the ante with a beefier Titan, the XD.

When Nissan introduced the Titan XD in 2016, it took an “almost heavy-duty” approach to the truck. Like GM’s 1500HD trucks from the early 2000s, the XD was a 5/8-ton truck, a half-ton pickup built on a heavy-duty frame. In addition to its stout underpinnings, the XD came with two engine options: the standard 5.6-liter Endurance V8 and a 5.0-liter Cummins diesel with dual turbos capable of producing 555 lb.-ft. of torque. (Unfortunately, the XD lost the Cummins with its 2020 refresh.) It also came with commercial-grade components and a look that mirrored the second-generation Titan which was released the following year. The XD was designed to improve upon the original Titan’s capabilities and challenge the competition with a truck that the half-tons couldn’t touch without straying into 3/4-ton pricing.

2022 Titan XD Specifications

• Engine: 5.6-liter V8 400 horsepower
• Torque: 413 lb.-ft.
• Transmission: 9-speed automatic w/ manual mode
• Drive type: Four-wheel drive (standard)
• Combined MPG: Not listed
• Total seating: 5 to 6
• Basic warranty: 5 yrs./100,000 miles
• Range: Not listed
• Fuel tank: 26 gallons
• Tow capacity (max): 10,920 lbs. (with gooseneck hitch)
• Payload capacity (max): 2430 lbs.
• Bed length: 6 feet, 6.7 inches
• Ground clearance: 8.2 to 9.1 inches
• MSRP: $46,380 (starting)

Titan XD Configurations and Trim Levels

To keep things simple, the Titan XD comes in only one configuration, although Nissan once anticipated offering all three cab sizes. Today, the XD is a 4×4-only truck with a crew cab and standard bed.

Nissan has cut back on trim levels as well, offering four options:

• S (base)
• SV (“everyman”)
• Pro-4X (off-road)
• Platinum Reserve (premium)

First Impressions of the Titan XD

My loaner truck for this review came in the Platinum Reserve trim level. Externally, the truck’s tall hood, sharp red paint, chrome trim, and machined 20-inch wheels created an eye-catching package. Inside, the XD features the same layout and dimensions as the standard Titan. My test truck sported front and rear saddle tan leather seats (perforated, of course) with a matching console lid and door panels along with a healthy amount of chrome and faux wood accent trim up front.

Dimensionally, the XD’s cab is identical to the standard Titan. The cabin offered plenty of legroom, especially in the back, but headroom was a bit limited, with the rear taking a major hit due to the optional sunroof.

Behind the dash, I was hit with a distinctly old school feel thanks to a steering wheel with somewhat car-like proportions, a steering column-mounted mechanical shift lever, and a handful of prominent analog controls, like the 4×4 actuator switch. While some may dislike such throwbacks, I enjoyed the familiar feel, tactile feedback, and sense of control they provided. That said, the cabin still had plenty of modern conveniences, including a touchscreen infotainment and a dash with both traditional-style gauges and a driver information screen.

Pounding Pavement in the Titan XD

I quickly came to appreciate the steering wheel’s smaller proportions. While the 5.6-liter V8 puts down plenty of power and torque, you wouldn’t know if when stepping on the gas. Still, the truck accelerates well enough after some initial hesitation. While cruising down the blacktop, I immediately noticed the trucklike ride, par for the course with a heavy-duty pickup. The shocks provided limited dampening, reminding me that I was driving a work-first truck. On the highway, I found that I disliked the large yet restrictive main mirrors and found myself frequently relying on the smaller ones to reliably check my blind spots.

Taking the Titan XD Off-Road

After familiarizing myself with the XD on asphalt, I took the Titan up into Pike National Forest for a bit of real-world use. The road I took involved several hairpins which the XD navigated with ease even with its extra length. Shifting into 4Hi was a breeze, and once moving, the system performed quite well on dirt and gravel, resisting slippage with ease despite the Platinum Reserve’s standard all-season tires.

At one point, I shifted into 4 Lo to navigate a short rocky section. Shifting into 4Lo took more deliberation than switching between 2WD and 4Hi, requiring me to shift into neutral and push the switch level in before tackling the rock bed.

On the drive back down the mountain, I transitioned the transmission into manual mode for a more controlled speed. (Pushing the shift toggle switch on the shift lever activates manual shifting while pressing and holding the same button switches the truck back to automatic mode.) During my descent, I found myself mostly in second gear with occasional shifts into third for mild grade sections which kept my average speeds in the 15 to 25 mph range. Per the Titan XD driver’s manual, first gear is only for rock crawling and similar activities, and I can confirm this as I saw a snail race past me while I crawled in first.

Where the Nissan Titan XD Hit the Mark

• The Titan XD’s standard 5.6-liter V8 puts out more power (400 hp) and torque (413 lb.-ft.) than any other base engine on the half-ton market and many optional power plants. It also competes very well with entry-level heavy-duty truck engines.
• The truck launches slowly, but after shifting out of first gear, it accelerates well for such a large vehicle.
• The transmission’s manual mode can be accessed directly from drive. This makes switching between the two modes easier than in competing trucks, but this also makes it a little easier to forget to switch back to automatic mode. Also, the lack of paddle shifters may be an adjustment for some.
• The truck strikes a good balance between the half-ton and 3/4-ton segments with a hunter-friendly emphasis on payload.
• The steering wheel’s proportions strike a perfect balance between a sedan and a pickup. It is reasonably large but is small enough to be comfortable for drivers with smaller hands, something many competitors fail to achieve.
• The Titan XD features a comfortable, spacious cabin with tons of legroom, decent headroom (without the optional sunroof), and plenty of creature comforts and conveniences.
• The truck’s electronics suite features an infotainment system with a relatively small touchscreen that has the positive side effect of not being visually distracting while on the road. The truck also comes with numerous electronics and electrical plug-ins (USB, USB-C, 12-volt, and 120-volt).
• This Nissan truck includes plenty of storage options. The rear of the cab can be configured into multiple storage configurations, and the optional locking boxes (with drain plugs) in the bed are great for storing loose gear.
• The XD’s lightweight tailgate is dampened and can accommodate one-handed opening and closing. Nissan also offers a handful of optional bed and cargo-oriented conveniences.
• The truck’s low-tech design should make future repairs less expensive and more manageable for DIYers.
• While the Titan XD is not the greatest value on the market, it isn’t really overpriced for what it is.

Where the Titan XD Missed the Mark

• The Titan XD rides like the heavy duty(ish) truck that it is. While the ride isn’t horrific, it leaves much to be desired from a comfort perspective, and the cabin is loud compared to most half-tons on the market.
• Nissan’s choice of side mirror layout and configuration left me scratching my head. The larger upper mirrors can be adjusted electronically, but they provide a frustratingly narrow field of view that often failed to show me my blind spot. The much smaller lower mirrors made up for the visibility issues, but they have to be adjusted manually which is a nuisance.
• Unfortunately, the XD includes some low-cost touches. The low-resolution cameras in particular stand out in comparison to other full-size pickups, and on my test truck, I noticed significant visual distortion in the windshield along the passenger’s side A pillar.
• As with most modern pickups, the oil dipstick is a bit difficult to reach for shorter individuals.
• The truck’s infotainment system is not particularly user friendly for active drivers. I never found the play/pause audio controls on the cluttered steering wheel (if they exist) and reaching the touchscreen without taking my eyes off the road felt like a futile effort.
• The Platinum Reserve truck failed to live up to high-end truck standards in 2022. For example, the “wood” accent panels look, sound, and feel a bit too much like plastic, and the single infotainment option includes a touchscreen that is smaller and more “mid-tier feeling” than those found on competing pickups, such as Chevy’s High Country or Ram’s Limited trucks.
• The roofline on trucks equipped with the optional sunroof was low in the back. At right around six feet tall, I find it disappointing that I was forced to slouch in order to find any head clearance.
• In order to get all-terrain tires and a transfer case skid plate, buyers must opt for the Pro-4X trim line as those features are not available with any other trim.

Is the Nissan Titan XD the Right Truck for the Job?

If you like half-tons but need a higher payload rating than the standard offering, the Nissan Titan XD may be the way to go. While a properly configured F-150 can surpass the Nissan’s payload capacity, doing so costs an extra $5,600, making the XD a cheaper (albeit heavier) option. As such, the XD could be a desirable choice for hunters hauling heavy loads.

That said, the Titan XD fills a market niche that may not cater well to the needs of other hunters. For a comfortable daily driver that doubles as a hunting rig, you might be better off with a half-ton pickup or even a capable mid-size. On the flip side, a traditional 3/4-ton rig is best when high payloads and heavy trailers are regular fixtures in your daily life.

Read Next: The Cheapest Full-Size Hunting Trucks of 2022

Build the Perfect Titan XD

Nissan keeps extra features to a minimum which makes customization an impractical option. As such, I’d go with the XD’s Pro-4X trim level with its all-terrain tires. Beyond that, the bedside Titan Boxes, tie-down cleats, and rock rails (with detachable steps) would also find their way onto the exterior, while I would go for rubber mats and possibly one or two other protective interior add-ons into the mix. By contrast, a similarly configured SV model with aftermarket tires will only save you about $1,000. The low-end S models lack adequate skid plates, making them unsuitable for many hunters, and the Platinum Reserve models seem a bit too rich for most hunters even without an A/T tire upgrade.

The post Truck Review: The 2022 Nissan Titan XD Is a Heavy-Duty Half-Ton Pickup appeared first on Outdoor Life.

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Since its inception, the Ford F-Series has been designed to be a workhorse truck. The F-150 is an American classic, but by 2010, Ford was unhappy with the status quo. Ford was looking to find new ways to help its customers get jobs done faster, better, and more efficiently while incorporating modern technologies and creature comforts into a new design. While its commitment to the ubiquitous F-150 never wavered, the American automaker took the platform next level and introduced the F-150 SVT Raptor, an off-road monster.

Over the past decade, Ford steadily improved the Raptor, dropping “SVT” from the name along the way. With the Raptor now in its third generation, this newest version of the truck stays true to the original SVT concept. Ford’s execution matches off-road capability with more comfort and convenience than any half-ton truck it has ever produced.

The Raptor: A New Concept

The F-150 Raptor is an unexpected evolution of the street truck wars of the 1990s and early 2000s. Developed by Ford’s Special Vehicle’s Team (SVT), the F-150 Raptor betrayed a desire to push the performance truck envelope by developing something new and different. After a decade producing two generations of the F-150 Lightning (decidedly not a work truck), Ford wanted to up its game and create something no other automaker had built before.

The original Raptor looked and performed like a street legal Baja 1000 race truck without sacrificing many creature comforts. It was designed for speed off road, resulting in a wider truck with more power, more torque, more ground clearance, and more suspension travel. While a factory Raptor would need a little tweaking before racing across the desert at scorching speeds, Ford’s first-gen Raptor was an impressive beast that even caught the U.S. Border Patrol’s attention. It was a dedicated off-roader that transformed the modern truck market, forcing Ford’s competitors to play catch up and produce trucks such as the Ram 1500 TRX, Toyota Tundra TRD Pro, and the GMC Sierra AT4X.

Ford Raptor Specifications

• Engine: V6 3.5-liter 450 horsepower
• Torque: 500 lb-ft
• Transmission: 10-speed shiftable automatic
• Drive Type: Four-wheel drive
• Combined MPG: 16 MPG
• Total Seating: 5
• Basic Warranty: 3 yr./ 36,000 miles
• Range: 360 (city) / 480 (highway)
• Fuel tank: 26 gallons
• Tow capacity: 8,200
• Payload capacity: 1,410
• Bed length: 5-foot, 7 inches
• Ground clearance: 12 inches
• MSRP: $70,555

First Impressions of the Ford Raptor

Upon first encountering the aggressive third-gen Raptor, I immediately noticed its wide base and boulder-like 37-inch tires, The massive grille and black-out headlights give it a disproportionately sprawling front end which I found off-putting compared to older Raptors. My test truck had a bold orange exterior which contrasted nicely with the black wheels and trim.

