Ultimate 4x4 Shootout: Results

Ultimate 4x4 Shootout: Results

Several months ago, we asked each of the truck makers to send us their best off-road package because we wanted to find out, once and for all, which of them offers the best four-wheeling pickup truck on the market. What we got back were four players ready to get down and dirty.

To win this decathlon-style competition (10 contests in which the winner is awarded 100 points), it’s all about being a well-rounded athlete. If you’re good only in a few events, you likely won’t have enough points to win. In fact, to score well, a truck really doesn’t have to be the best at anything — it just has to be able to score well in many events.

Of course, we could have included more tests, more terrains and more truck challenges, but we determined that these 10 were a good balance for what we’re looking for in a 4x4 champion. And as you’ve seen, almost half of our events were biased toward off-road prowess, with the remaining categories aimed at overall truck performance.

Here’s how we scored our 2012 Ultimate 4x4 Shootout:

No. 4: 2012 Nissan Frontier PRO-4X V-6 | 777 points

Ultimate 4x4 Shootout: Results
(Nissan Frontier Pro-4X price sheet)

The Frontier earned first or second place in three of 10 categories, offering the least expensive as-tested price of the group. Also, it had the best stopping distance from 60 mph (which surprised more than a few of us), as well as scoring well in fuel economy. Still, as an off-road package, the PRO-4X was outclassed and outperformed by the other trucks. Although it was able to keep up, the lack of ground clearance, the tire choice and the suspension limitations were too much to overcome. But if you’re looking for a strong value in a little pickup truck, we were impressed with how well the Frontier kept up with the other, more athletic competitors. Although it's the last-place finisher, this truck deserves credit for doing as well as it did and facing this level of competition. Yes, the Frontier kept getting knocked down event after event, but it always got back up, ready for the next punishing challenge.

No. 3: Ram Power Wagon ST V-8 | 814 points

Ultimate 4x4 Shootout: Results
(Ram Power Wagon ST price sheet)

For some, the Power Wagon is a name without peer and was likely the favorite coming into the Shootout. On paper, it’s an amazing wish list of heavy-duty four-wheeling parts that no other pickup truck can match: front and rear lockers, swaybar disconnect, monster ground clearance, 33-inch tires, a factory winch and more. In the tests where it did well, it did quite well, coming in first or second in four of 10 events. Naturally, it performed well in the most extreme of the off-road events, and with its 2500 chassis, it literally sat high above the other trucks with almost 2,000 pounds of payload. Unfortunately, in those events where it didn’t do well, it didn’t do well at all, landing in last place (by a good margin) in fuel economy and on our sand hill climb. The end result was a performance with an even mix of highs and lows — that’s not how you win this type of endurance Shootout.

No 2: Toyota Tacoma TRD Baja V-6 | 830 points

Ultimate 4x4 Shootout: Results
(Toyota Tacoma Baja price release)

If there was one player in our Ultimate 4x4 Shootout that embodied the all-around spirit of an Olympic decathlete, it was the Tacoma Baja. Winning only one event (fuel economy) by the slimmest of margins, the Baja placed second in more than half of the other events. Clearly not the most powerful of the group or most extreme-terrain capable, the Baja does offer a good balance of targeted technological upgrades (select suspension and shock parts) along with a reasonable price point. Unfortunately, those strengths have their liabilities. On certain terrain and at certain speeds, the money saved in suspension tuning and capability is quite apparent, almost punishing the driver with shock stiffness at slower speeds. That’s probably fine if you spend most of your time desert-running above 50 mph, but not too practical in the real world. Still, mechanically speaking, there’s much to like here, and it’s a good first step for a truck maker that really should be coming to market with its Stage II and Stage III performance trucks as soon as possible.

No. 1: Ford SVT Raptor V-8 | 861 points

Ultimate 4x4 Shootout: Results
(Ford SVT Raptor price sheet)

