I've driven the long-term Infiniti JX35 before, and was reminded this week that the luxury crossover uses what's essentially the same instrument cluster as the long-term 2013 Nissan Altima I drive as a Motor Trend long-termer -- from the tachometer/speedometer to the trip computer screen and the advanced, tilted-back info screen. The Infiniti gets a little purple ring and special silver trim around the edges of the tachometer and speedometer, but I don't know if that's really enough to distinguish it from the Altima and Pathfinder.

Riding in the third-row seat to a local restaurant, my mom found there was decent rear-seat space, and my other half remembers the Ford Flex's third row as being less spacious than the one in the Infiniti.
 
The JX35 does have a couple interesting styling details. I like the JX35's big wheels and overall shape, and from the driver's seat, its swirly leather seat pattern. Though the crossover's 3.5-liter V-6 is fine for most driving situations, I wouldn't mind a little more low-end torque. It will be interesting to see how JX35/QX60 sales will be affected by the introduction of the 2014 Acura MDX.

Written By Zach Gale

For many years, the standard half-ton formula was pretty predictable: V-8 engine between 4.6 and 5.7 liters and four-speed automatic transmission. Sure, there were V-6s, but only the fleet buyers or shoppers concerned with the purchase price opted for those, as they were often quite underpowered compared to their V-8 counterparts, and largely offered a negligible increase in fuel economy.

Now, seemingly out of the blue, there are a variety of compelling and competitive powertrains in half-tons, including  the surprisingly good base V-6s in almost all the models. With the arrival of the 2014 GM half-tons, four-speeds have finally been banished to the history books. Six speeds are the new four, and eight-speed transmissions are rapidly proliferating in the half-ton segment, starting with Ram.

Although the raison d'etre for pickups remains capability and utility, fuel economy is a more prominent consideration than it's ever been, driven as much, if not more by buyer demand than government regulation. And the winner in the bloody-knuckles fight among the automakers for leadership in this hard-fought segment is the truck buyer.

If you like high-tech horsepower and torque with reasonable fuel economy, Ford offers its EcoBoost V-6. If you prefer the more traditional V-8, GM has its new direct-injected 5.3 that squeaks out 1 mpg better economy than Ford's turbo V-6, and Ram now offers the Hemi V-8 with an eight-speed that matches the Ford.

But frankly, unless you do towing and hauling on a regular basis, the base V-6s more than suffice, putting out more horsepower than their V-8 forebears of less than a decade ago. Missing for nearly three decades from the half-ton equation has been a diesel option, an engine that dominates in over-8600 GVWR truck segment. That's about to change for the 2014 model year, with the introduction of the Ram 1500 with the 3.0-liter EcoDiesel V-6. Besides being the smallest-displacement offering in a half-ton that we can remember, it promises to be the most economical, by a substantial margin. But with an estimated 420 lb-ft of torque, it won't be a sluggish dolt. We're predicting a 0-60 time of around 8 seconds flat. Sure, it's not SRT territory, but it's plenty quick for a workhorse.

Ford and GM are standing at the sidelines, taking a "wait and see" stance with diesels in half-tons. The big question for Chrysler and everyone else is not if the EcoDiesel option will be popular, but how popular. A 15-percent take rate is a given, and 20 percent is not a reach. But could it approach the EcoBoost's 40- to 43-percent take rate? With a price point of at least $4000, it won't be the cheapest option, but the powertrain's combination of economy, capability, and driving character could win over a good chunk of Ram 1500 buyers.

Each of the Detroit three has its own formula for delivering the perfect balance of performance and economy for its buyers. The variety and excellence of powertrains in half-ton trucks is unprecedented, and whether your tastes lean toward the more traditional or the cutting edge, there's now something for every taste, budget, and need. 

Dear Truck Trend,

Do you have any intel on what changes are coming for the 2014 F-150? I know there is so much media play on what the 2015 F-150 may look like, but I'd like to know if the 2014 F-150 will have enough changes to compete with the new 2014 GMC Sierra and Silverado 1500?

Vincent Moellering
Lakeland, Florida

 Dear Reader,

Lately, Ford has been diligent about making changes, upgrades, and improvements to the F-150 every year, to stay competitive. We haven't heard much about what Ford is planning for 2014, but we do know a special edition of the Raptor is coming. With the company bringing the Transit to market for 2014, as well as the new Transit Connect, we anticipate minor changes for 2014, but we expect you won't see anything related to the F-150's powertrain until 2015.

-Truck Trend
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If you have a question or comment about any thing you've seen on TruckTrend.com, please email us at trucktrend@sorc.com.

At the 2013 Detroit auto show, one famous name was consigned to history: the Ford E-Series, aka the Econoline. Its replacement is another famous name: the Transit. Yes, the Transit is well known and well loved -- although not necessarily by Americans.

But in Europe and the United Kingdom -- as well as places like Turkey, China, and Vietnam -- the word "Transit" is virtually synonymous with "van." More than six million Transits have been put to work, carrying out the essential transportation tasks of small and large businesses alike. Within months of its 1965 launch, Transit-based buses made regular crossings of the Peruvian Andes at elevations above 13,000 feet.

Once young British musicians started following The Beatles' example of forming bands and doing gigs, the Transit quickly became equipment hauler, people mover, and occasional love nest. It has been a common sight in the parking lots of motorway service areas in the middle of the night -- some band coming back from playing in a far-flung place, and stopping off for sausages, fried eggs, and chips (that's English for fries) washed down with stained mugs of hot, strong tea. Thinking about it, this van probably deserves a Grammy lifetime achievement award for services to popular music.

Some have been more eulogistic. Writing for a magazine called New Society in 1970, art historian and architecture critic Professor Reyner Banham proclaimed: "Bury a Transit for posterity. Seriously -- if anthropologists and archaeologists continue to insist on evaluating civilizations by their artifacts, we deserve to be remembered by the Ford Transit."

The Transit caught on fast and strong for several reasons. It was a Ford and there are Ford dealers in every major town, even in some minor towns. So finding spare parts was easy, an essential consideration for keeping a workhorse on the road, even one as robust as this. The van was also a breeze for most maintenance jobs. The engine was accessible and any decent mechanics (amateur and professional) knew his way around a Ford.

There was a wide range of variants, topped and tailed by the short-wheelbase four-wheeler and the long-wheelbase six-wheeler. Payloads ranged from 1345 to 3930 pounds.