Inside, the truck boasted an eye-catching blue interior, an expensive yet refreshing upgrade compared to the more traditional basic black found in most trucks. The cab was quite spacious without feeling cavernous. The seats, leg room, and front head room were more than ample for my 6-foot-plus frame. On the flip side, I was not a fan of the 12-inch touchscreen, although I did appreciate the horizontal orientation as compared to vertical screens found on older vehicles. On the overhead console, the Raptor sported six auxiliary switches which is a very nice touch.

Upon startup, the Raptor inspires a feeling of power, although the twin turbo V6 lacks the rumble of a V8. While younger drivers might not care as much, I found this quite disappointing considering the truck’s eight-cylinder roots. (Thankfully, a V8-powered Raptor R is slated to come out in 2023 but expect a high price tag.) Once I hit the accelerator, however, any tears spilled over Ford’s engine choice cleared up instantly.

Power and Suspension Give Raptor an Edge

Clearly, the Raptor is no ordinary F-150, but it’s fair to ask what makes this Raptor special. While Ford did include plenty of technological and design upgrades to the truck, the engine and shocks make all the difference.

The high-output twin turbo 3.5-liter EcoBoost V6 is not new to the Raptor, but it does stand out from the competition. Compared to the original eight-cylinder offerings of the first-gen Raptor, this powerplant is a step above. The original offering’s 5.4-liter (310 horsepower and 365 lb-ft of torque) and 6.2-liter (411 horsepower and 434 lb-ft of torque) V8s put out less power and torque than the high-output EcoBoost’s 450 horsepower and 510 lb-ft of torque. Honestly, any half-ton truck putting out more than 300 horsepower and 300 lb-ft of torque is respectable, but the new Raptor’s output is downright ridiculous.

The other major performance improvement are the upgraded Fox shocks. Many off-roaders rely heavily on Fox to provide them with high-end shocks, but the new ones on the Raptor are the result of a unique collaboration between Fox and Ford. The Raptor’s new shocks build on the success of the second gen’s Fox Live Valve suspension system. In short, the new shocks combine off-road racing shocks with truck-mounted sensors and an on-board computer to adjust the truck’s ride based on driver input and terrain changes. It’s a bit complex, but if you want to understand the system better, Fox has both a Live Valve overview as well as a technical breakdown worth checking out.

What the F-150 Raptor Does Right

The third-generation Raptor is an accomplished rig that continues to build upon its reputation.

• Despite its massive size, the Raptor feels narrower than it is which makes it much more driver-friendly than expected.
• The 3.5-liter twin turbo V6 is a high-output engine. With 450 horsepower (5800 RPM) and 510 lb-ft of torque (3000 RPM) and a 4.10 to 1 rear axle ratio, this truck accelerates very well and is a blast to drive.
• With tons of off-road goodies (standard and optional), increased ground clearance, and very good under-truck angles (approach, breakover, and departure), the Raptor performs very well off-road. Standard features include a two-speed electronic transfer case, tons of skid plates, dual front and dual rear tow hooks, and an electronic locking rear differential. Optional upgrades include a Torsen limited slip front differential and 37-inch BF Goodrich KO2 tires on 17-inch wheels.
• In line with other F-150s, the new Raptor includes multiple drive modes that are easy to use, including two 4×4-only modes: Baja (4 Hi) and Rock Crawl (4 Lo). Ford managed to strike a solid balance between mode specificity and ease of use.
• The new Fox shocks make for an incredibly comfortable yet appropriately firm ride with good feedback in all the road and trail conditions I experienced with the truck.
• This half-ton’s steering wheel controls are plentiful, but I found most of them easy to use without being too distracting.
• The truck has both seat and steering wheel memory systems that save settings for up to three different drivers.
• The integrated folding under-seat cargo bin in the rear is handy for odds and ends, although I can’t help wondering how well it will handle heavy use.
• The Raptor has plenty of support for electronics and power accessories. Power outlets and USB ports are plentiful inside the cab, and the pre-wired auxiliary switch panel on the overhead console can accommodate up to six power accessories.
• Tech-lovers will appreciate the truck’s integrated 4G Wi-Fi as well as the expansive 12-inch touchscreen infotainment system.
• Ford offers tons of options for the Raptor, including an integrated navigation system (three-year service included), the Raptor 37 Performance Package (37-inch tires instead of the standard 35s), a tow package, a power tailgate, rear seat heaters, a bed-mounted power outlet, the handy Pro Trailer Backup Assist system, an 18-speaker Bang & Olufsen sound system, and the Convenience Package which includes folding console lid/workspace/desk, a feature I particularly liked.

Where the F-150 Raptor Falls Short

As awe-inspiring as the Raptor is, it does fail to meet expectations in a handful of areas.

• The Raptor is an expensive truck. An optionless 2022 model registers at $70,555 without delivery fees, incentives, etc.
• Despite the feeling behind the wheel, this is still a wide truck which means it simply cannot go certain places.
• Yes, the EcoBoost is a V6, but no, it does not get good fuel economy. It earned an EPA rating of 15 MPG in the city and 16 MPG on the highway for a combined 15 MPG, dismal by today’s half-ton standards.
• In terms of both payload and tow ratings, the Raptor underperforms. While it does beat out the Ram 1500 TRX, the Ford’s 1,410-pounds max payload and 8,200-pound max towing capacity fail to match even the most budget-conscious half-tons on the market. A significant drawback for hunters in need of a truck that can haul or carry a lot of gear.
• This F-150’s paddle shifters are a little slow to respond. While most hunters likely won’t mind too much, it does mean that “manual” shifts on mountain roads could cause irritation for a select few.
• The roof above the rear seat is a bit low, and taller individuals sitting back in their seats certainly will notice.
• As with any turbocharged (or supercharged) engine, the EcoBoost will never be a DIYers favorite repair subject. The motor takes up lots of space in the engine bay which will make some repairs more complicated than non-boosted engines. Notably, Ram’s 5.7 Hemi with eTorque takes up much less space, making it much easier to access.
• I dislike Ford’s Automatic Lane Centering feature. The feature turns on any time adaptive cruise is engaged, giving the Raptor a sort of budget version of Ford’s BlueCruise or GM’s more advanced SuperCruise but without the real benefits of either system. I found that the centering feature interfered with my highway driving by automatically adjusting the steering wheel when it felt I was too close to a lane marker. Sometimes, it was right, and while it never left me feeling unsafe, it did make me feel as though I was not in full control of the vehicle.
• The touchscreen a bit distracting while driving. Thankfully, the screen can be turned off until you need it, at which point, a simple touch will turn it back on.

Should Hunters and Anglers Buy a Raptor?

While the Raptor certainly has the off-road chops to tackle most trails and dirt roads, its width, low payload and towing ratings, and high price tag are a poor combination for most hunters, making a standard F-150, such as the Tremor, a much better fit. Still, it’s a blast to drive, so if you want a toy that can double as a tool, the Raptor is a fine choice, but it’s not meant to be weighed down by a trailer load of decoys or a bed full of elk meat.

Build the Perfect Ford Raptor

If you decide to pull the trigger on an F-150 Raptor as your next hunting rig, make sure to choose your extras carefully as each add-on chips away at the truck’s already miniscule payload rating. In terms of factory upgrades, I recommend sticking with a spray-in bedliner ($595), TruXedo XLP Soft Roll-up Tonneau Cover ($549), and the Convenience Package ($1,670) with the Tow Technology Package, navigation system, rear under seat folding storage bin, and console-mounted folding work surface. When you are ready to take the plunge, you can start by visiting Ford’s Build & Price page.

The post Truck Review: The Ford Raptor Is Designed for Off-Road Speed appeared first on Outdoor Life.

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The rising cost of new pickup trucks is not a secret. So, unfortunately, the cheapest new trucks out there are not actually cheap. In many cases, a base model trim carries a sticker price that is double what a new truck cost 20 years ago. The reasons for that are many, and thanks to inflation, hunters looking for a budget option this fall are going to struggle to find a pickup with a price tag under $40,000 unless they want a single cab or they’re willing to search for a used pickup truck. But if you have the financial means to afford a new truck, there are some options that are better than others for 2022. Here is a look at the most “affordable” trim levels from every major manufacturer, and a list of features included with each vehicle. I think there is one truck that stands above the rest (which I will detail later), but you can decide which 4×4 makes the most sense for how you hunt.

Rules of the Game

As with any game, rules dictate winners and losers, so it only makes sense to lay out some parameters defining which automaker makes the best entry-level trim. New full-size pickups are not cheap, but to keep costs down, all entries must have an MSRP under $45,000 (not including fees or discounts). Each truck must be a 2022 half-ton with four-wheel drive, an extended cab, a 6.5-foot bed, the base trimline, and the base powertrain (engine and transmission combo). Only new generation trucks will be considered.

With those formalities out of the way, each truck will be scored in seven categories. Tier 1 includes price, off-road features, and max payload; Tier 2 consists of horsepower, torque, max towing capacity, and maintenance and repair. To weigh  each category’s importance, all Tier 1 scores will be doubled, and Tier 2 scores will be multiplied by 1.5. After multiplication, all seven categories will be added together to determine each truck’s final score.

Except for off-road features, all categories will be scored on a scale of one to six with the highest scoring truck receiving six points for that category and the lowest receiving one. For off-road features, each truck will receive one point for every factory-installed off-road upgrade (skid plates, A/T tires, locking differentials, etc.).

Meet the Cheapest Full-Size Hunting Trucks of 2023

Automakers in Detroit and across the Pacific entered this fray with some competitors clearly more invested in this contest than others. In total, six half-tons entered the arena, but only one came out on top. Each truck was priced in July of 2023 without incentives, delivery fees, dealer markups and other price adjustments affecting the MSRP, and each is scored using the criteria outlined above.