Not since the Toyota Tacoma in our 2012 Midsize Shootout earlier this year has a single vehicle so dominated a contest. In fact, the Tacoma won only four of 10 events in that Shootout, whereas the SVT Raptor won five of 10 in this one and finishing a close second in the most brutal of our 4x4 challenges. Clearly, there is a lot to like about this truck, especially as it relates to being tested and driven as an all-around four-wheeler. The Raptor does both high- and low-speed four-wheel drive quite well, and it gives the driver many different types of traction and gearing changes that should give any backcountry explorer plenty of choices to suit a wide variety of obstacles. From the judges’ point of view, the list of 4x4-prioritized technology is definitely impressive, yet the most amazing thing about this truck, especially when pushed into some serious terrain challenges, is how well the electronics (transmission, traction control, gearing, etc.) integrate with the mechanicals. Whether locking the differential in high or low range (not something many competitors can do) or switching on and off the Off-Road mode to better accommodate separate sandy hill climbs that quickly transition to steep descents, the electronic integration of all these technologies — whether for on-road or off-road use — is impressive. And until somebody makes something better (and good luck with that), we crown the Ford SVT Raptor the champion of our 2012 Ultimate 4x4 Shootout.

For the full performance results from each event, click here. And for the scored totals from each category, see below.


Ultimate 4x4 Shootout

Overview | Acceleration, Braking, Fuel Economy | Price, Payload, Road Performance | Off-Road Testing | 4WD Parts & Pieces | Results


I like their scoring setup. When I removed the parts of their calculation that I personally do not care about, I was left with:

raptor 431
power wagon 410
taco 330
frontier 279

Since I have spent plenty of time in both tacos and frontiers, and they always feel the same to me, I do question their scoring for "on road feel" which has the taco so far ahead of the frontier. Does this particular taco really ride *that* much better than a traditional taco? I am tempted to discard their scoring for on road feel since it seems off.

So much for SFA being so much better offroad. IFS is superior!

Nice Article Mark! Good stuff!

Still, as an off-road package, the PRO-4X was outclassed and outperformed by the other trucks.

See, Lou, I told you so. Good job, PUTC!

Good job Raptor and Tacoma!

All did well though for what they are. Just for a kick in the pants, it be cool to see this done with all the HD Trucks too. Since lot them work, and haul stuff road too.

@Johnny Doe

That is part of the problem with a comparison like this, it is fun, but probably only the taco and frontier will be cross shopped. I don' think anyone would ever set out looking for a taco and end up with a power wagon. Still, I am glad that PUTC did this, its fun to see, though wish they had more videos of the whole thing. Only change I would have liked to see would have been to put the same tread tires on each truck to remove minor variability there.

In other news extended season archery started this week (actually saturday) for PA. I was driving up to the game lands yesterday and went past a Raptor. That is one good looking truck.

Guts (not so much)
Glory (nope you lost)
Ram (3rd place, just like over all truck sales)

offroad*** Damn I hate when I make typo's.

@phillyguy (same tread tires on each truck) Yes that would help show who has a better 4WD set up too. Only ever seen one Raptor in my northern neck of Pennsylvania. It normally sit in the parking lot of a oil field pipe/supply yard's office building.

If I had to pick just one of these trucks (they are all cool) I would have to go with the power wagon. It is a truck. I need it to work for me. Not go and play (even though it can do that also), I need it for everything. When I replace my ranger in 1 year and eight months I will consider the Power wagon as it can do it all. I need the bigger payload then say the go fast truck and I want bed space on top of that.

It was a good shootout. But if anybody is going to do serious offroading, you better be buying a powerwagon. You'd be dumb to do anything different.

While I know that the OEMs sent the vehicles to the test what iritates me is you have a raptor with $10,060 in options and then slamed it on price, the other OEMs sent their vehicles in the cheapest trim levels to get the max off road ability, why not get the RAM Power Wagon Larimie instead of the ST? The frontier had only $405 in options on it Tacoma must have had none, and the Ram has $1900 in options and all but $650 of that is to bring it up closer to the cheaper base level raptor. The test vehicle had 1k in sun roof, 3k in nav/front camera, 2k in stickers. 750 in blue thread for the seats 3k in luxary pkg and 375 in man step, none of which affect off road capability. i feel there should have been a discalimer that the raptor had $10k worth of luxary options on it and the MSRP starts much lower. this site is feeding in the fact that the Raptor is over priced when the truth is it can be very affordable compared to the Power wagon.

@ Steve see my above posting on the prices you can get a nicer raptor for less than that PW costs and it would be more livable than having a Power wagon, as long as you can live with a smaller payload You can always buy a winch and put it on one of the other trucks they evenliked the torsion lsd better than the front locker.

Great shootout! The Tacoma is firmly established as the best non-fullsize option. The win by the raptor shows that Ford didn't think it was funny when the power wagon won those last shootouts. They got serious and these results prove it.