Sliding doors were available for the cab and the cargo section, while slam doors or tailgates were options for the rear. And where previous vans used to house their engine in the cabin (usually between the two front seats), this one had a separate engine bay out front, cutting down on noise and heat.

The Transit name was already being used in Germany: the 1960 Ford Taunus Transit, a beautiful van with an almost Art Deco look. But having one commercial vehicle built in Germany and another in England (called the Thames) didn't make good business sense. So Henry Ford II told the two operations to pool their resources.

This was the first time separate Ford entities had worked together. An American engineer headed up the team and a lot of the designing was done in Detroit. The result was a vehicle that took styling cues from American cars of the time. Many British Ford cars of that era also had American influences.

Development took place in the days when Ford of Britain had no extensive test facilities. Before a speed limit of 70 mph was introduced, engineers would carry out high-speed runs on public roads in the middle of the night. Sometimes the local police would stop them to ask how things were going.

Although there was an earlier Transit, this collaborative effort is considered the Mark I. It launched the same year as the Mustang. The Porsche 911 also came into being around then. While ponycar and sports car enthusiasts had plenty to celebrate, so did the plumbers, electricians, and carpenters of this world. Well, the Old World.

Actually, so did many people who didn't earn quite such an honest living. Being "Britain's Most Wanted Van" wasn't always a good thing. In the 1970s, a spokesperson for London's Metropolitan Police Force once pointed out that "Ford Transits are used in 95 percent of bank raids. With the performance of a car and space for 1.75 tonnes (1.93 U.S. tons) of loot, the Transit is proving to be the perfect getaway vehicle." You know you have a winner when your van is relied upon to keep one step ahead of the cops.

Initially, the English version of the Tranny (as it was affectionately nicknamed) was built in an old facility that used to make World War II fighter planes (the Hawker Hurricane), but it soon outgrew that plant. In mainland Europe, the van was produced in Belgium and the Netherlands.

Four-wheel-drive conversions incorporated Ford Bronco hardware. These have served with the British military, mountain rescue teams, and utility workers who need to reach otherwise inaccessible spots with vanloads of equipment -- especially useful when a snowstorm causes power outages.

Over the decades, the Transit has become ever more sophisticated. The current model offers many features enjoyed by car drivers, including satellite navigation, lane departure warning, and a backup camera, as well as a tranquil cab and super-comfortable seats.

Now the time has come for the United States to experience the Transit and perhaps clasp it close to the nation's metaphorical breast in the same way the rest of the world has. But if you see an unmarked one speeding away from a bank, it might be worth calling the police.

Written by Colin Ryan

Dear Truck Trend,

A sentence in G.R. Whale's "Whale Watching" column in the March/April 2013 issue prompts this reply. That sentence is, "Big-truck names like Brockway, sold as far away as Australia...ceased production in 1977..." Brockway trucks were manufactured in Cortland, New York, starting in 1912. The legacy continues with a national Brockway truck show in downtown Cortland on the second Saturday of August each year. There is often a visitor from Australia. We are told Brockway truck collecting and restoration is alive and well in Australia, as well as closer to home. For example, my wife and I own a 1947 Brockway truck. For a richer example, there is a Brockway truck museum on U.S. Route 11 between Cortland and Homer. It is part of a larger museum: Central New York Living History Center. The website is www.cnylivinghistory.org. The exhibit changes every spring. At present, we have on display a Brockway hearse from Argentina and a Brockway fire truck from Argentina. Thank you for starting the article with Brockway.

James Price
President, Brockway Truck Preservation Association
Cortland, New York

Dear Reader,

You're welcome! We've gotten a lot of positive feedback from Mr. Whale's column. It seems there are a lot of fans of truck companies--and models--that are no longer available. We took a look at the website for the museum, as well as that of your organization (www.brockwaytrucks.org), and now we want to visit! It looks like there's a dedicated fan base for Brockway trucks, and we know there are groups just as dedicated to preserving the memory of truck makers such as Diamond T, Studebaker, and International Harvester.

-Truck Trend
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If you have a question or comment about any thing you've seen on TruckTrend.com, please email us at trucktrend@sorc.com.

It wasn't so long ago on paper -- a mere five years -- that we were salivating at the potential diesels that were coming to market in North America. Yet in car (or truck) years, five years is like a lifetime. Five years is close to the full product cycle of a truck, and a pickup generation is about seven years. In the stretch of time from when we were hearing rumors that the Big Three had smaller diesels ready to go into half-tons in 2008, to today, when we finally see evidence of it happening, had the bottom not fallen out of the economy, we'd be nearly ready for the next generation of diesel half-tons. Instead, we're just getting ready for the first ones. Diesels are finally coming for the first time in a quarter century. We are so excited about the prospects for diesel in the upcoming months that we've dedicated much of the July/August issue of Truck Trend to the subject.

Companies including Volkswagen and Mercedes-Benz have been consistently supportive of diesel technology. One of the newest diesel SUVs to enter the fray is Jeep, with its new diesel Grand Cherokee for 2014. This isn't the first time a diesel has been available in a Jeep, but it's one of the most significant ones: It's 50-state legal, and making it emissions-compliant here paves the way for it to be used in other vehicles in the Chrysler family. It also means the Grand Cherokee is even more ready to take on competition from the likes of BMW, Porsche, Mercedes, and VW. We have a comparison in the July/August 2013 issue pitting the diesel Grand Cherokee against the diesel-powered Touareg, Cayenne, and ML350. Even though a few years ago a $56,000 Jeep would've seemed ridiculous, in this comparison, that price and the vehicle fit right in.

Volkswagen, showing where it stands on advancing diesel technology, brought a three-row sport/utility concept called the CrossBlue, powered by a diesel/electric hybrid powertrain. This could be a peek into what VW wants to produce to compete with vehicles such as the Toyota Highlander, Chevrolet Traverse, and Ford Explorer. We are fairly sure a vehicle similar to this concept is coming to market. We really hope the diesel/electric hybrid does as well, as this would provide the best of both worlds for fuel economy: electric power around town, and the excellent highway fuel efficiency of a diesel. Unfortunately, this would also be the most expensive of both worlds, as these are the most expensive powertrains separately -- and putting them together wouldn't reduce the cost.