Chevrolet Silverado 1500 WT

Chevrolet

SEE IT

The Silverado 1500 WT comes with a turbocharged 2.7-liter four-cylinder engine that, when paired with the eight-speed automatic transmission, puts out an eye-popping 310 horsepower and 430 pound-feet of torque. Despite the four-banger, the Silverado turns in impressive numbers, and even though the base four-cylinder doesn’t qualify for Chevy’s Z71 off-road package, a little bit of creative configuring turns out a decently capable off-roader. On the flip side, turbocharged engines can be a pain to fix should the need arise. As configured, this truck includes:

• 2.7L Turbo I4 with 8-speed automatic
  • 310 hp and 430 lb.-ft. of torque
  • 2,185 lbs. max payload
  • 9,000 lbs. max towing
• 3.42 rear axle ratio
• Single-speed transfer case with Terrain Mode
• 17-inch wheels with LT265/70R17C all-terrain tires
• Automatic locking rear differential
• Work Truck Package
• Work Truck Value Package (Convenience and Trailering Package combo)
• Bed LED lighting
• MSRP: $43,430

Ford F-150 XL

The F-150 XL is the best priced offering in this competition. While it does have a handful of towing packages available, the Ford lacks basic off-road essentials, such as skid plates, when equipped with the base 3.3-liter V6. Like Chevy and GMC, a dedicated off-road package (FX4) is only available with an engine upgrade, barring it from this competition. That said, the F-150 XL does offer respectable payload and towing numbers when equipped with the optional 3.73 rear axle. The V6 and 10-speed automatic combine to generate a paltry 290 horsepower and 265 pound-feet of torque, the lowest numbers in this competition. As configured, this truck includes:

• 3.3L V6 with 10-speed automatic
  • 290 hp and 265 lb.-ft. of torque
  • 1,775 lbs. max payload
  • 8,200 lbs. max towing
• 3.73 rear axle ratio
• Electronic locking rear differential
• Two-speed transfer case
• 17-inch wheels with 265/70R17 all-terrain tire
• Class IV Trailer Hitch Package
• XL High Equipment Group
• XL Power Equipment Group
• MSRP: $41,505

GMC Sierra 1500 Pro

On paper, the Sierra 1500 Pro differs little from the Silverado WT, but the GMC’s base MSRP and available options diminish its potential as a value purchase. Like its corporate twin, the Sierra pro puts out impressive powertrain numbers, especially for a four-banger. Sadly, GMC’s off-road package is completely off-limits for the base engine with the four-cylinder as are skid plates. While the Sierra Pro does manage to do decently well in the equipment department, its price tag balloons a bit faster than the Chevy. As configured, this truck includes:

• 2.7L Turbo I4 with 8-speed automatic
  • 310 hp and 430 lb.-ft. of torque
  • 1,990 lbs. max payload
  • 9,200 lbs. max towing
• 3.42 rear axle ratio
• Single-speed transfer case with Terrain Mode
• 17-inch wheels with LT265/70R17C all-terrain tires
• Automatic locking rear differential
• Pro Value Package (Convenience and Trailering Package combo)
• Heavy-duty air filter
• MSRP: $44,230

Nissan Titan S

The Titan S generates more tons of power and torque thanks to its 5.6-liter V8 and nine-speed automatic tranny. Four hundred horsepower and 413 pound-feet of torque paired with a two-speed transfer case offer a solid off-road foundation, but the S version sports minimal skid plates and lacks the option for either all-terrain tires or a locking/limited slip differential. Yes, you could take it off road, but stay on tame trails to avoid getting stuck and/or footing expensive repair bills. Mismatched off-road features combined with a higher price tag prevent the Titan S from being a great value purchase. As configured, this truck includes:

• 5.6L V8 with 9-speed automatic
  • 400 hp and 413 lb.-ft. of torque
  • 1,580 lbs. max payload
  • 9,200 lbs. max towing
• 3.69 rear axle ratio
• Two-speed transfer case
• 18-inch wheels with P265/70R18 all-season tires
• Open rear differential
• Tow hooks
• MSRP: $43,990

Ram 1500 Tradesman

The Tradesman was designed with blue collar workers in mind, but it doubles well as a hunting truck. The optional Off-Road Group, electronic locking rear diff, and 3.55 rear axle ratio provide tons of off-road capability without inflating the final price tag too much. On the other hand, the 3.6-liter V6 produces low power, torque, payload, and towing numbers compared to the other contestants. The Off-Road Group also forces buyers to forgo vinyl seats in favor of cloth, and disappointment for those who like easy cleaning. As configured, this truck includes:

• 3.6L V6 with 8-speed automatic
  • 305 hp and 269 lb.-ft. of torque
  • 1,830 lbs. max payload
  • 7,510 lbs. max towing
• 3.55 rear axle ratio
• Electronic locking rear differential
• Two-speed transfer case
• 18-inch wheels with LT275/65R18C A/T tires
• Tradesman Level 1 Equipment Group
• Off-Road Group
• Class IV hitch receiver
• MSRP: $43,210

Toyota Tundra SR

Toyota

SEE IT

The newest generation Tundra SR is built with certain end users in mind, but budget-conscious outdoorsmen do not seem to be one of them. While this truck wins the price battle, the tradeoff is that it skimps on tires, limiting its potential. It also lacks the option for full-time four-wheel drive, and oddly, Toyota completely omitted tow hooks for all 2022 Tundras. The SR is one of the most affordable trucks on this list, but its lack of key off-road features will frustrate hunters looking for a hassle-free experience. As configured, this truck includes:

• 3.5L Twin Turbo V6 with 10-speed automatic
  • 348 hp and 405 lb.-ft. of torque
  • 1,885 lbs. max payload
  • 8,300 lbs. max towing
• 3.31 rear axle ratio
• Limited slip rear differential
• Two-speed transfer case
• 18-inch wheels with 245/75R18 all-season tires
• SR Tow Package
• TRD front skid plate
• TRD performance air filter
• MSRP: $41,755

Japanese vs. American Trucks

Making decisions based on stereotypes is a quick way to get yourself into hot water, but every so often, the pigeon fits perfectly into the pigeonhole. While Japanese truck manufacturers put out some impressive pickups, their relative newness to the American market has resulted in some notable blind spots. On the other hand, American automakers seem a bit better equipped to meet penny-pinching hunters. Still, we’ll let the numbers speak for themselves:

• Chevrolet Silverado 1500 WT: 58.5 points
• Ram 1500 Tradesman: 58 points
• GMC Sierra 1500 Pro: 52 points
• Nissan Titan S: 46.5 points
• Ford F-150 XL: 45.5 points
• Toyota Tundra SR: 45.5 points

Read Next: Is the Toyota Tacoma a Real Hunting Truck?

Crowning the Champ

After configuring each truck for this competition, I quickly realized that the Chevy and Ram pickups would be duking it out for the top spot. In all honesty, though, I did not expect such a close competition. With half a point separating these two sub-$45,000 pickups, I found myself with a virtual tie.

When equipped with the off-road group, The Tradesman blows its competition out of the water with 10 factory-installed off-road upgrades. The Ram’s max payload dips 355 pounds under the Silverado, and the 1,490-pound towing gap decisively tips the scales in Chevy’s favor. On the flip side, the Ram’s naturally aspirated (i.e., non-turbo) V6 should be much easier to maintain and repair over the long haul compared to GM’s turbocharged inline four. The Ram also has a nicer interior than the Chevy.

While neither truck qualifies as the ideal hunting truck, I feel the Ram 1500 Tradesman manages to generate the best bang for the buck for most hunters at a respectable $43,210.

The post The Cheapest Full-Size Hunting Trucks of 2023 appeared first on Outdoor Life.

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In today’s automotive world, there are generally three types of full-size trucks: blue collar workhorses, rough and tumble off-roaders, and high-end highway pickups that can handle off-pavement adventure, but rarely leave the blacktop. These categories don’t often overlap into a single truck, and when they do, they require compromises that usually result in a less-than-stellar offering that fails to do anything as well as a purpose-built pickup. General Motors attempted to straddle two of the truck categories with its new GMC Sierra 1500 AT4X, a luxury truck that is a capable off-road 4×4.

Dedicated off-road machines are becoming more and more common, and truck trim lines such as Ford’s Tremor, Ram’s Rebel, Toyota’s TRD Pro, and GMC’s own AT4 line testify to this fact. A truck that can get you from point A to B across virtually any terrain is a big draw for consumers, hunters and anglers included. While these trucks may be great for muddy trails and rutted roads, they lack a little in the refinement department.

Maybe you’re a hunter who loves the idea of a high-end truck in the great outdoors, but as newer trucks get saddled with more comfort and technology, they often lose their off-road chops. Sure, you could take a new Denali along for your next duck hunt, but the thought of tackling that rough and rutted two-track to the blind might leave you stuck in the mud.

GMC’s new AT4X version of the half-ton Sierra attempts to straddle the line between comfort and capability, combining the AT4’s attitude with the Denali’s refinement while throwing an extra cherry or two on top. But will the platform succeed?

Sierra AT4X Specifications and Features

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As expected, the GMC’s half-ton AT4X packs plenty of top-notch features and off-road goodies. Standard features include:

• 6.2-liter Ecotec V8
• 10-speed automatic transmission with electronic console-mounted shifter and paddle shifters
• Two-speed transfer case
• 3.23 electronic locking rear differential and first-in-class front electronic locking differential (not counting the Chevy Silverado ZR2)
• 18” wheels with 32” Goodyear Wrangler DuraTrac A/T tires with matching spare
• Off-road tuned Multimatic DSSV spool-valve dampers (shocks)
• One-pedal off-roading capability (Terrain mode, 4WD LO)
• Two-inch factory lift
• 11.1-inch ground clearance
• Improved approach and departure angles
• Skid plates
• Premium interior
• Premium electronics suite (Google-integrated infotainment system with Android Auto and Apple CarPlay, and roughly 40 inches of screens, including dash and heads-up display)
• Premium extras (including exterior cameras and sensors, wireless phone charger, premium Bose sound system, dual heated and ventilated seats, adaptive cruise control, power seats with adjustable massage feature)

First Impressions of the GMC Sierra 1500 AT4X

Like most of today’s specialty pickups, the Sierra AT4X comes standard with a crew cab and a short bed (just a hair under five feet, 10 inches long). Like its Chevy counterpart, this Sierra is a large truck, although it lacks to extra girth of Ford’s Raptor and Ram’s TRX. Road visibility is very good, especially with the standard 2-inch lift, although it does have some significant blind spots.

This half-ton Sierra blends distinctive GMC styling with an aggressive look that is similar to the original AT4. The black grille, red tow hooks, black fender liners, black 18-inch aluminum wheels, aggressive all-terrain tires, and the factory lift make this truck look a bit more at home in the mountains than New York City. While the AT4X may lack the aesthetic refinement of a true red-carpet ride, it still looks regal enough for a night on the town.

Inside, the truck displays its Denali DNA, albeit in a subdued way. Like GMC’s luxury trims, the AT4X sports an all-black full-grain leather interior with red and white contrast stitching and a black microsuede headliner. It also includes black ash wood trim and chrome accents to emphasize the truck’s refined side and a few bold “AT4X” badges. The premium electronics suite and sound system round out the ritzy interior.

The AT4X’s ride is smooth for a full-size pickup, and much thanks goes to the Multimatic DSSV dampers for this performance. The 6.2-liter V8 delivers an impressive 420-horsepower and 460 lb.-ft. of torque which translates to a GMC-claimed 0 to 60 time in under six seconds. On the road, the AT4X is almost boring to drive but in a good way. Off road, the motor and dampers provided top-notch performance and comfort even at speeds exceeding 60 miles per hour on southern California’s washboard desert trails.

Special Off-Roading Tech

Most modern full-size pickup trucks come with plenty of off-roading features, such as skid plates, two-speed transfer cases, and all-terrain tires, but the Sierra AT4X includes a few features that make it stand out head and shoulders above all other half-tons. As a mechanical clone of Chevrolet’s ZR2 Silverado, the AT4X comes with Multimatic DSSV dampers and electronic locking front and rear differentials (yes, front and rear e-lockers—that’s a big deal) which is, to the best of my knowledge, a first in the half-ton truck segment. It also comes with three driving modes designed for optimal performance: Normal, Off Road, and Terrain.

The Multimatic DSSV dampers (shocks) use spool valve technology developed from racing and performance vehicles to provide an impressively smooth ride both on and off road. These shocks are specifically calibrated to the factory Sierra AT4X.

The front e-locker is a great feature for providing traction in especially difficult terrain where vehicle articulation matters or where two wheels may be off the ground simultaneously. While it may be overkill for most situations, when you need it, you really need it. When in use, the truck also locks the rear axle, effectively creating two solid axles at the touch of a button.

Finally, the truck comes with two settings dedicated to off-road use: Off Road and Terrain. Like similar settings on other trucks, Off Road mode deactivates certain systems, such as traction control, to give the driver more control over the vehicle. Terrain mode, however, is a little magical. This setting shines brightest when the truck is in 4 Lo with the transmission in manual mode. Terrain mode uses automatic braking to provide the driver with a truly one-pedal off-road driving experience on steep slopes.

What the GMC Sierra AT4X Does Well

GMC went big with the new AT4X, and the payoff is a very capable truck.