So much for SFA being so much better offroad. IFS is superior!

@Johnny, IFS is ONLY superior in true long wheel travel form or like found in a portal set up. If you're for one second trying to pimp out GM's IFS give it up. That's a completely different CHEAP set up with torsion bars and a low slung frame. It's hands down the Worst of anything. Pure garbage.

Wow Raptor exceeded advertized mileage!

The madness begins....

Johnny, if IFS is the obvious choice for offroad, the PLEASE explain to me why there are so many kits on the market to swap out IFS for solid axles? I have seen many trucks converted to solid axles on the trail, but I have never seen an IFS in place of a solid axle ever, nor have I ever heard anyone mention doing something like that.

Carilloskis, a limited slip will never equal a locker. Ever. Lockers make all the difference when you are actually for wheeling. Limited slips, by design, cannot provide direct torque to one wheel at a time like a locker. Pick UP Truck's complaint is something everyone who knows anything about lockers already knows.

Ok, after looking at all the #'s I can see that the nissan would have cost me 4K MORE than my Z-71, and only gets the same mpg, wont haul as much never mind tow, and hs less room, has less exceleration in 0-60, 1/4, and off road is no better! I believe I bought the right truck for the $ and as far as style goes that is up to the person, as I think the japanese trucks have nothing on the American trucks, and althogh does well in the crash tests, that is with an object that is standing still, and I would not want to be in either small truck and get int an accident with any of the fullsize trucks, like I said for the $ I payed only 27K for my Chevy, and the sticker was 35k, still only 3.5 or so more than the nissan, and a lot less then the taco, with more room and towing hauling and gas milage, so for me it was an easy choice, buy for others, they can buy whatever they like. I also belive if I was to put a leveling kit, and bigger tires on my F-150 reg cab EB, it would do better than all of these trucks, with the exception of the Raptor, and even then it would do better at some events.

"@Johnny, IFS is ONLY superior in true long wheel travel form or like found in a portal set up. If you're for one second trying to pimp out GM's IFS give it up. That's a completely different CHEAP set up with torsion bars and a low slung frame. It's hands down the Worst of anything. Pure garbage."

Thanks! Hopefully the TROLLS can comprehend. I have been saying this for YEARS!

Headlights: 1st-Ram (H11,9005)
2nd: Tie F-150 H13 dual beams (optional HID bi-projectors-which should be standard considering the $), Tacoma 9003 (aka HB2, aka H4)
3rd: Frontier 9007 (HB5)

Such a disappointment that dual beam headlights are still on vehicles that cost more than $15,000.

@LS im not disputing that im just saying for that aplication the limited slip held up better. It also has to do with how the vehicle manages its power the limited slip is better than nothing. I really think the raptors computer helps out alot in the describe senario. I remerber this article
a ford and Toyota with limited slips did better than the GM twins with lockers. I think that ford uses the limited slip in conjunction with traction controls to get the front to behave like a locker but without some of the less desirable side effects. I wounder what a raptor with an elocker would do.

On the solid front axel i have never seen a vehicle get converted to one I see tacomas and fserise older gms off road alot never seen a vehicle get convereted one way or another, where do you live maybe its a regional thing.

Carilloskis, The limited slip did not hold up better than the locker, unless you really meant that it performed better, in which case I still disagree. I do agree however that a limited slip is better than nothing.

I read your link, but the terminology used was incorrect. I am not aware of GM putting any lockers in their trucks other than the Hummers. What those GMs had were Gov-Loks, which are GM's proprietary limited slip. Make no mistake, they are not lockers.

Traction control is also not a replacement for lockers. They work by cutting power and selectively applying the brakes similar to cutting brakes. I drive a tractor with cutting brakes, trust me, it is not even close to a locker. Traction control is a band-aid for open differentials offroad. I will take a limited slip or preferably a locker over traction control any day.

Obviously, you are not very familiar with the offroad scene if you have never heard of solid axle swaps. They are quite commonplace all over the country. Pick up a copy of a reputable four wheel drive magazine like Fourwheeler or Petersen's Offroad, and you will see what I am talking about. Toyotas are some of the most popular vehicles to swap solid axles into. By the way, I live in southern NM.

Carilloskis, Here is an excellent video for demonstrating the difference between open differentials, limited slips, and lockers. It is not the most exciting video, but as you will see, the differences are stark.


