Featuring an overall length of 195.7 inches, the four-door, five-passenger Santa Cruz is more than a foot shorter than the Honda Ridgeline and 4 inches shorter than Ford’s new Maverick, a size that works in its favor in crowded city environments. Hyundai also emphasizes driving dynamics in the engineering of the Santa Cruz, with its size, short wheelbase, and wide track contributing to a nimble, maneuverable nature (as does an optional all-wheel-drive system).

At its longest point along the floor the model’s sheet-molded composite bed measures just shy of 4.5 feet, with 42.7 inches between the wheel wells. Payload capacity maxes out at 1,753 pounds. The bed can be secured with a lockable tonneau cover and for versatility there are storage compartments in the bed walls and floor.

Two gasoline engines are offered for the Santa Cruz, delivering up to 27 highway mpg. Standard is a 2.5-liter, direct-injected four-cylinder producing 191 hp and 181 lb-ft torque. It’s backed by an 8-speed automatic. The optional direct-injected, 2.5-liter four-cylinder turbo is rated at 281 hp and 311 lb-ft torque, and connects to an 8-speed dual-clutch automatic with steering-wheel-mounted paddle shifters.

In standard trim the Santa Cruz is front-wheel drive, but both engines can be paired with Hyundai’s HTRAC all-wheel-drive system. Its electronic, variable-torque-split clutch with active torque control varies power delivery to the front and rear axles depending on road and driving conditions. The selectable Sport mode sends more power to the rear wheels for a sporty, dynamic experience. Ordering a Santa Cruz with the turbocharged engine and AWD raises towing capacity to 5,000 pounds, compared to its standard 3,500-pound rating.

Amenities in the Santa Cruz interior include a standard 8-inch touchscreen (10.25 inches in the Limited trim) with Android Auto and Apple CarPlay connectivity. A 4.2-inch multi-information display in front of the driver also increases to 10.25 inches in SEL Premium and Limited models. For charging personal devices, standard dual front-seat USB outlets can be augmented by an optional wireless charging system. Hyundai’s Digital Key app enables Android smart-phone control of several vehicle systems including door locks, engine start, and panic alert. Hyundai also offers a subscription-based Blue Link connected car app with features that include remote door lock/unlock, remote start with climate control, and stolen vehicle recovery.

The Santa Cruz is equipped with Hyundai’s SmartSense package of driver aids and safety features. Forward collision avoidance assist, lane keeping assist, and driver attention warning are standard. Blind spot collision avoidance, rear traffic safety alert, and a surround-view monitor are among the model’s options.

Introduced as an all-new generation pickup last year, Ford’s F-250 Super Duty achieves important weight savings of 350 pounds with its military-grade aluminum cab and pickup box. Less weight contributes to greater fuel efficiency and also adds to payload capacity, important to everyone but especially to those with heavy-duty hauling or towing needs, or commercial fleet operators where this truck often finds use.

Also important to tradesmen and fleets is an ability to haul and tow heavy loads. The F-250 Super Duty offers 6.75- or 8.0-foot pickup beds and can handle payloads up to 4,200 pounds. The model is rated to tow up to 18,500 pounds when properly equipped. Regular, SuperCab, and Crew Cab versions are available to meet diverse needs.

The F-250’s standard powertrain is a 6.2-liter SOHC V-8 engine that’s E85-capable, making the F-250 a flexible fuel vehicle capable of running on gasoline or E85 ethanol from the same fuel tank. This 385-horsepower engine connects to a TorqShift-G six-speed automatic transmission. The ‘G’ version of Ford’s TorqShift transmission has a higher first-gear ratio to enable better launches and improved acceleration from rolling stops. The TorqShift-G’s downshifts are faster than those in the regular TorqShift and are engine speed-matched. The quality of upshifts has also been improved.