• This Sierra’s 6.2-liter V8 delivers plenty of power (420 hp at 5,600 RPM) and torque (460 lb.-ft. at 4,100 RPM), and the paired 10-speed automatic transmission delivers smooth shifts between gears.
• This truck includes all the best off-road upgrades: two-speed transfer case, 32-inch Goodyear DuraTrac all-terrain tires (with matching spare), a factory lift that creates 11.1 inches of ground clearance, and improved approach and departure angles, Hill Descent Control, front tow hooks, and plenty of skid plates.
• All-Terrain tires generate noticeable road noise, but the included Goodyear DuraTracs produce minor road noise that is not at all bothersome.
• The AT4X includes a rare electronic locking front differential, a first in the half-ton truck segment, in addition to the rear e-locker, a first for the Sierra.
• Thanks to the Multimatic shocks, this truck has exceptionally good manners, delivering an impressively smooth, comfortable ride both on road and off.
• GMC successfully delivered a high-performance truck with a rustically refined cabin. The interior’s finish materials and technology upgrades rival even the posh Denali Ultimate. Built-in Google along with Apple CarPlay and Android Auto are nice touches for the tech savvy hunter.
• The new Sierra’s Terrain mode offers true one-pedal for maximum control on steep slopes.
• The AT4X makes even the toughest off-road obstacles too easy.

Where the GMC Sierra AT4X Fell Short

No truck is perfect, and this new Sierra does disappoint in a few areas.

• Easily the biggest disappointment is the AT4X’s low payload rating. With all the off-road goodies, this truck packs on the pounds, limiting payload to 1,420 pounds.
• The Sierra AT4X is a true off-road truck that lacks a bit in the towing department. With a max towing capacity of 8,900 pounds, it will handle ATV trailers, small campers, and a few small boat trailers well enough, but it doesn’t beat out a towing-dedicated Colorado or Suburban by much.
• While the 3.23 axle ratio provides for a relatively fuel-efficient driving experience for a large V8, the lower ratio diminishes this Sierra’s acceleration (somewhat), towing capacity, and rock crawling abilities. That said, the truck still performs well on established off-road trails.
• Some users have reported that early versions of the Multimatic DSSV found on the Chevrolet Colorado ZR2 have demonstrated short lifespans.
• The DSSV dampers lose a good bit of their performance when paired with aftermarket suspension and wheel modifications, such as lift kits or larger tires.
• Getting used to the truck’s electronic shifter takes some time. That said, the paddle shifters are a familiar, sporty addition.
• For a modern pickup, the AT4X features some pronounced wind noise.
• The front-facing camera is a nice idea for off-roading, especially on steep grades or rocky terrain, but in the real world, the center screen displays a fairly washed-out picture that does little to help with 3D perception.
• Terrain mode requires plenty of throttle to overcome the brakes and to get moving even a little bit. This makes it feel very draggy and almost a little painful. Sure, it works, but the experience is not particularly enjoyable. Also, if used often, Terrain mode likely will burn through brakes very quickly.
• Except for white, all paint colors come with a $495 upcharge (or more).
• For most hunters, this may be a small quibble, but compared to the Raptor and TRX, the AT4X’s approach and departure angles are lacking. That said, the Sierra’s angles are nothing to sneeze at.

Is the Sierra AT4X the Right Truck for Outdoorsmen?

Very few half-ton pickups can compare to the Sierra AT4X, making it the Denali of off-road trucks both in terms of performance and luxury. Toyota and Nissan’s top off-road offerings can’t touch this Sierra. Ford’s F-150 Tremor does a decent job of challenging the capable AT4, but even a fully optioned Tremor still falls short of the top-of-the-line AT4X. Trucks like the Ford Raptor and Ram TRX are purpose-built desert racing machines with AT4X-like price tags but without the all-around capabilities of the Sierra. That only leaves the ZR2 Silverado, the AT4X’s mechanical clone. For most hunters, a standard AT4 should be plenty of truck. As impressively capable (and luxurious) as the Sierra AT4X is, it is a lot more truck than most hunters will need. It will take you just about anywhere you could ever want to go.

Read Next: Truck Review: Chevy Silverado Realtree Edition Was Built with Hunters in Mind

Build the Perfect Sierra 1500 AT4X

Want your own Sierra AT4X? Then drop by your local dealer and pick one up. With as many goodies as this truck includes from the factory, there is no real need for more than one or two upgrades. That said, I might bolt a few extras onto a new AT4X.

As far as factory extras go, I would tack on the AT4 high clearance step ($1,095) and maybe some extra cargo tie-downs ($110). I likely also would splurge on a paint color other than white ($495).

As for third-party items, I definitely would go for a Roll-N-Lock Short Bed Retractable Tonneau Cover ($1,449) or a Putco VentureTEC Rack ($1,989) paired with a Rev Hard Rolling Tonneau Cover ($1,079) for a rooftop tent setup. While not critical additions, a Tuffy Under Rear Seat Lockbox ($579) and a Dometic CFX3-100 ($1,399) powered cooler would be worthy purchases. The storage unit would be perfect for securing firearms out of sight, and the cooler is an ideal solution for packing food into camp or meat out. If you’ have the cash for this brand-new off-road beast, then check out GMC’s Build and Price webpage to get rolling.

The post Truck Review: The GMC Sierra AT4X Blends Luxury with Off-Road Capability appeared first on Outdoor Life.

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Best for Organization		Decked Truck Bed Storage System	SEE IT	LEARN MORE	Summary Drawer system provides an open bed on top
Best Removable		UnderCover SwingCase Truck Bed Storage Box	SEE IT	LEARN MORE	Summary Box mounts above and behind wheel well
Best for Security		CamLocker S71RLMB 71 Inch Crossover Tool Box	SEE IT	LEARN MORE	Summary Steel; cam system locks securely

Pickup trucks, by design, have lots of storage room for their owners to store tools and other gear. Storing it all efficiently, and keeping safe from the elements and potential thieves, is much easier with a pickup truck storage box. 

• Best for Organization: Decked Truck Bed Storage System
• Best For Small Pickups: Arksen 39-Inch Toolbox
• Best Removable Storage Box: UnderCover SwingCase Truck Bed Storage Box
• Best for Security: CamLocker S71RLMB 71 Inch Crossover Tool Box
• Best Cheap Storage Box: LucaSng Black Aluminum Truck Bed Storage Box

What to consider when shopping for a truck bed box

Truck bed storage boxes are available in various styles and made from various materials. One feature that most quality models share is a locking system to keep equipment safe and secure. A good truck box is also made to withstand the elements, keeping your equipment dry even in the wettest of weather. 

When it comes to choosing a truck bed storage box, there are several considerations. How large is your truck bed? How much secure storage space, and open-bed space, do you need? Do you want a box that is mounted permanently, or can be easily removed and replaced? How much money do you have to spend? Let’s take a brief look at five truck bed storage box types, and some good models.

The Truck Bed Organizer

A truck bed tool storage box with individual compartments allows you to keep your equipment organized and safe, and prevents it from bouncing around. You can put your tools right where you can find them next time, and locking systems keep them from being accessed when you don’t want them to be. That also means you can keep your gear in the box rather than loading and unloading it every day.

Best Truck Bed Storage Box for Organization: Decked Truck Bed Storage System

DECKED

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While trucks with short beds often lose a lot of their bed space when storage boxes are installed, the Decked Truck Bed Storage System alleviates that problem. The truck bed drawers allow easy access to tools for the user, but not for those looking to steal them. Plus, the full length and width of the bed are retained for carrying additional gear.

Big Room For Small Trucks

Just because you have a small pickup truck doesn’t mean you don’t also have lots of gear to store. Fortunately, many companies make truck bed storage boxes specifically to fit the smaller pickup trucks that are so popular today. And many can hold nearly as much gear as those made for full-size pickups. 

One word of warning: Make sure you know the dimensions of your truck bed before buying. Measure your truck bed twice, then read descriptions carefully when making a choice and placing an order. That will save you a lot of aggravation in the long run.

Best Truck Bed Storage Box For Small Pickups: Arksen 39-Inch Toolbox

ARKSEN

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This tough, attractive truck tool box has a lot to offer owners of smaller pickup trucks. It’s 12.75 inches wide, so it won’t eat up a lot of bed space. A padded finish inside will ensure your tools ride safely without damage, and a fold-up door provides full access to all the contents. A built-in lock helps ensure all of your tools and other gear stay safe when on the go.

When Permanent Won’t Do

Not everyone wants or needs to have a truck bed storage box that is mounted in their bed on a permanent or semi-permanent basis. In fact, many people prefer not to if they regularly have to utilize the full length of their truck bed to haul various items. Fortunately, removable models are available that do a good job of storage and organizing.

When looking for a removable truck storage box, weight is an important factor to consider. You’ll want one light enough so that, even when loaded with tools and gear, you can take it out of your truck bed and put it back in whenever you want. Otherwise, you might as well get a heavy, more permanent model.

Best Removable Truck Bed Storage Box: UnderCover SwingCase Truck Bed Storage Box

UNDERCOVER

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If you’d rather not go with a more permanent solution, UnderCover’s Swing Case box is a good choice. It takes advantage of the space between the wheel well and the tailgate, allowing plenty of room to carry other items in the open bed—or even in another box. As its name implies, the case swings out toward the tailgate, allowing easy access to the contents. The SwingCase is easily removed but can also be locked to the bed.

Is Security Your Primary Concern?

If you’re very concerned about thievery, or if you need to keep valuable items in the truck bed storage box for an extended period of time, invest in a truck bed box that has a super-strong locking system. The extra cost will buy you peace of mind when you have to leave the truck unminded.

Best Truck Bed Storage Box for Security: CamLocker S71RLMB 71 Inch Crossover Tool Box

CamLocker

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The CamLocker truck bed box is made of hand-welded .063 gauge stainless steel, and features a lock assembly that uses revolving cams hooking to welded catches that keep the lid securely closed. The interior is fully carpeted and is so watertight that it can withstand getting run through a car wash.

The Budget Truck Bed Storage Box

Several truck bed storage boxes cost less than $200. If you don’t need the ultimate in security, such a box might be the right choice for you. When shopping for budget boxes, keep in mind several factors—weather resistance, durability, quality of finish, quality of hinges, and locking mechanism. Any box that is built extra cheap in any of those areas can lead to problems in the long run.

Best Cheap Truck Bed Storage Box: LucaSng Black Aluminum Truck Bed Storage Box

LucaSng

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Store your tools without spending a bundle with this quality truck bed box. This box is constructed of heavy-duty textured aluminum for maximum durability, and the lid has dual hydraulic hinges to hold it open when you’re accessing gear inside. An integral lock provides security.

FAQs

What you need to know about picking a truck bed storage box.

A Final Tip About Truck Storage Boxes

Knowing the width of your truck bed is paramount in choosing a storage box. Imagine needing to return an item so large because you didn’t take the time to measure it would be frustrating. Measure, write down the width, and measure again to make sure!

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Driving through dicey trails and muddy two-tracks comes with the territory if you’re a hunter. And since we all know some of the best hunting spots are tucked away in the far reaches of a national forest or private ranch it’s critical that your vehicle is capable of delivering you—and all your gear—to that location. Unfortunately, most showroom floor trucks aren’t adequately equipped to navigate the backcountry. Once you’ve bought a truck there are some critical aftermarket upgrades you can make to maximize the capabilities of your pickup and ensure you always safely arrive at hunt camp.

Making Permanent Changes

For the sake of this article, I will be listing permanent equipment additions to your truck. In most cases, these upgrades cannot be found on trucks straight from the factory, and those that do have them, such as off-road tires, usually cost a premium for what often turns out to be a low-grade add-on.

This list will not include small gear items that can be easily added or removed. For instance, emergency equipment, such as jumper cables, extra gas, tools, and tire repair kits are all things you should already keep in the cab or bed of your pickup. The same is also true of off-roading and hunting equipment that is stored loosely inside your truck. Equipment like tow straps, traction mats, air compressors, and gear storage solutions do not appear on this list.