But the SUV world isn't the only place where diesel news is happening. Ram is bringing a version of Fiat's full-size van to the U.S., and the next generation of Ford's Transit is coming here as well. Each van will offer a diesel engine, each the second introduction of a diesel brand sold here.

The Ram ProMaster's four-cylinder 3.0-liter will be the second in the EcoDiesel line (oddly, both engines have the same displacement), and the Transit's 3.2-liter I-5 will be the second engine dubbed Power Stroke. We show you what the ProMaster has to offer for van drivers and, in a separate story, take a deeper look into the Transit's 3.2-liter Power Stroke. Both of those vans are aimed squarely at taking business from Mercedes-Benz's Sprinter, but Mercedes isn't shying away from the fight: It's introducing a refreshed Sprinter for 2014. With that launch, the Sprinter will still be the only van on the market sold with a diesel-only powertrain -- but now there will be two diesels available.

Diesel power is also finally coming to the half-ton truck world. A few years ago, we were sure Mahindra would be the first non-heavy-duty diesel pickup truck to be sold in the U.S. since the 1980s, but it turns out that honor is going to Ram when its 1500 gets a diesel option later this year. The company hasn't released much information on the 3.0-liter EcoDiesel in the Ram, but we've put together a story based on our best estimates of what the Grand Cherokee's turbodiesel could do for the Ram. In another story, we interview the other manufacturers about how they plan to respond to the diesel Ram.

While we could've been driving diesel half-tons, we love that automakers are making up for lost time. Even passenger cars -- other than from Mercedes and VW -- are coming. There's the Mazda6 sedan, which has a Skyactiv diesel that's most likely coming to the CX-5, and Chevrolet is going to sell a Cruze diesel. We like where this trend is going, and hope to see diesels become as commonplace in light-duty vehicles here as they are in Europe.

In a meeting with Doug Scott, Truck Group Marketing manager for Ford Motor Company, Truck Trend editor Allyson Harwood succinctly summed up the demands of truck buyers, particularly full-size buyers. She said, "All we want is everything." Although that statement may seem like a humorous aside, it holds a lot of truth. Today's full-size pickup market is one of the most demanding segments to design for.

Most other market segments have an implied trade-off inherent in the vehicle purchase decision. If you buy a subcompact, you don't expect limousine-like rear legroom or scorching 0-60 and quarter-mile times. The purchase is a pragmatic one driven primarily by affordability and economy. Conversely, if you buy a Lamborghini Aventador or Ferrari 458, you know you're sacrificing ultimate fuel economy, serene, isolated NVH characteristics, and generous cargo and/or passenger capacity for the visceral thrill brought by screaming high-rpm Italian thoroughbred powerplants.

But full-size pickups, especially today, are bought for their do-anything capability. And today, "anything" also means chauffering the kids for soccer, ballet, and karate, heading to Home Depot to load up on the materials for your arm's-length "honey-do" list, hitching up the ski boat for a trip to the lake, or taking a 3-hour road trip to visit Grandma. And on top of all of that, the vehicle is expected to deliver more than 24 mpg on the highway. Oh, and make sure it's still got some power when you stomp on it.

Until shortly after I graduated from college, the only real expectation of trucks was that they could carry a load or tow a trailer. Crew cabs were still a rarity only seen on 1-ton dualies and oddball foreign models sold in Africa and Asia. Once those extra doors and a full rear seat became mainstream, customer expectations of pickups went through the roof.

Today, we take for granted 300-hp V-6 crew cabs that get 25 mpg. That combination of terms even a decade ago would have gotten you laughed out of the room or greeted with cynical replies of "impossible." Yet today, there are trucks on the market that deftly combine all those attributes, and the innovation isn't about to come to an end. All the Detroit Three truck makers have a laser-like focus on fuel economy, while at the same time realizing customers don't want to give up comfort, capability, or performance. And performance in the context of trucks also means payload and towing, in addition to the traditional 0-60 and quarter-mile times.

But, rather than throwing up their arms in exasperation and throwing in the towel, the engineers, designers, and product planners for full-size trucks continue to work diligently to raise the bar on the trucks' refinement, economy, capability, and features. A tough job for them, but a great outcome for us. We can't wait to see what the future holds for the segment.

Dear Truck Trend,

Thanks for the "GMC's Centennial" articles in your January/February and May/June 2013 issues. After 2009, why does the GMC brand still exist? Other than for badge engineering marketing considerations, GMC's truck lines are identical to Chevrolet equivalents in models, prices, engines, and drivetrains. What purpose does this brand proliferation serve?

Loren Singh
Prescott Valley, Arizona
 

Dear Reader,

Despite your skepticism -- and you aren't alone -- people who buy Silverados aren't the same people who buy Sierras. The biggest difference is in styling, inside and out. That continues to be a differentiator, one that becomes even more apparent starting in the 2014 model year. There also can be differences in what equipment comes with what trim level, price strategies, etc.

-Truck Trend
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If you have a question or comment about any thing you've seen on TruckTrend.com, please email us at trucktrend@sorc.com.

Ever attend an auction (or worse, participate in one), and watch two players raise the ante fractionally back and forth, only to have one attempt to smack the other guy into submission with a big jump? I'm not sure that's what Ram Truck had in mind when it announced a top tow rating of 30,000 pounds, but a 5300-pound leap above any other pickup truck certainly had that effect.

My phone didn't stop ringing. "No," I'd reply, "I never expected that big a number." I'm confident Ford and the General didn't either. But while the new Silverado and Sierra were supposed to be the big pickup news at the North American International (aka Detroit) Auto Show, with some keen interest in Ford's Transit, for few days, nobody mentioned them to me. Discussion was all Ram numbers. 

This is the largest single increase in capacity I, and most of my truck-minded pals, can remember. It more than doubles gross combined from Dodge's first Cummins pickup.

Marketing battles have inched payload and tow ratings up 100 or 200, perhaps 500 pounds at a time. The numbers have grown since the second pickup was introduced. But Ram's out to win the war, not just a battle, with a 3-ton whack at the pickup world. 

I won't repeat an attorney source's comments verbatim, but he was surprised any Joe Schmo with money could visit a Ram dealership and drive out with a truck that can pull 15 tons. Have we gone off the deep end chasing pounds and pound-feet?