A 6.7-liter Power Stroke turbodiesel V-8 with a TorqShift six-speed automatic transmission is optionally available. This powerful diesel engine delivers substantial hauling and towing power with 440 horsepower and a stump-pulling 925 lb-ft torque that comes on strong at a low 1,800 rpm. No fuel economy figures are provided by Ford for either engine since vehicles over 8,500-pound GVWR are not rated by EPA. The minimum GVWR rating for the F-250 Super Duty is 9,900 pounds.

Standard equipment includes trailer sway control, AdvanceTrac with roll stability control, SOS post-crash alert, and a tire pressure monitoring system. Several option packages are available. Basic power necessities such as power windows and locks, remote keyless entry, and other niceties are bundled in the F-250’s Power Equipment group. Ford’s Sync 3 infotainment system with navigation and an 8.0-inch touchscreen are included in other option packages.

Safety options include a rearview camera and blind-spot warning system. An Ultimate Trailer Tow package includes a 360-degree camera system with trailer reverse guidance, a rearview camera, and a rear camera in the center high-mounted stop light to provide a clear view of the bed. An STX appearance package is optional. Depending on configuration, the F-250 Super Duty is priced from $33,150 to $36,745.

Long-term tests allow really getting to know a vehicle, and the 2017 Honda Ridgeline in our test fleet is no exception. We’ve spent some 5,000 miles behind the wheel now under varying driving conditions. Plenty of these miles have been in city driving with commuting duty and road trips thrown in for good measure.

We have enjoyed all those miles. The Ridgeline’s efficient i-VTEC 3.5-liter V-6 benefits from direct-injection and variable-cylinder management to increase efficiency, making 280 horsepower along the way. This provides all the performance we’ve demanded from the pickup and it’s never left us wanting for more.

Honda provides an option to enhance fuel economy by activating the Ridgeline’s ECON button, although this does diminish performance somewhat and also scales back some other systems in its mission to increase efficiency. The front-wheel drive 2017 Ridgeline is EPA rated at 19 mpg in the city and 26 mpg on the highway, with a combined estimate of 22 mpg. Our Ridgeline Black Edition is an AWD model and sacrifices a bit of efficiency for the capability, offering an EPA estimated 18 city and 25 highway mpg, with a combined average of 21 mpg. Overall, with our combination of city and highway driving we have been averaging combined fuel economy of 20.9 mpg.

We’ll trade the AWD variant’s 1 mpg loss for the additional traction and functionality, though. While we haven’t had the occasion to ford streams or slog through snow, we have spent time traversing dusty ranch roads and occasional wet pavement, and we do appreciate the extra bit of confidence that AWD delivers.

Seating in the Ridgeline gets high marks. The pickup’s front bucket seats are comfortable and supportive. In the rear, we’re big fans of the split and fold-up seats that make this truck even more functional with their ability to reconfigure for people and gear as needed. Even with the seats down, there’s extra space beneath the seats for stowing gear. Plus, of course there’s the Ridgeline’s  53-inch pickup bed and unique tailgate that either drops down or swings out for easy access.

And did we mention our Ridgeline’s truck bed audio system? Those into tailgating will find this system fascinating. Honda has made the pickup bed’s side panels act as speaker baffles to produce some pretty quality sounds. Plus, Honda has built in another handy feature in the pickup box, in the form of a lockable trunk in the bed floor. After months of everyday driving in our Ridgeline tester, it’s hard to imagine how we could do without this handy trunk feature…or for that matter, how other competitive pickup owners could do without one as well.

Honda’s Ridgeline has presented a departure from conventional pickups since its introduction just over a decade ago. Now, after a hiatus of several years, Honda has brought an all-new Ridgeline back into its lineup with features that make the model better than ever.

Available as a four-door crew cab with seating for five, the second generation Ridgeline delivers fresh new styling with a more traditional pickup appearance and loads of on-board tech. It shares its platform with the Honda Pilot SUV and thus continues to march to its own drummer by featuring unibody construction, rather than the body-on-frame underpinnings typical of pickups.

Why the departure from conventional pickup construction? Honda's aim is to provide all the functionality expected of a modern pickup with a very high-profile differentiator: a much more comfortable and car-like ride for the short and long haul.