What You Need From Your Hunting Truck

Each hunter is different, and the game they pursue affects what they need their truck to do. There’s plenty of information on the interent—good and bad—about what a hunter needs in a pickup. For this story, I spoke to three hunters of varying backgrounds (and added my extensive automotive expertise) to try and get a better sense of what upgrades are likely to serve the largest number of hunters possible.

Tim Cassibry, Olivia Crews, and David Haynes all have big-game hunting experience, and both Crews and Haynes have pursued gamebirds throughout the West and Midwest. Each hunter has relied on a good truck to get them to their destination and back; and each has their own unique take on what upgrades a hunting truck should have. Despite their differing experiences, however, many of their chosen upgrades matched, creating a helpful degree of consensus between them.

1. Off-Road Tires

Off the pavement, traction reigns supreme, so whether you’re scouting mallards or trailing elk in the mountians, you’ll likely need a new set of off-road tires to get you where you need to go. Off-road tires come in a variety of sizes and styles, so make sure you know what you’ll need before you drop $1,000 (or more) on some fancy rubber.

For most hunters, all-terrain (A/T) tires are going to be your best bet. Most activity-specific off-road tires, such as mud tires or rock tires, tend to wear out faster when driven on pavement, whereas A/T tires will last longer while providing a quieter, more comfortable ride on the highway and around town. While A/T tires may lack somewhat in the capability compared to more specialized tires, they still provide plenty of traction for tackling dirt roads, snow, and mildly muddy or rocky trails.

I don’t recommend swapping to a larger tire diameter unless you’re fully aware of the financial investment such a decision entails. Some trucks have wheel wells that allow more room for growth than others, but tire diameter increases still will be limited to only a few inches at best without requiring pricey upgrades to your suspension. Even without a suspension upgrade, increasing your tire size will necessitate a trip to your mechanic to have him recalibrate your truck’s ECM and speedometer, and you will likely find that your truck’s already low fuel efficiency will become even worse.

Whatever tires you end up purchasing, seriously consider purchasing a portable air compressor. Sometimes, increasing off-road traction requires airing down your tires a bit, but once you get back to the pavement, you’ll need some way to add air.

2. Front-End Protection

Reaching a prime hunting location can take a toll on your truck’s front end. To increase your truck’s longevity, consider investing in a bull bar or grille guard. Both options provide protection for your truck against tough terrain and rogue brush.

Easily the most minimal of front-end protection options, a bull bar consists of an inverted U-shaped that attaches to your truck’s frame with the top of the U wrapping up and over your bumper before peaking at or below the center of your grille. As the name implies, a bull bar defends the center of your truck’s front end against unexpected collisions with animals, but when equipped with a skid plate, a common feature, they do a solid job of resisting underside damage from sudden impacts with rocks and uneven ground. If you regularly travel over uneven or rocky trails but rarely encounter much in the way of brush or trees, a skid plate-equipped bull bar is likely your best bet.

If you regularly encounter plenty of brush, tree branches, and other hanging obstacles, a grille guard will be a better option. Grille guards expand upon the basic bull bar concept by replacing the inverted U design to dual bars that attach to your truck’s frame and wrap up to the hood. These two bars are attached with matching crossbars and, sometimes, steel webbing to better protect your grille without restricting airflow. If you hunt in locations with particularly thick brush, consider a grille guard with an integrated brush guard to protect your headlights as well. Unlike bull bars, grille guards rarely, if ever, sport a skid plate, so if you expect to bottom out on some tough, brushy trails, you may want to invest in a separate skid plate if your truck does not already have one.

3. Adjustable Off-Road Lighting

Many hunts begin and end in the dark, so adjustable off-road lighting for your truck can be an absolute lifesaver. By positioning for high-power auxiliary lighting somewhere above your headlights, you’ll be much better equipped to safely navigate rough trails in the dark, especially when your truck’s factory lights are caked with mud.

The off-road accessories market is loaded with all kinds of lighting options, and while LED light bars garner plenty of attention, I recommend adjustable spotlight-style lighting instead, like the Rigid Industries 360-Series. In addition to providing light on the trail, adjustable lights can be redirected to make cleaning game and other chores much easier.

4. Winch

The only thing worse than tracking wounded game on a dark and frigid night is getting stuck on your way back to camp. As such, a winch is a must-have addition to your truck as well as recovery hooks or D-ring recovery shackles if your truck doesn’t already have them. This will put a quick end to your off-road misery. When shopping for a winch, make sure to note whether or not your truck will need a new bumper. Some stock bumpers can accommodate an aftermarket winch, but for most truck owners, a new, beefier bumper is in order. Thankfully, there are plenty of bumpers with integrated skid plates, bull bars, grille guards, and brush guards which offer plenty of bang for your buck.

Read Next: Why Are New Hunting Trucks So Expensive?

5. Lockable Bed Storage

Even new trucks have limited in-cab storage options, so when you hit the road, you’ll want a secure place to store all your extra gear. A lockable tonneau cover, camper top, bed box, or bed drawer system is a great option for storing your equipment, keeping it organized, and away from prying eyes. Having some kind of bed cover, whether it’s a tonneau, truck cap, or a hybrid collapsible soft topper will come in clutch if your tent springs a leak or the weather turns ugly.

The post 5 Aftermarket Upgrades You Must Make to Your Hunting Truck appeared first on Outdoor Life.

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Last summer, we reviewed the new Ford Bronco and crunched some numbers to get an idea of how it would fare as a hunting truck. The long and short of it is that the Bronco is an excellent off-roader that leaves something to be desired as a dedicated hunting and fishing rig.

Ford recently rolled out a driving experience called the Bronco Off-Roadeo. The program’s goal is to put new owners (including those on the waiting list) of the Bronco, Bronco Sport Badlands, and Bronco Sport First Edition through a gauntlet of off-road driving under the watchful supervision of professional instructors. Facilities at Moab, Utah; Gunstock Mountain, New Hampshire; Grey Wolf Ranch, Texas; and Mount Potosi, Nevada provide opportunities to explore the vehicles’ capabilities on terrain that’s most applicable to them.

I joined fellow auto journalists and a few senior Ford employees at the old Boy Scout camp at Mount Potosi, for a day of trail driving and rock crawling. The routes were representative of trails I’ve driven all over the western United States. The rocky terrain was right in line with what you might encounter in your pursuit of elk, sheep, or trout.

How the Bronco Compares to Similar 4×4 Options

In the back of my mind was the list of likely alternatives hunters and anglers would consider for such driving duties. The Jeep Wrangler has always been the king of the off-roading hill, and its Gladiator sibling is no slouch. Small trucks and SUVs like Toyota’s Tacoma and 4Runner–and even Ford’s own Ranger–are popular for their off-road credentials and compact size. The Suzuki Samurai is legendary but lacks the size to be a hunting truck for most people. Trucks like the Toyota Land Cruiser and over-the-top Ram TRX have the opposite problem: they’re too big for many trails and prices are even more inflated than usual these days.

On paper, the Bronco should be a competent off-roader with enough size and street manners to haul meat out of the backcountry on Sunday and take the kids to school on Monday–but is it?

First Impressions of the Ford Bronco

All the vehicles at the Bronco Off-Roadeo were equipped with the Sasquatch Package, which can easily be identified by the aggressive 35-inch tires. Those tires are likely to be the first thing that stands out to you when you see a Bronco in person. They create incredibly steep approach and departure angles, meaning that obstacles will encounter the truck’s tires rather than a bumper, more often than not. The large tires also create a wide, commanding stance that makes the Bronco’s off-road intentions known. The package includes electronic locking front and rear differentials, a 4.7:1 final drive ratio, upgraded Bilstein suspension, and fender flares.

Behind the wheel, the Bronco feels very manageable in terms of size. Visibility is good despite the boxy body. Plastic handles on the corners of the hood serve as sighting devices to aid in tire placement on the trail. The seating position is high and commanding. Seat adjustment is manual, eliminating finicky wiring that can be damaged in deep water crossings. Instead of carpeting, the floor is covered with textured rubber and even has drain holes to allow water to escape. You won’t find that on most showroom SUVs.

Hidden in all that retro styling is an array of deceptively advanced features. When fully equipped, a panel on the dash allows drivers to disconnect the stabilizer bar, lock the front differential, lock the rear differential, activate Trail Turn Assist, and turn off traction control. A rotary knob behind the shifter allows the driver to switch between two- and four-wheel drive and access the vehicle’s GOAT Modes, which vary by trim level.

During the trail drive, I had a chance to talk to the Bronco’s chief engineer, Jolanta Coffey. She commented that one of the team’s biggest challenges was staying true to the history of the Bronco while pushing the brand forward. Styling is subjective, but I haven’t talked to anyone who doesn’t think the Bronco is a home run.     

Ford Bronco Specifications

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In a market saturated with SUVs that are about as sporty and utilitarian as a minivan, the Bronco is the genuine article. It’s built using a rugged body-on-frame platform shared with the Ranger. Power is delivered to all four wheels through a traditional transfer case. You can choose between two-door and four-door variations. The roof can be hard or soft, and both are removable. Styling is a fitting homage to the classic Broncos of the past, but modern and fresh at the same time. The whole package is so packed with technology that it’s hard to keep track of it all.

• Body type: two- and four-door SUV
• Trim levels: Base, Big Bend, Black Diamond, Outer Banks, Badlands, Wildtrak
• Engines: 2.3-liter EcoBoost I4, 2.7-liter EcoBoost V6
• Power output: 300 horsepower, 325 pound-feet of torque (2.3-liter EcoBoost I4); 330 horsepower, 415 pound-feet of torque (2.7-liter EcoBoost V6)
• Transmission: 7-speed manual, 10-speed automatic
• Maximum payload: 1,454 pounds (select vehicles)
• Maximum towing capacity: 3,500 pounds (select vehicles)

What Ford Got Right with the Bronco

Off-road trucks face an interesting challenge. On one hand, tried and true features like solid axles and body-on-frame construction are as relevant as ever. Old technology has a loyal following–just look at the amount of Jeep Wranglers on the trails with the same kind of chassis that’s been used for decades. On the other hand, modern computers can get novice drivers through rough terrain without breaking a sweat.

The Bronco is jam-packed with advanced features. Sure, electronic locking front and rear differentials are nothing new, but being able to lock each one independently is. Usually, drivers must choose between locking only the rear or both. Trail Turn Assist takes a page out of the competitive rock-crawling playbook and locks up the rear inside wheel to force the Bronco to pivot around it like an anchor when space is limited. That makes quick work of bends in the trail that would usually force a three-point turn. Disconnecting the stabilizer bar allows vastly improved articulation, meaning the Bronco can keep four tires on the ground where other vehicles would be left with one spinning helplessly in the air. All these features can be controlled with the touch of a button on the Bronco’s dash. If you’d rather let the computer handle individual settings, you can spin a dial on the center console to choose one of up to seven GOAT Modes (eight are available in total, but each trim level gets its own combination of no more than seven).

The Off-Roadeo provided hands-on experience with all these features. I watched another Bronco loft a rear wheel while crossing a deep rut, then I drove through with all four on the ground thanks to the electronically disconnecting stabilizer bar on mine. I felt the four-wheel-drive system bog down on slippery terrain, then locked the differentials to pull forward as easily as if I were on dry pavement. Broncos equipped with the ten-speed automatic transmission come with extra perks. Trail Turn Assist was a huge help on tight switchbacks and never stopped being fun. Trail Control acts like an off-road cruise control that lets you keep your attention on the terrain and allows the Bronco to crawl ahead at speeds you set in 0.5 mile-per-hour increments. All that technology is built into a truck that can lose the roof and feel as carefree as the original Bronco did in 1965 (as a 1966 model).