When the news first hit, I missed any reference to J2807 SAE standards (which are a regulated way to make sure that manufacturers' towing capacity claims are fair and repeatable), which it seems only Toyota has uniformly adopted. I'm not suggesting the Ram won't literally and figuratively measure up--if it doesn't, a lot of Big Horn shirts will be summoned to Marchionne's office, and the competitors will use it against Ram. But why are there standards if every new truck doesn't adopt them?

Let's assume the Ram numbers are good and make more assumptions. Tongue weight of 20 percent is often considered ideal for a gooseneck or fifth-wheel. If you agree, the math, as usual with maximum pickups, shows little wiggle room. A 15-ton trailer will put 3 tons on the pin. GVWR won't go above 14,000 because that bumps them into Class 4 trucks. You can buy a Ram at 7500 pounds and heavier hardware won't make them lighter; there won't be a lot of payload left from GCWR. Did you ever see a gooseneck hauling construction equipment or livestock without a fuel tank, tools, hay, or anything else in the bed?

Last time I towed 13 tons, it was in a Freightliner with air brakes and substantial rolling stock--it was still within weight restrictions with only two rear tires. The Cummins engine didn't make as much power as the new Ram's, but it never felt uncomfortable. So far my heaviest pickup trailer was 11.5 tons, and I was not as comfortable with that arrangement, but I struggle correlating payload ratings that are higher than the sum limits of tie-down point ratings for a given truck.

I wonder if this will be the number that drives new legislation, enforcement, or regulation. People notice when things get big and popular: The diesel performance market eventually got popular, people noticed, and the authorities started cracking down. We all know anything near the 37,000-plus GCWR on the Ram is going to require a commercial driver's license or an endorsement of some type in many states and maybe more of them, given the proliferation of "medium-duty" pickups. Regulations already exist, but the public and some enforcing agencies are woefully unaware. Even a state trooper co-worker of mine had no idea he needed a special license to pull an 11,000-pound RV or boat in his home state of California.

We all know people who tow over the limit, without the correct license, or both, people with more money than brains. They aren't going to abide by regulations or rules until they get caught, and then only if the penalty is severe enough or they hurt someone. But is 35,000 pounds safe for the average Joe, even if he has passed a no-air-brake driving test? Professional test drivers and engineers have more experience with "events," as they describe things gone wrong, often in better controlled circumstances than many roads and traffic, in trucks laden with data-acquisition equipment. How many testing and validation miles are driven by the average guy on the street, in overloaded, undermaintained trucks, as in the real world.

Ram spoke up and the truck world took notice. Who else will notice? 

Written by G.R. Whale

Let's be honest. Most of us treat trucks as tools. Of course they're fun to drive, and there is a genuinely enjoyable truck lifestyle, especially when on vacation, or for errand and hauling duty on weekends. Whatever we're using it for, a truck is a practical tool that gets us from Point A to Point B, often with something in tow or loaded in the bed. But when you take a tool, one that previously didn't rely on high-tech advancements, and make a quick transition to cutting-edge technology, growing pains can occur.

Of course, there are different ways you can define technology. There's tech such as Computational Fluid Dynamics that optimizes airflow around the truck to improve fuel economy; dynos and testing facilities that simulate millions of miles of driving; the use of computer programs to design suspension pieces; even prototype components created on 3-D printers. But in this case, I'm talking about the use of electronics. Technology is making its way into trucks in two major areas: the powertrain, helping ensure that pickups adhere to ever-tighter fuel economy and emissions regulations without sacrificing power and capability, and the cabin, where buyers are interested in more creature comforts.

I understand the reasons why electronics are used in both cases. When it comes to engine management, and when combined with use of lighter-weight materials, there may be no better way to make the most efficient use of fuel, whether a vehicle is towing or is unloaded. It can also be the best way to make sure the transmission works its hardest to get the most power -- and efficiency -- from the engine. Much of the electronic magic that has been applied to modern truck engines has been for the better, despite a few hiccups along the way. But, hey, sensors are a major contributor to keeping diesels on the road, despite tough CAFE standards. Use of diesel exhaust fluid relies on proper measurements of the amounts of DEF needed. It would be hard to do that without sensors. I doubt an engine as complex as the EcoBoost could be treated like a truck engine -- asked to deal with the same loads as a more traditional V-8- - without the appropriate technology. So technology can work for truck guys, even the most die-hard iron-block-loving, keep-a-truck-until-the-wheels-fall-off enthusiasts. And so far, the new high-tech drivetrains are working just fine. If they're working just as well seven years from now, that will remove any doubts I have.

Then there's the other part of the technology equation: the goodies in the cab. It seems everything from the gauges and the driver information center within the gauge cluster to the climate control system, and of course the stereo and navigation systems, uses the same technology we see in new cars. Remember when truck interiors were little more than metal shells, and ads would extol features like AM radio? Now, you can use your truck to charge your cellphone, make hands-free phone calls, listen to satellite radio or your own music on an MP3 player, and find the best way to reach your destination while avoiding traffic. Sure, you can still carry a Thomas Guide in the center console, but it isn't as essential as it used to be.

The downside to all these electronics in a truck is that we have a level of expectation, as truck people, that what's in the truck will be as tough as the truck itself

Dear Truck Trend,

At 64, I'm new to trucks. I was a sports car guy, from Scoupes to Celicas and now Mustangs. But how do you put an air-conditioner and a refrigerator in a Mustang? Well, one time I did squeeze a Christmas bicycle in one, a '99 model, and had to get my son-in-law to help me get it out without tearing up the headliner.

In 2009, I purchased my first truck, a 1989 F-150 4x4, 4.9-liter inline-six, five-speed manual, XLT, with power windows and some other baubles that didn't work. But I added air horns, a cattle catcher, driving lights, a headache rack, and a loud stereo system. When bought, Big Blue had about 186,000 on the clock. Presently it has 200,862 miles, and is scheduled for sale and delivery in about a week. The reason: A local dealer had a 1997 F-250 XL 7.3-liter diesel on its website for sale.

At the time, I was doing numbers on a 2013 F-150 XL, and when I got to $24,000, well, being retired, I got extreme sticker shock, went to the dealer's site, and found this one, called Big Red. I always wanted a 250, the truck I could not wear out. Big Red was an extreme mess, from ripped, torn, and worn driver-side seat to a quarter-inch of dirt and mud on the floormats and paint peeling on the roof.