Several innovations from the earlier Ridgeline are retained including a dual-action tailgate that folds down or swings open, conveniently meeting diverse loading needs. Tailgaters will appreciate the Ridgeline’s in-bed audio system that positions speakers behind bed liner sides, effectively making the bed liner a giant speaker baffle. A lockable trunk in the pickup bed floor can hold more gear securely or serve as a cooler for tailgating since it’s equipped with a bottom drain plug.

Ridgeline is powered by a direct-injected 3.5 liter i-VTEC V-6 with variable cylinder management. It makes 280 horsepower, 30 more than its predecessor. This offers both desired power and an EPA estimated 26 highway mpg. A six-speed automatic replaces the previous-generation’s 5-speed automatic. Buyers have a choice of front- or all-wheel-drive.

We’ve now put several thousand miles on the odometer of our long-term Honda Ridgeline Black Edition, already heading out on a few road trips and putting its user-friendly truck bed to work. With this pickup now in the long-term garage, it promises to be a good year indeed.

The GMC Canyon mid-size pickup is a close cousin to the Chevrolet Colorado, built on the same platform and sharing much in the way of mechanicals while remaining distinctive inside and out. Distinguished as the only premium pickup in the mid-size segment, the brand’s DNA is clearly evident with the Canyon appearing a smaller version of the GMC Sierra truck. Work-oriented base, SL, SLE, and SLT trim levels are available. Additional model choices offered this year include a new top-of-line Canyon Denali and availability of an All Terrain X package on the Canyon SLE.

Canyon Denali features a Denali-signature chrome grille, 20-inch ultra-bright machined aluminum wheels with painted accents, tubular chrome assist steps, and spray-on bed liner. Inside, an exclusive Jet Black interior features leather-appointments, heated and ventilated front seats, unique instrument panel and console trim, heated steering wheel, and Denali-logo sill plates and floor mats. Additional standard features include GMC IntelliLink with Navigation, an 8-inch color touchscreen, full-color driver information center, 4G Wi-Fi hotspot, automatic climate control, Bose premium seven-speaker audio system, and remote start. Forward Collision Alert and Lane Departure Warning are also part of the package. The Canyon Denali is available only as a crew cab in 2WD and 4WD.

The All Terrain package offered on the SLE is the most off-road-capable of Canyon choices. The ‘X’ adds Goodyear Wrangler DuraTrac P255/65R17 all-terrain tires on unique aluminum wheels and all-weather floor liners to the already-available All Terrain package. There is also a body-color grille surround and matching rear step bumper, Hill Descent Control, and an off-road suspension.

Canyon benefits from a new 3.6-liter V-6 engine mated to an eight-speed automatic transmission. This new engine, which is shared among other GM models including Cadillac crossovers and the Chevrolet Camaro, replaces the previous-generation 3.6-liter LFX V-6. The new V-6 is rated at 308 horsepower with 275 lb-ft torque, improving these specs by just a slight margin over the earlier engine. The new powerplant is more efficient, though, due to the use of GM’s Active Fuel Management cylinder deactivation and refinements to the direct injection system.

Two additional powertrain choices are carried over from the previous model year. These include a fuel-efficient 2.5-liter gasoline inline-four and the notable 2.8-liter Duramax turbodiesel four-cylinder that was introduced last year. The four-cylinder engine is the only version available with a manual gearbox, and only on the SL model with rear-wheel drive. Canyon nets a welcome 25 to 30 highway mpg depending on engine choice, with the Duramax diesel the most efficient.

Extended Cab long-box Canyons start at $21,880 with two-wheel drive. Base cost moves upward for four-wheel drive, Crew Cab models, and optional equipment. The Canyon Denali is $39,995 to $43,760 depending on box length and two- or four-wheel drive choices.

The tires we roll on have characteristics that can differ greatly. Carefully chosen, a new set of tires can make your time behind the wheel quieter and the ride smoother, while others can deliver a harsher ride and transmit an unacceptable level of road noise to the cabin. Tire designs and compounds can also greatly influence handling and performance, which is one of many reasons tire manufacturers devote so much time and resources to advanced tire development and then proving their prowess on the track.