As a hunting truck, the Bronco can get you where other trucks and SUVs can’t. It doesn’t have much of a learning curve, and the Off-Roadeo experience is included with the purchase of a Bronco if you want to develop your skills. There’s not a ton of cargo space, but the four-door version has more than enough if you keep the guest list short. Think of it as the perfect compromise between a side-by-side OHV and a traditional SUV.

Ford built a vehicle that’s breathtakingly capable off-road, easy to drive, and looks fantastic. The Bronco makes me want to book a guided hunt in Alaska just so I have an excuse to drive more. It’s a compelling proposition, providing you can deal with a few shortcomings.

Where the Bronco Falls Short

As noted in our first look at the Ford Bronco, the biggest problem you’re likely to encounter is towing capacity. Depending on how the Bronco is optioned out, the maximum trailer weight is between 3,440 and 3,500 pounds. That means hauling a decoy trailer or bass boat might be the upper end of what you can expect to pull. That being said, the Bronco wasn’t designed to be a towing vehicle, so if you do a lot of fishing or RV camping you’re probably in the market for a full-size truck as it is.

Space can be another limiting factor. The two-door Bronco is best used as a getaway vehicle for one or two people and a small amount of gear. In the four-door Bronco, the second row of seats offers plenty of legroom for two passengers (three, if the trip is short or the middle passenger is on the smaller side) and the cargo area can fit several packs or a cooler or two. Group fishing trips (without pulling a boat) shouldn’t be a problem if trailer weight isn’t an issue. Certain types of hunting trips might be more challenging; there’s room for people, dogs, or gear–but probably not all three.

Hardcore off-roaders–especially those steeped immersed in Jeep culture–will be quick to scoff at the Bronco’s independent front suspension. It doesn’t offer near as much articulation as a solid front axle, but there are very few times when that will be an issue. The Bronco Off-Roadeo presented the gnarliest obstacles I’ve ever tackled on four wheels, and the Bronco did just fine. It’s also proven itself on the notorious Rubicon Trail. If your bar to clear is higher than that, you want a dedicated rock-crawler, not a hunting truck.

Finally, there are some buyers who won’t consider any truck without a V8. Ford only equips the Bronco with either a 2.3-liter I4 or a 2.7-liter V6. Even the top-of-the-food-chain Raptor gets a 3.0-liter turbocharged V6. Both mainstream options generate plenty of torque and hustle the Bronco along just fine–a V8 simply isn’t necessary. Still, the small number of absolutists will probably be happier in a 392 Jeep Wrangler, even if it’s primarily for the sound.

Who Is the Ford Bronco For?

Like all the best vehicles, the Bronco makes concessions in the pursuit of greatness in one specific area. If your motto is “go light, go fast,” it’s the truck for you. The further into the backcountry you get, the better it gets.

No, the Bronco isn’t a towing rig. No, it isn’t going to carry everything but the kitchen sink to an established campground. And no, it isn’t going to replace your full-size pickup.

On the other hand, if you and a buddy need to access hard-to-reach-places, it’s the truck for you. If you want to load up a dog or two for some upland hunting, you’ll be just fine. And it will have no issues getting you to the deer stand.

It might even expand your interests a little bit, because it’s far more capable than you old pickup. There’s a good chance you’ll find yourself running trails with the local 4×4 club in between hunting seasons.    

Read Next: How to Build the Ultimate Hunting Truck

How to Spec the Ford Bronco

First, you should know that the Sasquatch Package can be added to any Bronco, including the Base trim level. Whichever Bronco you buy, I can’t recommend it highly enough. 

That being said, the Bronco Bandlands I drove made such an impression that it would be my starting point. The Baja GOAT Mode, steel bumper, floor drain plugs, and electronic disconnecting stabilizer bar that come with the Badlands edition are too good to pass up. Since I’m notorious for packing light, I’d save some money and get the two-door body style with the standard hard top.

Skipping creature comforts like a heated steering wheel, carpeted floor mats, and upgraded sound system would be easy since I wouldn’t be buying a Bronco for logging highway miles. I would, however, have a hard time picking the drivetrain because the seven-speed (six-speed with a granny gear) manual transmission can only be had with the four-cylinder engine. Ultimately, I care more about rowing my own gears than getting extra power. Besides, I’ve driven Ford’s 2.3-liter Ecoboost in a Focus RS and it was a hoot.

All that leaves a bare-bones cabin riding atop a loaded off-roader. The damage comes to $50,080. That’s not pocket change but the performance more than justifies the price. If you want to build your own Bronco, head over to Ford’s configurator to explore the possibilities.

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You’re probably not going to take a GMC Hummer EV on your next hunting or fishing trip. Not only does the Edition 1 version featured here cost $112,500, but the 66,000 orders taken so far have outpaced the company’s expectations, so they’re sold out until at least summer 2024. But that’s beside the point, because the Hummer EV’s job isn’t to convince you to buy one; it’s to convince the kind of people who go hunting and fishing—the people who can’t live without a pickup truck—that they want an electric vehicle. Even if they can’t afford one—yet. 

The Hummer EV Offers Superior Ride Quality and Additional Ground Clearance

Think of the Hummer EV as a showcase for new technologies, rather than as a potential purchase. Take the four-wheel steering for instance. This thing is as big and heavy as the biggest heavy duty pickups out there. But with rear wheels that can pivot as much as 10 degrees in either direction, its turning circle is smaller than that of a mid-sized truck. And that’s genuinely useful not just in tight parking lots, but also off-road, where the Hummer EV can maneuver through tight obstacles with a level of ease. It’s more reminiscent of a Jeep Wrangler than any other pickup out there. 

There’s also air suspension. On other vehicles, that feature works to compromise ride quality and wheel travel off-road, but the Hummer has managed to integrate it in such a fashion where it helps improve those factors. To increase the ride height of a vehicle fitted with air springs, you have to pump more air into them. So, when you put a traditional air spring-equipped truck into its off-road height, you’re also making the suspension stiffer. That’s exactly the opposite of what you want over bumps and rocks. And by increasing the ride height, traditional air suspensions have eaten up too much droop travel, ultimately limiting a wheel’s ability to drop further underneath a vehicle. Because a tire must be in contact with the ground in order to provide traction, this added a hard limit to so-equipped vehicles over uneven obstacles. 

The Hummer EV avoids both problems by offering a ton of additional height, then not using it in most conditions. In normal Off-Road Mode, the Hummer EV offers 10.1 inches of ground clearance. If you need to cross some big rocks or similar terrain, you can enter Terrain Mode, which raises the vehicle another 1.8 inches. But, even in that setting, there’s four inches of height left to go. GMC has decided to leave those on the table for most off-road driving, unless you get the truck bogged in deep sand or mud, in which case you can enter Extract Mode, and lift the belly clear of the obstacle with a full 15.9 inches of clearance. But because you’re only using all that height, and the air pressure needed to create it, at no more than a walking pace, you’ll actually be operating on nice, compliant, partially-inflated springs the vast majority of the time. And combined with the Hummer’s trick adaptive dampers, those provide extraordinarily good ride quality. 

What About Traction? 

Traditionally, internal combustion engine (ICE) 4x4s employ mechanical connections between all four wheels in order to maximize traction. Four-wheel drive mechanically locks the speeds of the front and rear axles together, and then locking differentials on those axles match the speeds of the left and right wheels. It’s only with the speed of all four wheels locked together that you achieve maximum traction off-road. Or at least it used to be. 

The Hummer EV employs three identical electric motors: one on the front axle and two on the rear. Software determines the relative speeds at which each axle is driven. This allows the vehicle to spin the rear axle faster than the front on soft surfaces like sand or snow, which prevents the front wheels from digging in, and bogging the truck. Hit more technical terrain, and that software can lock the speeds of the axles together, and does the same thing for each of the rear wheels. Uniquely, the Hummer EV retains a traditional mechanical locking front axle differential. Because you only tend to employ a front locker over the most challenging terrain and at very low speeds, the precise control this delivers just boosts confidence. It allows drivers to rely on muscle memory honed over decades of driving when things get tough and the risk of damage is high. 

The Hummer EV Has More Power than a Super Car

Because moving the Hummer EV’s 9,063 pound curb weight is not an efficient endeavor, the vehicle is fitted with an absolutely massive 205 kilowatt-hour battery pack. To put that in perspective, that’s over twice the capacity of the battery you’ll find in a Tesla Model S P100D. And even that is only enough to deliver 329 miles of EPA range. Fortunately, charging the truck can be a quick process. Its battery cells are able to operate in both series and parallel. In the latter, they’re able to take on 800 volts of current. Find a fast charging station that’s properly equipped, and you’ll be able to add 100 miles of range for every 10 minutes the vehicle is hooked up. 

One of the reasons all that battery is required is that the Hummer EV is also extremely powerful. Together, those three motors can make up to 1,000 horsepower and 1,200 pound-feet of torque. And just like the engineers have figured out a way to move power into the cells quickly, they’ve also found a method for dumping it into the tires as fast as possible too. GMC calls this setting Watts to Freedom (abbreviated WTF, you do the math). You can use it to accelerate the truck from 0 to 60 mph in three seconds. That’s significantly faster than any ICE truck ever to see production, and is a feat made substantially more impressive by the fact that it’s achieved on 35-inch mud-terrain tires. If you ever pull up next to a Hummer EV at a red light, don’t even bother looking its way. It’ll out accelerate even high dollar supercars, especially if you try to employ those vehicles’ power in real world circumstances. 

But WTF doesn’t just give Hummer drivers bragging rights. It also boosts off-road capability. Pull up to a vertical obstacle off-road, and the truck will pause for a brief second while it identifies what’s going on, then flows more coolant to the motors to enable them to flow more power without harming themselves. After that half second or so, the Hummer will just climb right over whatever you’re asking it to. It’s capable of summiting two-foot vertical walls. 

Hummer EV Features Are Endless

Any or all of that sound really cool? It is, and it’s only part of the story. Since the Hummer EV is the product of a massive automaker—General Motors—all those features, and all the other stuff I don’t have room to tell you about here, just works. You don’t need to hit a whole lot of buttons, you don’t need to think about how much it weighs or how much power it has, or what the rear wheels are doing. It’s just easy to drive, anywhere from the highway to the trail, and on everything in between. 

Pros

• Eats ICE trucks for breakfast.
• Roof panels clip off in a few seconds and stow in the front trunk. Combined with side and rear windows that drop entirely into the doors and body, this delivers a true open-air experience. 
• Flat underbody acts like armor, making the Hummer EV virtually impervious to off-road damage. 
• Massive dimensions disappear off-road thanks to rear-wheel steering. 
• It’s incredibly fast.
• Stops as good as it goes. Braking distance is shorter than many lighter trucks. 
• You can fit 37-inch tires without changing a thing (but the tires).

Cons

• The interior is white leather, which isn’t ideal for outdoorsmen. 
• No spare tire is included as standard. You have to add a tire holder to the bed, which eats up most cargo space. 
• While there are plenty of cameras to supplement your line of sight, outward visibility is poor, especially in traffic. 
• The front sway bar doesn’t disconnect, limiting ultimate off-road capability. 
• While driving enthusiastically off-road, the range plummeted to just 82 miles. 

Is It Right For You? 

Even if the Hummer EV wasn’t sold out for the foreseeable future, it’s not really the right vehicle for hardcore pickup drivers. Instead, it’s a preview of what’s to come. Next year, Chevy will begin selling the Silverado EV, which is based on the Hummer’s platform, and incorporates many of the same technologies. Prices for that truck, which looks much more conventional, start at just $40,000. And there are more electric pickups in the pipeline from pretty much every automaker. If this Hummer is any indication, we’ve got a lot to look forward to. 