The seat has been fixed with another layer of foam, two layers of black gorilla tape, and a top layer of gray duct tape, and the truck will get a camo cover. About the first layer of crude has been Armor All'ed off, and the roof paint job will have to wait for spring to get repaired. But that diesel is just unbelievable.

Big Red has been well-used with 134,000 miles on the clock, which I have been informed is just about break-in for a diesel. And I wanted those Big Boy cab lights, but with the XL, they are an option, so I've been rooting through my J.C. Whitney catalogs for a new brush guard and seat covers. Formerly, the 250 had been used by a contractor and has utility boxes and a rack on her, which will come off.

Looking at your January/February issue, I wonder if anybody else out there feels the 2013 GMC kind of looks like a new F-150 or Super Duty. I checked the stats of sales, and, wow, I'm impressed by how many F-150s were sold. I like the look of a Ram, and I do like the side rail boxes, under the heading of "Why didn't Ford think of that?" I just hope that, when the patent runs out, Ford picks it up and runs with it. Can you tell I'm a Ford man? The advances Ford has made sometimes cause me to phone the dealer for a tutorial.

Elmer W. Ingram Jr.
Glenolden, Pennsylvania

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Dear Reader,

Welcome to the terrific world of trucks! Sounds like you are very happy with the F-250 -- and the work you've put into it must've been quite transformative. The new Silverado looks a lot like the current Silverado HD, but maybe other Truck Trend readers can give us their opinions on its looks. What do you think? Do you see Ford styling cues in the 2014 Silverado?

-Truck Trend
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If you have a question or comment about any thing you've seen on TruckTrend.com, please email us at trucktrend@sorc.com.

The 2014 Kia Sorento was revealed at the 2012 Los Angeles auto show, sporting new front and rear styling as well as a revised interior with more available content and a new Limited trim level. While the updates constitute a mid-cycle refresh rather than a redesign, the Korean automaker hopes the new design will increase sales of its second-best selling model.

Up front, the 2014 Sorento's revised grille and lower intake feature bright mesh trim on certain trim levels, though a black mesh trim will be available as well. Although the grille has been freshened, we prefer the more complex grilles of newly redesigned Kias like the 2014 Forte and 2014 Cadenza. The fog lights positioned on the outside of the front bumper are now vertically shaped, giving the 2014 Sorento a slightly bolder look. A new Limited trim level gains self-leveling HID headlights, 19-inch chrome wheels, and red-painted brake calipers.

While the side profile hasn't changed, the 2014 Sorento does have a different design in back. The cut line above the license plate area bisects the new aggressive LED taillights, and new lower fascia reflectors mimic the shape and position of the front fog lights.

Inside, the 2014 Sorento gets a redesigned center stack with available eight-inch infotainment screen and a seven-inch instrument cluster screen for the gauges and vehicle information. Kia's new UVO infotainment system and redesigned panoramic sunroof with one-piece power-operated shade are available. Nappa leather seats, heated wood-trimmed steering wheel and heated rear seats, and a soft-touch headliner and pillar trim are part of the Limited package.

What are your thoughts on the 2014 Kia Sorento's revised styling? Check out images of the 2014 Sorento and the outgoing model below and then share your thoughts.

Fred Williams, Technical Editor for Petersen's 4-Wheel & Off-Road and his friend Rocky travel to Johnson Valley, Ca for the annual event and compete in the Every Man Challenge on this episode of Dirt Every Day. Driving Rocky's Little Blue Jeep through this unforgiving terrain is going to be a challenge. Are the guys up to it? Watch in the video below.

Dear Truck Trend,

I just got done reading your 2013 Truck of the Year. While the Ram is certainly a handsome truck with great features, one number in particular stands out in its specs: payload. How can a truck with such a wimpy payload of 1176 pounds possibly be voted TOTY?? Its alleged 10,000-pound towing capacity is a ridiculous number; the truck's payload will easily be surpassed by the tongue weight of a 10,000-pound trailer alone. In fact, your test trailer weighed 7500 pounds. What was its tongue weight? Optimal tongue weight is around 15 percent of the weight of the trailer. In the case of your 7500-pound test trailer, that measures out to 1125 pounds. The truck's payload is maxed out without a driver or passenger! If that test trailer were a travel trailer, you couldn't even load a single piece of firewood into the bed of the truck. Useless!!

Ram really should address the payload rating for its half-ton truck.  People who tow campers, boats, or landscaping trailers will quickly overload the truck's GVWR by simply hitching up. For this simple reason alone, I will not even consider the Ram for my needs.

Furthermore, all manufacturers need to come up with a real towing package for their trucks. Telescoping mirrors, increased payloads, a rear axle ratio of at least 4.10, and LT tires should be included in any towing package.  

Dan Quinlan
Buffalo, New York

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Dear Reader,

You're right: Payloads in half-tons have been going down for a while. G.R. Whale wrote a "Whale Watching" column on that very subject a few months ago. And we totally agree with your opinion on tow packages.

-Truck Trend
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For most of the year, the Baja California peninsula is an unrelenting landscape of sand, rocks, malnourished creosote bushes, and the occasional dehydrated cactus. But if it weren't for the hot airborne dust desiccating your nostrils, you just might be able to smell the residue of exhaust fumes and raging testosterone.

 The Baja 1000 desert race is run in what passes around here as the fall season. Bikes, trucks, and various specialized vehicles will descend upon the port town of Ensenada, then torture their drivers or riders for hours on end, sometimes catching six feet of air at 90 mph. Only about half the field will finish.  

At the flag, there's the acclaim, the trophies, and prize money ranging from $600 to $15,000, depending on the number of entrants in up to 26 classes. And 200,000 or so spectators gather to witness it all.

Amid the miles of ruts, calamity could strike at any second. Some of the locals might decide to spice up the route and improvise a "jump" or dig a ditch, a sandy surface could conceal jagged rocks, a flash flood might wash a racer out toward the sea. There are stretches of silt that have to be attacked no slower than 80 mph or they react like quicksand. Or there may simply be a stricken contestant just around that blind corner at the same moment when extreme fatigue is kicking in big.

In other words, it requires the kind of heroic madness that makes it one of the best darn motorsport events ever. After racing in the Baja 1000, dust will come out of your eyes, ears, nose, and who knows where else for the next two weeks.