Beyond a focus on ride quality, performance, and tire life, an important trend in recent years has been the continuing refinement of low rolling resistance (LRR) tires that aim to improve fuel efficiency. Such tires are used on virtually every electric and hybrid vehicle for obvious reasons. Many automakers also equip their conventional vehicles with LRR tires since every little bit helps on the way to achieving the best possible fleet mpg average for their model lineup. All are keenly aware of the challenges ahead in meeting the mandated Corporate Average Fuel Economy (CAFE) requirement of 54.5 mpg by 2025. Driving on tires with lower rolling resistance is a small but important part of the strategy.

Tire rolling resistance has the potential to positively influence urban fuel economy up to 4 percent and 7 percent on the open road. As a rule of thumb, a 10 percent reduction in tire rolling resistance will result in a one to two percent improvement in vehicle fuel economy. Hyundai presents a great example. The automaker’s Sonata Eco model gains about one mpg more in the city and three on the highway mainly through the use of LRR tires and smaller wheels, in this case 17-inch versus 19-inch on the standard model.

Drivers shouldn’t be surprised if fuel efficiency actually drops when worn tires are replaced with new LRR tires, even if they’re the same size, type, and brand. Simply, as tires wear their rolling resistance gradually drops, about 20 percent during the life of a tire as the tread depth and mass decreases. The payoff will come over time and not necessarily during the first miles running new LLR tires.

Various techniques are used to reduce rolling resistance. Reducing internal friction is one way that comes with no noticeable change in grip characteristics during braking and cornering. Another is changing the tread compound, which can change grip. This sometimes, but not always, means a tradeoff between fuel economy and performance.

Early LRR tires were noted for their harsher ride, a result of using much harder rubber compounds and stiffer sidewalls in an effort to reduce friction and flexing. Newer LRR tires use advanced compounding with silica-based or alternative oils to provide more pleasant ride characteristics. Early LRR tires also had reduced grip and wore more rapidly. This has changed significantly over time as tire technology has evolved.

Even so, the primary mission of LRR tires is minimizing rolling resistance and addressing safety considerations like wet weather handling and traction. Those looking for tires focused on high performance diving are not likely candidates for LRR tires.

Choosing replacement LLR tires for a Prius, LEAF, Volt, or other electric or hybrid can be relatively easy. Just replace the tires with ones identical to those that originally came with the car. Automakers producing 'green' cars spend considerable effort working with tire manufacturers in selecting the right LRR tire to maximize efficiency of a specific model. Still, there are quite a number of aftermarket tires developed for electrics and hybrids so choices are many.

For example, Yokohama's AVID S33D LRR all-season tires for third generation Toyota Prius hybrids and other small cars reduce fuel consumption while retaining all-season traction.  Like the AVID, the Yokohama Geolandar G055 BluEarth tires we’ve been testing on a crossover vehicle feature the company’s advanced, lightweight Airtex inner liner that combines the elasticity of rubber with the lightness and superior gas-barrier characteristics of plastic to reduce tire weight and rolling resistance. This tire, like others in the Yokohama line, uses orange oil tread compound to enhance performance and decrease the use of petroleum in tire production.

Among other low rolling resistance tire options on the market is Goodyear’s Assurance Fuel Max, which uses a special fuel-saving tread compound that reduces rolling resistance by up to 27%. Goodyear claims this nets up to 2,600 miles worth of gas savings over the life of four tires. Michelin offers an array of GreenX tire options including Defender, Primacy, and Energy Saver A/S tires. Efficiencies are achieved through multiple strategies including the use of a more rigid tread block to lower rolling resistance and silica-based tread compound to keep tires running cooler. Toyo’s Versado Eco Touring all-season tires are designed to improve fuel efficiency for hybrid, electric, and other vehicles using naturally derived tread compound materials, a low rolling resistance design, and a recycled polyester casing to conserve natural resources.