@ LS

no offense but that video isnt close to relative to the products used on the current trucks as thats an aftermarket piece and doesnt show ANY revelent differences between different systems.

For the record, the system Toyota uses in the Tacoma Baja starts with an electronic LSD which performs off road a TON better than a mechanical simply due to the fact if you highside and have a wheel dangling in the air it can transfer 100% of power to the wheel on the ground and DOES NOT retard the throttle while doing so. Further it has an electric locker AND a system called A-TRAC which uses the same AUTO LSD feature on the front axle. This IMO is in the majority (not all but most) situations better than a front locker because you need a wheel to pivot or steer from. these systems That toyota uses are very effective and different in many ways from what you see on the other trucks since the baseline of the ABS system is superior to the other trucks and can adapt EBD (electronic brakeforce distribution) into the equation to send more braking prowess front, rear, left or right depending on where the weight is at for the maximum traction and also BA (brake assist) for panic braking situations not that BA is as revelent off road. EBD and the top notch ABS and VSC on the Tacoma also make DAC (downhill assist control) work better than the other trucks.

I DO know the difference between mechanical and electronic limited slips as well as lockers mechanical and electronic blah blah you get the point. i believe what carrilloskis is referring to the the famed G80 locker that GM uses which is mechanical in nature and it will in fact lock completely so he is correct however i personally HATE G80 lockers since they require one half shaft to be rotating 2500 RPM faster before they BANG into place which is why a call them G80 grenades because they have a tendency to blow apart inside the diff if one wheel has too much traction when it engages.

Interesting. I expected bashing, bragging, or excuses not a discussion of IFS versus SFA and differentials. Each system has advantages and disadvantages.
In this test the only place the lockers and SFA articulation came in handy was the rock field. The PW was also handicaped by its weight.
I wouldn't want the Tacoma Baja package. I'd rather the standard TRD package. The Nissan did okay for being the cheepest truck.
You get what you pay for.
Remember - "Several months ago, we asked each of the truck makers to send us their best off-road package because we wanted to find out, once and for all, which of them offers the best four-wheeling pickup truck on the market."
Compared to what each manufacturer thought was their best - the Raptor won.
Take the test criteria and scoring and come up with your own criteria.
All 4 are toys in my book.
We have:
1 full sized expensive 4x4 toy with minimal capacity with excellent offroad skills
1 Full sized farely expensive 3/4 ton with 1/2 ton capacity and good offroad skills
1 small expensive 4x4 with some reduced capacity and good offroad skills
1 small cheep 4x4 with ok capacity and ok offorad skills

I'd rather keep my F150 and buy a KTM or RZR if all we have here is a collection of offroad toys.

what does payload, on-road feel, fuel economy, or even braking 60 to zero have to do with being "the best off-road package?" I don't doubt the raptor is the best package, but I was hoping for some mud, ice, and snow. Of course I knew the ice and snow wasn't coming but it would be better if it did. I do appreciate the sand, rock ballet, parts and pieces, and stair step though. Seems half of this test had nothing to do with off-road driving though.


Payload matters for those that go offroad to do stuff hunt/fish/camp. Doesn't matter if all you ever do is go wheeling. The other things you listed seemed pointless to me as well. They had nothing whatsoever to do with any meaningful off road situation, and only demonstrated that the comparison was made between a 3/4 ton, half ton, and two mid size trucks.

I am glad that they did this, but I have come away underwhelmed. For all the hype they built up on this site last week I was expecting them to have tested these things a lot more thoroughly. In my opinion they should have smashed these trucks through rough terrain until they got at least two of them stuck. Based on this test one could easily argue that they didn't even take the power wagon into situations where it would shine, and *clearly* didn't stress the Raptor much.

Maybe in the future when they do this kind of testing they need to have a Subaru station wagon along. If the station wagon can make it through its not going to push anything too hard.

Another fine shootout from PUTC like I saw others did when I only used the calculation I care about the PW was a close second and the most important to me are off road haul ability and power seeing that I take a train to work so my truck are only used for my side work, hunting and fun guess thats why Ive always driver 10 MPG lifted trucks lol and quite honestly on road feel is subjective I dont expect my trucks to have a good turning radius and I like the way my 05 Ram on 35s rode stiff as heck compared to my 12 Ram that rides although I do like that how it corners like a big car lol

Would have been very interesting to see how the Toyota Tundra would have placed. They offer the off-road TRD package from the factory. Am I the only one that's curious?