True to human nature, the Baja 1000 has never been exactly 1000 miles long. Sometimes it's been 650 miles and sometimes even 1121 miles. But by the time the first third of the race has been completed, with bikers squatting on their pegs and drivers having their spines pummeled, it sure feels like 1000. Once, in the year 2000, it was 1726 miles; it was called the Baja 2000 on that occasion.

It all started back in 1962 when two guys working for Honda, Walt Fulton and Jack McCormack, wanted to promote the off-roading abilities of the then-new CL72 Scrambler, a 250cc machine. They brought in Bud Ekins, movie stuntman and driving specialist on two wheels or four, who had the idea of going from Tijuana to La Paz (not the city in Bolivia, obviously; the one north of Cabo San Lucas). Bud would do it with kid brother Dave on a second CL72.

But being connected to Triumph motorcycles at the time, Bud was obliged to bail out, so Dave approached Bill Robertson Jr, son of a Honda dealer and an experienced desert racer. After an aerial reconnaissance trip and a plan that involved leaving fuel and food in pre-determined locations, the two men covered the 952.7 miles in 39 hours and 56 minutes.

It was a record of sorts, so naturally other people wanted to break it. Like Bruce Meyers with his VW-based dune buggy, who took five hours off the time in April 1967. Auto companies and racers alike began to pay more attention. Later that year, on Halloween, an organized event became the first proper Baja race. Called the Mexican 1000, the Mexican government was involved along with the National Off Road Racing Association (NORRA). But by 1975, Short Course Off-Road Enterprises (SCORE) took the reins and have held them ever since.

Walker Evans took his first win in 1979, driving a Dodge pickup, but Ford, Chevrolet, and Toyota have also tasted victory at Baja. Four-wheeled racers have evolved into trophy trucks, searingly expensive custom-built creations with high-power engines and long-travel suspensions. To see these and the bikes in action, check out the 2005 documentary "Dust to Glory."

The Baja 1000 has attracted famous people. And not just from the racing world. James Garner, Steve McQueen, Mike Nesmith (of The Monkees), Paul Newman (at 80, the oldest participant; he drove in 2004), and Patrick Dempsey have all been involved.

Let's also give props to two guys who will forever be linked with this race. Rod Hall won his class in that first-ever Baja 1000 in '67 and has competed in every meeting since, even beating the motorbikes with a four-wheel-drive vehicle for an overall win in 1969. The other man is Ron Bishop, who raced a motorcycle at every Baja 1000 for 40 years straight.

For several meets now, the most-used route is a long loop that begins and ends in Ensenada. But every so often the organizers will go all the way down to La Paz. As in 2010 and 2012, for example. When describing the men and women who take part in this annual blast through the brittle Mexican terrain, this is one time where using the word "cojones" really is appropriate.

Written by Colin Ryan

We're used to seeing the Ford F-150 SVT Raptor in its natural habitat, whether it's barreling down a dirt road or negotiating an impossibly tricky boulder-filled trail. But how would it perform on a world-class track normally graced by Ferraris, Audis, and Porsches?

That's exactly what race car driver Tanner Foust wanted to find out while on a trip to Germany's popular Nuerburgring race track. Ford provided the Raptor SuperCrew, which is featured in the video below. The big truck stood almost twice as high as the other sports cars at the track, and it looked even more out of place navigating the 'Ring's tight turns.

The Raptor ended its day at the 'Ring unscathed, and Foust managed to lap a Porsche and clock in a lap time of about 9:48. It's a slow time indeed. That said, perhaps now would be a good time for Ford to reconsider the resurrection of the SVT Lightning.  -- Erick Ayapana

Source: Ford via YouTube

GMC recently released a new ad featuring its "Pro Grade Protection Plan" for the 2013 Sierra, in which the truck had heavy-duty chain pulleys attached at each corner. The ad claims there were no "stunt doubles" and that the truck was lifted 46 times with the pulleys.

 While impressive at first glance, when you take a closer look at the physics involved in the ad, it makes one wonder how truly grueling the demonstration really was. The truck in question was a Sierra Denali. The truck weighs 5377 lb, and has a front/rear weight distribution of 58/42 in AWD form. That would put the approximate weight per attachment point at 1559.33 lb in the front, and 1129.17 lb per corner in the rear. That does not take into account the lateral stretching forces at play, but some online sleuthing revealed that a 45-degree angle on a strap (or presumably chain) decreases its pulling strength by half.

Typical aftermarket replacement tow hooks listed a capacity of 10,000 lb. Even taking into account the assumption that a 45-degree angle on the hook (not the strap or chain) puts double the load on it, that's still about the equivalent force of 3000 lb per hook in front, and 2300 lb per hook in rear. So although the ad may appear to be an impressive feat of strength, it also appears the stunt was well within the Sierra's design and engineering parameters.

Again, I am looking at this as a non-engineer, and am applying a rudimentary layman's perspective to the physics at play. If you're an engineer, and have a different take on the Sierra ad, and how it does demonstrate the truck's exceptional strength, please share your insights below.

About the 2014 Jeep Cherokee, Chrysler says it's time to "eschew the traditional and embrace the progressive," but it'll take us some time to get comfortable with the new midsize SUV's radical front styling. Back in 1985 -- before Jeep used the Cherokee nameplate on rebadged Libertys for European customers -- the Cherokee served as the epitome of what SUVs once represented: rugged and traditional design matched with real off-road capability. In this Vintage Ad post, we take a look at the Body and Soul advertisement for the Jeep Cherokee in 1985, courtesy of The Henry Ford.

Simply having four doors with room for five people served as a selling point for the Jeep Cherokee over the Ford Bronco II and Chevrolet S-10 Blazer 44 -- a family of five is pictured in the ad. Nearly 30 years later, we can count on one hand the number of two-door SUVs currently on sale, while new entries like the 2014 Jeep Cherokee will do battle in a crowded class of family-mobiles that prioritize on-road comfort and fuel economy over off-roading ability.

While we anticipate a 3.2-liter V-6 will be among the powertrain choices for the 2014 Cherokee, in this 1985 Jeep ad, the choices listed include a 2.5-liter I-4, 2.8-liter V-6, and even a 2.1-liter turbodiesel I-4. And while the 2014 Cherokee is rumored to use a nine-speed automatic transmission, the 1985 Cherokee offered a three-speed automatic alongside four- and five-speed manual transmissions for certain models. Fuel economy on the 1985 Jeep Cherokee ranged from about 15/17 mpg city/highway for a V-6 with the three-speed automatic to 25/26 mpg with the 2.1-liter diesel/five-speed manual combination.