While plenty of LRR tires are offered for a wide range of vehicles, it’s not always easy to choose since efficiency comparisons are not yet available. Traction, wear, and temperature resistance ratings are to be found but efficiency is glaringly missing, although there is hope.

The National Highway Traffic Safety Administration (NHTSA) has proposed a tire label that would provide wet traction, tread wear, and fuel efficiency (rolling resistance) ratings on a 0-100 scale for replacement tires. It has also done extensive testing to generate data for such a label. While not yet implemented, this will be of real value to those shopping for tires that will deliver improved environmental performance in the future

 

Nissan’s one-of-a-kind Frontier Diesel Runner made its first appearance at the Chicago Auto show, illustrating this automaker’s interest in the increasingly important clean diesel pickup market. Powered by a 2.8-liter Cummins turbo diesel with nearly 200 horsepower and, more importantly, some 350 lb-ft torque, the pickup features the performance and functionality required of today’s pickup buyers who often combine work and personal applications.

The Diesel Runner is based on Nissan’s Frontier Desert Runner 4x2 model and was created to gauge consumer reaction to a diesel-powered midsize Nissan pickup. No doubt, things will go in that direction. Nissan already has a partnership with Cummins to provide 5.0-liter turbodiesel V-8s for its next-generation Titan full-size pickup that’s arriving in 2015.

Full size pickups are big and not necessarily considered ‘green,’ but there’s been movement in recent years to remedy that. One of the notable entries is the Ram 1500 now offered in HFE (High Fuel Economy) and clean diesel versions. The Ram pickup, a staple for the Dodge brand for more than three decades, morphed into a Ram Truck product several years ago.

We had the opportunity to put over 500 miles on the odometer during a recent road trip and found the Ram 1500 HFE an accommodating ride. Our Ram 1500 HFE Regular Cab was powered by a new 3.6-liter Pentastar V-6 rated at 305 horsepower with 269 lb-ft. torque, a combination that provided a confident driving experience during our travels. It’s EPA rated at 18 mpg in city driving and 25 mpg on the highway, which tracked well with our 23.2 mpg average achieved even while hauling furniture. While towing wasn’t part of our regimen, this two-wheel drive pickup is capable of towing up to 6,500 pounds.

 

Helping achieve significantly improved fuel economy is a new TorqueFlite 8 automatic transmission that doubles the number of gears compared to previous four-speed transmissions. Shifting is via a dash-mounted rotary e-shift replacing both column and floor shifters. An oddity at first, we really grew to like shifting with this easy-to-use rotary dial.

The Ram 1500’s fuel saving technologies include a stop-start system that improves fuel economy by up to 3.3 percent. Many innovations individually bring one or two percent improvements by reducing parasitic losses that zap engine power. For instance, electric power steering reduces the need for the engine to constantly power a hydraulic pump and contributes toward improving fuel efficiency up to 1.8 percent while adding five horsepower. A new thermal management system quickly raises engine and transmission fluid temperatures to reduce parasitic losses, while pulse-width modulation decreases the alternator’s parasitic electrical load.

A wind tunnel-optimized exterior and active aerodynamics like grille shutters and air suspension bring a 6 percent aerodynamic improvement and a drag coefficient of 0.36, outstanding for a pickup. The truck’s air suspension system has five height settings, with its aero mode lowering the truck and improving fuel efficiency by 1 percent. The truck also rides on low rolling resistance tires.

Reducing weight improves fuel economy. The Ram 1500 HFE has shaved about 67 pounds from overall weight with a redesigned frame, new box floor cross-members in the bed, new front bumper, and an aluminum hood. The Pentastar V-6 and TorqueFlite 8 reduce weight by about 76 pounds.

Clean diesel fans will appreciate the new 3.0-liter EcoDiesel variant of the Ram 1500, a model that uses many of the same fuel saving technologies as its gasoline sibling. The turbocharged V-6 produces 240 horsepower and 420 lb-ft. torque and offers a 7,450 pound towing ability. Developed and manufactured by VM Motori, the new EcoDiesel is approved for running on B20 biodiesel fuel.