The post Truck Review: GMC’s Hummer EV Isn’t for Hunters, But It Does Showcase the Future of Electric Pickups appeared first on Outdoor Life.

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I have been reviewing trucks for years. During the last two decades the cost of a new pickup has skyrocketed. It’s gotten to a point where the average car buyer can’t afford a new truck (J.D. Power reported the average cost of a new pickup in 2019 was more than $51,000). Modest full-size pickups often ring up around that price, but more capable and luxurious trucks can hit $60,000, $70,000, or even more. According to Cars.com, a base model 2000 Silverado (two-wheel drive, single cab, and no extras) earned an MSRP of $15,655. Select a comparable 2022 truck on Chevrolet’s website, and the lowest MSRP you’ll find is $30,400, a 94 percent price increase before shipping and dealer fees. Comparisons of similar full-sized trucks from Dodge, Ford, and GMC reveal similar results.

So, what’s changed in the past 20 years to cause truck prices to rise so drastically? Plenty of media outlets have reported on the issue, each offering their own conclusion on how expensive the problem has become and what is causing it. But most of those stories fail to explain in detail the reasons for these price hikes.

Inflation Has Caused Prices to Spike

Our government has contributed to the rise of sticker prices over the past two decades. There has been an increase in automotive safety and emissions requirements. Inflation is also to blame, but not as much as you might think.

You have to adjust for inflation when you consider that base 2000 Silverado 1500 with a $15,655 MSRP. Sure, it doesn’t sound like much now, but back in 2000 that was the equivalent of $25,600 in today’s dollars. Compared to today’s $30,400 MSRP of an equivalent 2022 Silverado, that’s only a $4,800 price increase in 22 years—a minor bump considering all the new technology and safety features built into modern pickups. The data on the Ford F-150 and Ram 1500 returned comparable results. (The Toyota Tundra debuted in 2000, but Toyota no longer offers a single cab Tundra.)

Prices Are Up, But Overall Value Is Stagnant

You might expect that higher trim levels of these trucks are worth more in resale value than the base models, but that’s not exactly true. Let’s use Chevrolet’s former top-of-the-line option, the LT, and Ford’s Lariat as examples. Based on a two-wheel-drive, extended cab configuration without any extra features, the Silverado 1500 LT has actually dropped in value while an equivalent F-150 Lariat has increased. Based on data from Cars.com, a 2000 Silverado LT would cost around $46,000 today, whereas an equivalent 2022 LT boasts an MSRP of only $41,300. That’s a $4,700 value decrease (in 2022 dollars).

Using relevant data from Cars.com, Ford’s 2000 Lariat had a 2022-equivalent MSRP of around $42,300. Compare that to $48,140 for a new 2022 Lariat, a value increase of $5,840. Average that out, and trucks with nicer trims have only increased in value by about $1,200, a much smaller value disparity than the base pickups. This means that while the average new truck price has roughly doubled in the last two decades, their actual value has only seen a limited increase.

Technological Advances Are Pricey

New automotive technologies definitely contribute to the rising prices of vehicles. Auto manufacturers have had to improve safety, fuel economy, and emissions in the last two decades, which means investing heavily in research and development. Creature comforts have also become more important to consumers. Items like in-cab touch screens, seat warmers (and coolers), electronic full-length sunroofs, and backup cameras all increase the cost of building a truck.

When these new technologies first enter the marketplace, they usually result in high price tags, sometimes dramatically so. But these spikes often settle over time, such as with General Motors’ short-lived Quadrasteer four-wheel steering system for full-size trucks and SUVs. First introduced in 2002, the system cost buyers $5,600 ($8,750 in 2022 dollars). By the end of its run in 2005, it was only a $1,000 add-on, or not quite $1,500 in 2022.

While Quadrasteer’s price drop and subsequent disappearance likely owes a lot to the market’s lack of interest at the time of its introduction, such price drops are common—although they’re usually less dramatic and take place over a longer period of time. This is especially true with industry-wide technologies designed to comply with federal safety and fuel economy requirements, such as crumple zones and cylinder deactivation.

Where technology really drives up truck prices is in the high-end trims. While base and mid-level trims on today’s trucks are largely equivalent to their older brothers, such as Chevy’s LT and Ford’s Lariat, offerings like GMC’s AT4, Toyota’s TRD Pro, and Ram’s Rebel didn’t exist a decade ago. The number of technological goodies crammed inside each truck is impressive, but also expensive. All this stuff—souped up (yet more efficient) engines, custom suspensions, and tires—costs extra.

Stress in the Marketplace

Edmunds reports that the average sticker price on a new vehicle in January 2020 (pre-pandemic) was $2,648 below MSRP; whereas in January 2022, the median sticker registered $728 above the MSRP. This roughly translates to a $3,400 price jump in just two years, much of which can be attributed to the COVID shutdown, which induced market stressors and led to significant parts shortages and dramatic supply chain delays.

According to TechRepublic, automakers axed a massive number of raw material orders in 2020 due to COVID-19, temporarily severing its supply of semiconductors and forcing its suppliers to look for business elsewhere, such as with Amazon, Apple, Samsung, and Microsoft. Despite rebooting production after only a short shutdown, most automakers are finding themselves at the back of the line for new semiconductors, and thanks to inefficient supply chain models, the wait for new automotive electronics has been drawn out even longer. This has forced manufacturers to indirectly raise prices to slow consumer demand for new vehicles and ease pressure on their plants and suppliers. This ensures that there are enough new cars, trucks, and SUVs to go around until the industry can catch up with demand.

Reducing Incentives

Currently, there are six major truck makers in the market, each trying to gain a decisive edge over the others. According to the National Automobile Dealers Association, there are also more than 16,500 new car dealerships in America, each fighting its own market battle. Before shipping finished cars and trucks to dealerships, auto manufacturers generate an MSRP that will, on average, return a profit somewhere in the ballpark of six to eight percent of that MSRP. Likewise, dealerships create a profit-generating sticker price on new vehicles, although the final profit usually comes in at two to three percent of the vehicle’s invoice price (the amount the dealer paid the manufacturer). Both manufacturers and dealers use these profits to help cover business expenses, such as labor and R&D or franchise fees and loan payments, but these expenses cut into their net profits or “take-home pay.” While most manufacturers generally enjoy a decent net profit in all but the slowest or most competitive markets, dealerships almost always take a loss on every vehicle they sell, forcing them to rely on other income streams to stay afloat, like financing and insurance add-ons. All this combined with the American consumer’s hyperawareness of price increases make price gouging rather dangerous.

Still, automakers have begun collecting more cash per vehicle sold, but according to Auto Trader, they have done so without noticeably increasing MSRPs. Typically, manufacturers sell new vehicles to dealerships at a discount, but recently, automakers have shrunk these incentives, resulting in higher invoice prices for dealerships. Since buyers can spot price increases a mile away, dealers hate raising sticker prices due to the increased risk of losing business. But failing to do so in today’s market likely will lead to bankruptcy. This puts dealerships in a tight spot because they must increase their sticker prices to survive, making them look even more greedy rather than the survivalists they typically are. That said, there are reports of dealers taking advantage of the current market and adding outrageous markups to their invoice prices. So pay attention.

New Truck Costs Are Eating Up More of Your Income

Despite numbers that show a modest increase in prices (that includes a load more tech and safety safety features), the reality is that buying a new truck today still hits consumers pockets more than it did 20 years ago. While inflation has ballooned truck prices, household incomes have not kept pace. An entry-level Silverado retailed for $15,655 in 2000, about 40 percent of the median household income of $40,551 at the time. Today, the same truck’s MSRP is $30,400 which comes out to about 45 percent of the 2021 median household income of $67,463. After factoring in dealership costs and the pandemic’s financial impact into the final price, that jumps to 50 percent. And that’s just for a regular cab; for a crew cab truck, that mark jumps to almost 60 percent. Throw in features like four-wheel drive, a towing package, and a high-end trim line, and you could easily drop an entire year’s income on a new truck.

Read Next: The Best Used Trucks for Hunters

Right Now Is a Bad Time to Buy

Inflation, relative wage decreases, disappearing incentives, new technology, and COVID-related market stressors have conspired against consumers in both the new and used car markets by reducing the number of available cars. Pandemic-related issues have dramatically shrunk the number of available cars on lots across the country, temporarily driving prices up by an average of $3,400.

Due to the shortage of new vehicles entering the market over the last two years, supply for any vehicle type is relatively low which has driven all car prices up. The more buyers stay out of the market and the longer they do so, the more time automakers will have to shorten their lead times and make up for the automotive shortage faster. This will likely result in prices returning to pre-pandemic levels. The jury is out on when exactly this will happen, but most of the manufacturers I talk to think it will happen in the next three years. So, if you can hold on that long and keep your old truck running, I’d suggest you do so. It could save you thousands of dollars.

The post Why Are New Hunting Trucks So Expensive? appeared first on Outdoor Life.

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In 2010, Dodge spun its truck division into standalone brand Ram Trucks. Since then, Dodge has begun specializing in high-output modern muscle cars, while Ram has continued to manufacture trucks that are built for a variety of on- and off-road pursuits. Most Rams on the road today are traditional trucks, designed for work and play. The 1500 Rebel combines the best of what Dodge and Ram have to offer—power, performance, and superior drivability—at a reasonable price for a full-size truck.

While it lacks the desert-racing chops of the Ram 1500 TRX and the raw off-road muscle of the 2500 Power Wagon, the Ram Rebel is no slouch. First introduced in 2015, the Rebel trim line is designed for adrenaline junkies and gearheads who want an off-road beast that won’t completely shred their bank account. While it comes in a two-wheel drive variant, the 4×4 Rebel has more than enough capability to keep up with all but the most dedicated off-road trucks.

The four-wheel drive 2022 Rebel boasts a roomy crew cab and a 5-foot, 7-inch bed. It registers a base price just over $51,000. (The Quad Cab variant of the Rebel was discontinued for 2022.) It also sports an aggressive look with a standard one-inch factory lift, upgraded shocks and tires, and its sights fixed squarely on competitors like the Toyota Tundra TRD Pro and Chevrolet’s Silverado 1500 Trail Boss trucks. Add on the new G/T package for an extra $9,200, and this off-road beast grows some larger fangs and bares its technological chops.

First Impressions of the Ram Rebel G/T

Climbing into the Ram 1500 Rebel G/T for the first time, I was struck by how comfortable and approachable it was for a full-size pickup. Compared to Chevy’s Trail Boss, a dimensionally similar truck, the upgraded Rebel felt easy to drive, even if you’re used to tooling around the suburbs in a Subaru. Yes, the Rebel is big (it’s a full-size pickup after all), yet it felt very manageable for its size. If this is your first full-size truck you should find it a fairly easy transition from significantly smaller vehicles.

Inside, the Rebel has plenty of creature comforts, especially in the G/T package. The heavily bolstered front seats feel like they belong in a high-horsepower track car, and the optional 12-inch touchscreen infotainment system in the center of the dash allows you to better control the output of the truck and many of the interior amenities. The screen can be turned off, if it’s a distraction. The Ram has loads of cab space, although with the optional full-length sunroof, back seat head room suffers a bit. The LED headlamps also provide plenty light for nighttime drives.

On the street, the Ram rides comfortably and has a sharp turning radius. Some trucks can be difficult to parallel park or slide into an open space in a grocery store lot—I did not experience that with the Rebel. The 5.7-liter Hemi with eTorque delivers plenty of horsepower and torque when you need it, and both the MDS (cylinder deactivation technology) and automatic engine start-stop are virtually impossible to detect when activated.

At one point while slowing down for a stoplight, there was some drag in the powertrain that felt like a delay in the transmission’s downshifts. At the time, I didn’t fully understand the eTorque system, and the odd sensation left me wondering if I’d ended up with a truck with a bad transmission. But the felt drag was just the eTorque system doing its thing.