Of course, beneath the Cherokee Chief pictured in the ad, Jeep noted a Quadra-Link suspension that doesn't sacrifice a smooth ride but keeps ground clearance "superior no matter what the terrain."

The Jeep ad also takes care to note that, with over 71 cubic feet of cargo space, the Cherokee has more than "any other American-made 44 in its class." Though it's unclear how cargo space measurements may have changed over the years, the 2012 Liberty and 2014 Grand Cherokee both have less cargo space than the old Cherokee, but the newer Jeeps would probably perform far better in modern safety tests.

Jeep called the 1985 Cherokee a born winner -- whether the same will be true about the more family-focused 2014 Cherokee remains to be seen.

There is no shortage of luxury sport-utes in sunny southern California, home base of Truck Trend and Motor Trend. Three in particular are hot commodities in LA's posh enclaves: the Porsche Cayenne, Range Rover Sport, and Mercedes-Benz G 550.

Of this special set, the last - also the oldest and least refined - is the most badass of them all.

Just glance at any G-Class variant (we only get the G550 and G63 AMG in the States; 30 versions are sold around the globe), otherwise known as the Gelandewagen, and you know it's something special. Yes, it's essentially a rolling brick with four doors, two headlights, five seats, and a steering wheel, but open one of its bank-vault-solid doors and you'll find nearly the entire range of Mercedes' modern amenities. This wasn't always the case. Go back just a few years and the G-Class of yore was as filled with as many features as a Caterpillar dozer. Now that's cool.

To that point, the G's origins are wrought with badass-ness. Back in the 1970s, the G was engineered to be a universal soldier for military and law enforcement squads. Mercedes. It has things such as beefy solid axles, three locking differentials, full-time four-wheel drive, massive ground clearance, and what is essentially an armored undercarriage. And that's just the tip of the tech iceberg (which, if it truly existed, the Gelandewagen would likely easily surmount). Ruggedness courses through its reinforced brake lines.

Mercedes had no intention of selling a layman's version. It was only when a wealthy individual saw an ex-military Gelandewagen working on a farmer's land that such a model came to be. The well-heeled man convinced Benz to toss in cushier seats, a stereo, and air conditioning. His buddies liked the end result, and eventually, interest skyrocketed. Company officials decided to make some extra cash by "mass producing" a civilian edition.

Since 1979, Every G-Class has been built at Magna Steyr's factory near Graz, Austria. It takes 10 days to build one G-Class stuffed with more than 3 miles of wiring and covered in four layers of paint. Most of the work is done by hand.

The same people manufacture military versions at the same plant on the same line, so it's not unusual to see six-wheeled army-spec Gelandewagen goliaths fitted with machine gun mounts, grenade launchers, hard-core off-road paraphernalia, and full camouflage paint being assembled among more fashionable G63 AMGs.

These civilian and military wares (AMGs included) are continually tested on Austria's famous Schockl mountain. A team of veteran off-roaders beat G-Wagens every day by traversing a roughly 9-mile obstacle course set in a thick, rock-riddled forest. It's a trail from the innards of off-road hell, and the Gelandewagen tackles it without as much as a squeak. (Read more about my airborne experience on the Schockl here.) Mercedes says more than 80 percent of the 20,000 or so G-Wagens built since 1979 are still on (or off) the road today.

Put a Gelandewagen on the street, like I recently did in Miami, Florida, and you'd better pay extra attention. It drives like, well, a 30-plus-year-old truck. It leans and charges like a drunken rhino. Steering -- though heavily revised for 2013 -- is lackadaisical; rearward visibility is laughable. But that's exactly why it's so cool.

As the commander of this immensely capable, barely refined brute, you feel like a true, John McClane-esque badass. People gawk and point, and in the case of the G63 AMG, the side-mounted chrome exhaust burbles and barks with every throttle jab. (It flies like a Japanese bullet train locomotive).

Few vehicles today have this much extroverted character as the G-Class. It's such a winning personality that when product planners, engineers, and designers convened a few years ago in Stuttgart to hash out the G's latest refresh, one brave soul stood up and said something to the effect of: "Here's how we update the G-Wagen: Don't change anything."

Thankfully, that's exactly what they did. Well, sort of. Things like a new steering tune, COMAND, and a thoroughly revised interior arrived in 2013. AMG is only building half of the global demand for its G63, says AMG marketing chief Mario Spitzner. Why? Because Mercedes isn't about to mass-produce the Gelandewagen like any other passenger car. Plus, it wants the G to be somewhat exclusive.

Sadly, as you can imagine, much of the G's badass-ness goes underutilized in markets the world over. G-Wagens in southern California are more likely to patrol the Beverly Center's parking structure than one of the region's many ORV areas. Even fewer will ever hike a Schockl-esque trail like the Rubicon. Thousands of electronically controlled locking differentials will never get properly exercised. Cue your sad face emoticons.

Still, no matter where its rubber rolls, this rare and expensive devourer of rocks, ruts, and mountains that looks like a tank, drives like a bus, and gulps fuel like a semi-truck will always be one of the baddest-ass four-wheeled objects around.

Dear Truck Trend,

I would like to hear more about the Dana axles and the role the axles played when the big three started optioning 4WD in the 1970s.

Phil
Via the Internet

 Dear Reader,

Thanks for the suggestion! Colin is compiling a list, and we think this is going to be a fun column to put together. You're going to see your ideas on the "Legends" page. Please continue to send your ideas!

-Truck Trend
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If you have a question or comment about any thing you've seen on TruckTrend.com, please email us at trucktrend@sorc.com.

Take a look at the photo above, and guess what happens next. Does that massive, cab-over semi truck plow into the cargo hatch of the Volvo V70 and wreck carnage with its passenger cell, or does it avoid a collision all together? The answer, surprisingly, is the latter -- and largely thanks to a new emergency braking feature Volvo Trucks (no corporate relation to Volvo Cars) is rolling out on its heavy-duty trucks.