Saying that as a Ford Fan, hand claps to the SVT team at Ford.

that video from the differ. comp. was a set up! the way a limt slp works is to "limit" wheel spin, if you need to use it you have to ease into the throttle, not floor it! like they did, no wonder it did not work! if they had just eased into the throttle they would have been able to ease off the test surface! and there is an old trick with an open diff. all you have to do is use your parking brake! just aply it slowly and you can send the power to the wheel with traction, I have read that in a "book of tricks" and it does work! expecialy on ice!

The Raptor is awesome, but with a maximum 800lbs payload, that's not a truck, that's an oversized quad. I'd take the Power Wagon, though a Ram Runner would be my ultimate choice for a play toy.

Power Wagon vs Raptor , tug of war, these trucks are made for different things, http://www.youtube.com/watch?v=NTOR-qcN60w&feature=youtube_gdata_player

Ram Runner would have a similar payload. Ram Runner starts at around 1000 lbs payload. Add equipment and it drops from there. Raptor starts at around 1,000 lbs. You are not ging to get a big payload and super flex, it's one or the other, that's why you don't see a Ram Diesel Power Wagon. If you want more payload a SuperCrew Raptor would be around 1000 lbs with equipment.

Hemi LOL, the video is completely relative to the lockers and limited slips used on these vehicles. A locker, aftermarket or not, locks the axle shafts together, thus allowing no differentiation between the speeds of the axle shafts. Because of this, both wheels receive all of the power available. A vehicle with lockers front and rear may still propel itself even if only one wheel has traction. Their are different locker designs, but they all lock the axle shafts together to provide increased traction. Limited slips on the other hand transfer a fraction of the power to the wheel with more traction, but they have to load up first. Limited slips have various designs and torque biases, but they all work on the principal of loading up friction material to transfer power. They also make selectable lockers which default to a limited slip rather than an open deferential, but that does not affect its operation as a locker in the least.

You seem to be confused with Toyata's traction control system and their locker. To my knowledge, Toyota implements a selectable rear locker that defaults to a limited slip differential, and has their proprietary name for their traction control system, ATRAC. I have never heard of an electronic limited slip and I have a hard time of imagining how it would work as you had described. I did a quick search for what you described and found nothing. I am pretty familiar with Toyota's FJ Cruiser which shares a lot of pieces with the Tacoma, and while I was impressed by their capability, my expectations were never particularly high. They are decent truck, but I would not go so far as to call them superior.

I go fourwheeling on a regular bases. I have driven on just about any terrain; ice, snow, slick rock, non slick rock, mud, forest trails, fine sand, in the desert, etc... I can not recall a single place where a limited slip had a distinct advantage over a locker. I do believe limited slips provide benefits on the street, and are definitely smoother than say a detroit.

There are far too many situations offroad where a limited slip just does not cut it, especially in the rocks.
You are correct about the G80 lockers. I would not consider them to be a true locker since you have to slip the wheels for them to engage and they disengage around 20 mph. They do have a bad reputation for failing as you pointed out.

Sandman4x4, The video may not have been a precise science experiment, but it is a pretty good illustration of how different types of differentials perform. Limited slips work regardless of how much your wheels slip. As I explained, they require some slippage before they tighten up and transfer some of the power. The amount of throttle they were using would have positively impacted the performance of the truck instead of negatively like you claim. That is because it would allow the limited slip to load up quicker, thus losing less momentum

I am not sure why my post got cut in two. I apologize.

By the way, tug of war does not prove anything.

@L.S I know it don't but it's sad little 5.7 Hemi 380 Hp 400 torque pulled back fords big 6.2 v8 rated more Hp and torque also crazy how the little 5.7 Hemi offered 11,500lbs max towing but fords big 6.2 v8 offers 8000lbs but o wait that don't prove anything does it ford boy, also crazy how power wagon has been around from WWII, also crazy how they have be off road truck year 4 years in a row, also crazy how you can go on YouTube and see a 50 year old power wagon still running and plowing a field with a disk plow hooked up to the P.T.O shaft that it had in the front and the back, also crazy how it saved life's in WWII by towing guns,ammo,food etc. the dodge power wagon is the best proven truck in America, the power wagon is what inspired ford to build the raptor, the old power wagons in WWII had 6 axles and was 6x6 hook two them up to this new little raptor see what happens, when the power wagon first came out U.S Soilders wrote home tell families how strong the truck was so Dodge started to make pickup truck sized power wagons with winches, P.T.O shafts made huge tires the Power Wagon has so much more respect and history from your kids grandpas then u would ever know this little raptor shows up and wins a medal cuz its fast, 80 years from now if it has half the respect a power wagon does and is half as proven as the power wagon then I will say sorry and buy one till then go back to school

DODGEGUY, please stop abusing me. Thanks.