What is eTorque?

In 2019, Fiat Chrysler (now Stellantis) introduced eTorque in a handful of its engine offerings, including the 5.7-liter Hemi. The eTorque mild hybrid system consists of an electric motor-generator and 48-volt lithium-ion battery pack that serve as a power booster, regenerative braking system, and an alternator to the traditional 12-volt battery. The motor-generator attaches directly to the engine’s crankshaft via the accessory belt. This setup allows the hybrid system to deliver power directly to the crankshaft when necessary and to collect and store electricity from kinetic energy generated by the crankshaft, usually during braking. Unlike an alternator, the eTorque system can “disconnect” from the drivetrain when the engine is under heavy load—during acceleration at higher RPMs—effectively boosting the engine’s horsepower and torque output. This system provides better fuel economy, faster off-the-block acceleration, and almost imperceptible start-stop functionality in stop-and-go traffic.

Rebel G/T Specifications and Features

The Rebel stands out from other Ram 1500 pickups on the road today. In addition to its aggressive aesthetic look, it includes several impressive standard features:

• 3.92 rear axle ratio
• Electric locking rear differential
• 18-inch aluminum wheels with 33-inch Goodyear Wrangler DuraTrac all-terrain tires
• Class IV receiver hitch with seven-pin wiring harness and hitch area light
• Plenty of USB ports (Types A and C) and 12-volt DC power outlets
• Tons of interior storage spaces: center console, dual glove boxes, door and console pockets, and rear in-floor bins.

The nominally $2,995 G/T package features plenty of performance, convenience, and technological upgrades, but this single upgrade runs anywhere between $9,100 and $11,400, depending on your infotainment system of choice. Standard G/T Package features include:

• 5.7 Hemi eTorque engine with the 8HP75 gearbox
• Cold air intake and upgraded exhaust
• Center shifter and wheel-mounted paddle shifters
• All-leather interior
• Ventilated front seats
• Footwell, under-seat, and door accent lighting
• G/T-themed interior and bed decal
• Heated steering wheel and front seats
• uConnect 5 with 12-inch touchscreen display, Apple CarPlay, Google Android Auto, Google Alexa, 4G LTE hotspot, and Ram Performance Pages (G/T-specific feature)

A Look Under the Hood of the Rebel G/T

As bold as the Ram Rebel may be, the truck has been at home on American highways for several years. My test truck fit the standard pickup truck mold, a spacious crew cab with a short bed. But unlike many half-ton trucks on the market, the Rebel lacks any other cab and bed combinations. That said, the Rebel does come with four engine options: an eTorque-equipped 3.6-liter V6 (305 horsepower, 269 pound-feet of torque), two 5.7-liter Hemi V8s, one with eTorque and one without (395 horsepower, 410 pound-feet of torque), and a 3.0-liter V6 turbo diesel (260 horsepower, 480 pound-feet of torque). The Rebel includes one of two eight-speed automatic transmissions; one built by ZF (8HP75) and the other built under a ZF license (850RE), giving the Ram two high quality gearboxes options.

What Ram Got Right with the Rebel G/T

In terms of drivability, Ram nailed it with the Rebel G/T. Older generation Rams were boxy and tough to maneuver in tight places. That’s not the case with the G/T.

• Overall, the Rebel G/T scores high in terms of drivability and overall performance. It provides a very quiet ride thanks in part to active noise cancellation technology, and despite sporting stiff off-road shocks, the truck delivers a smooth ride in most situations. The driver’s seat enjoys very good visibility with only small blind spots, although like most modern pickups, rear visibility is somewhat limited.
• All new generation Ram 1500s are easy to drive even if you’re used to smaller vehicles. For a full-size truck, it has an ample turning radius, which is important to hunters who drive in tight spaces (two-tracks, trails, etc.), and keeping the truck between the lines on-highway is much easier than with some other full-size trucks. It also has plenty of power.
• The Rebel G/T’s eTorque-equipped Hemi and ZF-built transmission put out some impressive performance and efficiency numbers, including an overall EPA rating of 19 MPG (18 city MPG, 22 highway MPG) with the MDS system in play. With the optional 33-gallon gas tank, a conservative driver with a light cargo load could push this truck over 700 miles before stopping for a refill.
• The eTorque mild hybrid system provides plenty of efficiency and performance benefits. While the system’s replacement parts likely will cost a pretty penny when the time comes, the higher repair cost could well be offset by the system’s benefits, including generally longer part life.
• Off-road, the RamAir air suspension system provides some impressive ground clearance at the touch of a button, and the electronic transfer case shifts quickly and smoothly between two and four-wheel drive. The standard hill descent control and optional electronic locking rear differential are valuable features in mountainous and rocky terrain. On long, unpaved roads, the transmission’s “manual” sport mode and steering wheel paddle shifters make drivetrain braking easy to manage and help prevent brake burnout on downhill grades.
• The Ram’s underbody skid plates provide protection for the entire drivetrain and other critical components positioned between the engine and the rear axle. While they will slightly complicate maintenance and repairs, the off-road protection they afford is impressive.
• This truck’s engine bay is massive, making many maintenance and future repairs easy if you have the mechanical skills to do so.
• All Rebels include a Class IV receiver hitch and local lighting, but the optional Trailer Brake-Controller is a nice touch for outdoorsmen. The truck boasts a 1,810-pound payload, 7,100-pound Gross Vehicle Weight Rating (GVWR), and 11,210-pound max towing capacity. These numbers vary on non-G/T Rebels. In practical terms, this means a Rebel G/T can transport your ATVs, small to mid-size camping trailer, or small, lightweight box trailer to hunting camp. Fishing boats are no problem either as long as you’re not pulling a sword fishing rig.
• The Ram’s lightweight, dampened tailgate and optional retractable bed step are convenient features when accessing the bed.
• This truck has a spacious cab with tons of storage locations scattered throughout, even without optional under seat storage or other aftermarket offerings. The leather seats should prove easier to clean than cloth, although the G/T-specific perforations, stitching, and embroidery will complicate the process.
• Tech-lovers and gearheads will appreciate the uConnect 5 system with the optional 12-inch touchscreen which offers plenty of features, including a backup camera with a temporary “on” option, Amazon Alexa, and G/T-specific Ram Performance Pages that provide detailed readouts of the truck’s real-time performance metrics. For the less tech-savvy, two 8.4-inch versions provide a simpler, cheaper alternative. The digital dashboard also includes compass and thermometer readouts, although the wrong steering wheel position will block them from view.
• The newest generation of crew cab Ram 1500 trucks scores quite well in IIHS crash tests with the 2021 model earning a Top Safety Pick rating.

Where the Rebel G/T Disappoints

Despite its many upgrades and features, the Ram Rebel G/T does have a few shortcomings.

• The “base” Rebel G/T isn’t cheap. Along with all the required upgrades, the G/T package pushes the Rebel’s price tag north of $59,000. Towing-friendly add-ons are available but will cost extra.
• The Ram’s optional 12-inch touchscreen left me feeling a bit overwhelmed. Since most creature comforts controls are controlled via the massive touchscreen, normally simple adjustments like changing the A/C or heat temperature, activating the seat heaters, or changing the radio station were painstaking. That combined with the switches for the sunroof and air suspension system forced me to rely on my front seat passenger for assistance. With time, I’m sure muscle memory would take over, but the truck’s cab controls felt way too distracting to be used safely.
• At speed on concrete highway surfaces, I found the truck’s ride could get very bumpy. On Interstate 25 outside of Denver, the ride got so bad at a few points that a passenger on the phone sounded as if they were on the verge of tears.
• The 4×4 Rebel G/T has a max towing capacity of 11,210 pounds and a payload limit of 1,810 pounds. For perspective, the Ram 1500 lineup maxes out at a 12,750-pound towing capacity and a 2,300-pound payload rating. General Motors and Ford’s half ton trucks have noticeably higher ratings than anything Ram has to offer, and a properly spec’d 2022 Toyota Tundra will beat out the G/T Rebel in both categories.
• Despite all the Rebel’s off-road goodies, its size enforces noteworthy off-road limitations. Its long wheelbase and wide stance prevent it from becoming a serious off-road truck, but for hunters, it should be more than adequate.
• I found the lack of physical battery voltage and oil temperature gauges disappointing.
• The Rebel’s electronic rearview mirror was a bit small.
• The G/T Rebel’s lack of options engine options were dissapointing. Even the non-eTorque Hemi is off-limits to the G/T. Also, while my test truck had wheelhouse liners, a nice off-road feature, that option only comes with the RamAir suspension, a $2,000 upgrade.
• Most of the G/T Package’s features are geared toward improved aesthetics and comfort. The Sport Performance Hood is nonfunctional. The upgraded intake and exhaust do little-to-nothing to improve actual powertrain performance.

Should You Buy the Rebel G/T?

The “base” version of the Rebel G/T provides a fair value for outdoorsmen wanting a truck that is as comfortable as it is fun to drive both on-road and off. While not a rock crawler by any means, the Hemi V8, full-time four-wheel drive transfer case, 3.92 rear axle, and 33-inch Goodyear on/off-road tires can handle rocky roads, mountain trails, and other rough terrain with ease.

If you plan to tow or haul cargo regularly, the Rebel G/T may not be worth the extra cost. Except for the Class IV receiver hitch and hitch-area lighting, almost all the important trailering features cost extra. Even with all the upgrades, the Rebel G/T is still a light-duty truck with very real towing limits. To get the most towing capability out of a Ram, you need to look at the 2500 Power Wagon.

Read Next: For Outdoorsmen, Torque—Not Horsepower—Is More Important in a Hunting Truck

Building the Ideal Ram Rebel G/T for Outdoorsmen

The G/T Package requires you to select your infotainment system of choice, and for most people, I would recommend going with the Uconnect 5 system with the 8.4-inch touchscreen and integrated navigation system. (Oddly, the non-navigation version of the Uconnect system seems to be listed as a speaker system option.)

I really like the full-length power sunroof, and the RamAir suspension system has significant merits. Even though my test truck did not have either, I think both the multi-function tailgate and RamBox in-bed storage system also deserve serious consideration if you need that kind of versatility in a truck bed.

Since I live at the foot of Rocky Mountain’s Front Range, mountain roads and rocky terrain dictate much of what I look for in a truck. I’d start by upgrading to the 33-gallon fuel tank, tubular side steps, Bed Utility Group, spray-in bedliner, and tri-fold tonneau cover. (Unfortunately, the rear wheelhouse liners only come with the RamAir suspension system.) I’d also take a close look at the Comfort and Convenience Group for its heated rear seats, power tailgate release, USB ports, rear 115-volt power outlet, and wireless phone charging pad. If you live in the Rockies or any cold-weather climate, consider the Cold-Weather Group.

For anyone planning to tow with their Rebel G/T, I’d recommend the tow mirrors, Trailer Surround View camera system, and either the budget-conscious trailer brake controller or the full-blown Trailer Tow Group, which includes the trailer brake controller, trailer reverse steering control, and a trailer check light.

Ram does not offer third-party upgrades through their website, so if you want an LED light bar, a winch, or other equipment, you have to look at aftermarket options. That said, only serious off roaders are likely to need the non-Mopar goodies; most hunters will be backcountry-ready with a factory Rebel G/T.

If you want to build your own Rebel G/T? visit Ram’s Build & Price webpage to get rolling. Make sure to select the 4×4 option for the Rebel on the first page and the G/T Package under the “Packages” header on the second page. Then you can outfit the Rebel for your driving applications to see if the price tag makes sense.

The post Truck Review: Ram’s 1500 Rebel G/T Was Built to Deliver More Power and Torque appeared first on Outdoor Life.

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