Usually an "electric limited slip" refers to a haldex like setup with a multiplate clutch that is engaged with a hydraulic pump or electromagnet/solenoid. They show up in all of the station wagon/crossover AWD systems.

They seem to be getting better with each generation, and realistically probably can go toe to toe with any mechanical system at this point. They also weigh quite a bit less than a viscous LSD since they have a lot less fluid, and weigh less than a Torsen since they have less metal. A lot of them now allow you to push a button and "lock" the clutch plates together giving you a set of locked axles similar to a 4 high. Most will overheat if left in this mode for more than minute or two.

It seems that everyone is headed in the electric LSD direction, and when tied in with the traction control and ABS system they will probably approach the function of lockers fairly soon. The nice thing about them is that they can be used on the road in poor weather conditions, which lockers do not do so well with. The bad thing is that they are a lot less robust than a traditional 4WD hi setup. I suppose the clutch plates could be built up to be more robust, and with more fluid circulating through and cooling lines put in they could potentially be very functional in a beach or trail setting.

L S::: a limitted slip diff. is just that, it is designed to "limit slip" till to point that it is over powered! but if you "limit " the power, it will limit the slip, but to much throttle and you will get more slip, you are confusing an auto locker with limited slip, when you give it power it will lock up, but a limited slip diff. will give you traction to the other wheel, just with a limited amount of slip.

I think people are confused about the term 'limited slip'. It does not refer to the slippage between wheels.
A traction adding differential adds power to the inner wheel (slower wheel) initially, until that exceeds its traction (which is easier than an open differential, because you are adding even more torque).
Now that wheel/tire spins up until it matches the outer wheel/tire angular velocity, and then stays synchronized. So the slight slip rate of the inner tire (spinning at the outer tires angular velocity) relative to the ground, is 'limited' versus an open differential.

You guys are idiots, I am sorry to say! You test a $55000.00 dollar Ford with no incentive programs and limited availability against truck costs 20,000 less! Buy the truck and a Polaris RZR for the same cash...what's next a towing test with a Duramax, Powerstroke, Tundra and Titan?? Gimme a break!

Heres my issue with this... Parts and pieces, fuel economy, and on road shouldnt matter! This is an Ultimate Test. This is grading what is the most capable, and what will get you in and our of the toughest spots.

Take those out you have:
Ram - 588 pts
Tacoma - 562 pts
Frontier - 553 pts
Raptor - 552 pts

Which further proves that this grading system is flawed in that a Frontier and Tacoma are considered more capable than a Raptor.

Doesnt sound like the Rams Winch was used, which is a big deal if you're ACTUALLY leaving the beaten path.

The Power Wagon is a HD so it can haul more weight than the Raptor, but the Raptor is actually a proven rock crawler, it has a wide low center of gravity stance, along with decent travel. It's obviously not intended for it, but it's capable, as can be seen in many-a Go-Pro vids.

didnt the ram beet raptor head to head in testing buy this website? then how can the same trucks not come up with same results?

I was expecting a much better result from RAM. I am disappointed. Toyota was good as I expected. Nissan is last, but not the least. Ford was surprisingly good. Nice job.

800lb payload what a joke the ford is useless

I have an 09 Pro-4X. They do need a few mods to bring them up to par. I lifted mine 2", real tires, intake/exhaust/calibration- and am now very happy with it. 1 thing I will say about the 2 big trucks, they dont fit between trees nearly as well as the Fronty or Taco.

ant nothing like a ford

I personaly think that depending on the application that you would use each truck for will depend on the modle and brand of the truck so I find this testing to be very inacurat I would like to see each truck go through a serieas of tests that would requier actual real life senarios other than what was tested. Question for every one why is it that Ford has the Rapter, Dodge has the Power Wagon, but were is Chevy's truck ? not much of a Chevy fan but I would like to see what Chevy could come up with to compeat against Ford and Dodge

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