Consider Volvo Trucks' Collision Warning with Emergency Brake system a heavier-duty version of Volvo Cars' City Safety system. CWEB uses both radar sensors and a forward-facing camera to mind the roadway ahead of the driver. If something -- slow or stopped traffic, for instance -- is detected ahead of the vehicle, a warning in the head-up display illuminates. If the truck continues forward, that display flashes and chirps at the driver. If the truck still continues forward, it applies partial brake pressure to slow the vehicle. If the driver still refrains from intervening, the truck can then apply full brake pressure to bring the truck to a complete halt. Volvo says it can avoid colliding with moving traffic at speeds up to 44 mph.

As neat as that may sound, seeing it in action is...well, stunning. The truck -- in this case, a brand spankin' new FH Globetrotter -- races towards an obstacle, senses it, and applies its own brakes. Extra drama comes courtesy of the massive cab, which shimmies slightly on its air-sprung mounts while coping with the sudden (and rapid) deceleration. Making this even more impressive is the fact the truck's trailer is loaded to its 40-ton gross carrying weight rating.

But wait: there's more. Volvo Truck engineers repeat the demonstration, but this time, they replace the static obstacle with a live (and presumably quite fearless) driver in a V70 wagon. Although the FH appears ready and willing to eat the V70 whole, the system does its part and slams on the brakes in time to allow the white wagon to keep on rolling. The view from within the cab is equally dramatic, especially as the V70 all but disappears from the driver's line of sight.

For now, Volvo Trucks' Collision Warning with Emergency Brake system is only available in the new FH, which is seemingly available in most markets Volvo sells heavy-duty trucks in...except, of course, North America. Volvo may be one of the first to market such a system, but it won't be the last: as the truck maker notes, European regulations will mandate emergency braking systems in all new trucks by 2015.

We recently called on the 2013 Acura RDX AWD for a winter-time trip to the Rocky Mountains. While the weather cooperated for nearly the entire trip, the added ride height and all-wheel drive came in handy in a few off-beaten snow-covered roadways during the 1700-mile five-day trip.

With a new 273-hp 3.5-liter V-6 under the hood, the 2013 RDX has plenty of power for onramp merging and passing at highway speeds. On the highway, the RDX rode smooth and tackled curves well despite vague steering feel. In our 2013 Acura RDX AWD Arrival, we noted that the new V-6 engine outshined the previous 240-hp turbocharged 2.3-liter I-4 at the drag strip with 0-60 mph arriving in 6.3 seconds. While the RDX handles highway curves well, the new model's basic all-wheel-drive system gives up cornering prowess compared to the previous model's SH-AWD system.

The heated (front) leather seats are comfortable and soothed during the 10-hour, 700-mile trip out of Los Angeles, though we wouldn't mind if the door and center console armrest were positioned higher. Inside, the RDX proved roomy when filled with four adults on a 200-mile round trip to and from  our destination to just south of the Utah-Idaho border. While the weather cooperated for most of the trip, the ground clearance and all-wheel drive performed well while other cars spun out on the 210 highway in Southern California during an unexpected downpour.

Over the course of the trip and 1700 miles, the 2013 RDX averaged 23.8 mpg including stop-and-go driving and city driving as well as highway speeds when traffic and weather allowed. The worst leg of the trip was 21.3 mpg and the best leg averaged 26.2 mpg with variations due to elevation changes. On average, the RDX traveled 242 miles between fill ups on about three-quarters of a tank. The 2013 Acura RDX with all-wheel drive is EPA-rated at 19/27 mpg.

Overall, we liked the RDX on the road trip and grew to admire its subdued styling, though we wonder whether more expensive alternatives like the BMW X3 and Mercedes-Benz GLK350 might perform a bit better on a similar trip. The RDX competes in a crowded class, but our road trip experience and recent sales suggest Acura may have moved the entry-level premium crossover in the right direction with its second generation.

Written by: Jason Udy
Images from Motor Trend and Acura.

This phrase has traditionally been used in the context of environmental issues: People should recycle and do little things around their homes and neighborhoods, because making small changes can reduce waste and save the planet. But I interpret the phrase in the context of truck production for North America. Truck makers think globally to save money, and act locally with products that cater to America's needs.

To increase efficiency (bottom line: to save money), many automakers use global platforms for cars, crossovers, and vans being sold in the U.S. From a cost-savings perspective, it makes a lot of sense. If a company is selling a midsize sedan in Europe, and also sells a midsize sedan in North America, why wouldn't it simply have both vehicles on the same platform and design each to match the suspension and powertrain needs of each market? When I first heard about this practice, my immediate concern was how it would affect trucks, SUVs, and vans. The car-based crossover craze is already a big part of the sport/utility market these days. Would companies look at replacing body-on-frame trucks next?

As much as automakers need to meet requirements for fuel economy and have to save money, they would not get rid of body-on-frame trucks. They could add unibody trucks to the lineup, but replacing body-on-frame would be a huge mistake -- and a costly one, considering how important truck sales are to automakers.

If anything, this global concept has the potential to be greatly beneficial to truck buyers. We're already starting to see what cool Euro-market vehicles are coming to the U.S. The Transit Connect currently on the road will soon be replaced by the next-gen global Transit Connect. This van offers plenty of payload -- said to be more than before -- and has the bonuses of more modern, efficient powertrains; six-speed automatic transmissions; and more power. It's better-looking, too.

Ford is following suit with its new Transit, which will eventually replace the E-Series. While I'm sad to see the Econoline name go away (in some ways it was already being phased out), the Transit has had a multiple-decade success story that parallels that of the Econoline. About the only thing we lose with the regular cargo van and "wagon" is that it goes from body-on-frame to unibody, but there will be E-Series cutaways available for years to come. Ram is bringing two vans to America from Europe (we're still betting on Doblo and Ducato), and it's possible GM will follow suit.

This goal of improving efficiency on a global scale is one of the reasons we're getting new vehicles here, but another thing that's working in our favor is -- as weird as this may sound -- fuel-economy regulations. In the next few years, European emissions regulations will be more in line with those in the U.S. European automakers will have to make their vehicles adhere to Euro 6 standards, and vehicles built to those standards will pass American emissions regs as well. As far as I'm concerned, this means that engines we've wanted to come here will be able to come here.

Just think of it -- diesel engines could be sold in North America in Land Rovers and Nissans, in smaller Fords like the Escape, in Toyota pickups, and in the Chevy Colorado. Manufacturers have not confirmed any of this; I'm just putting my wish list together.

Maybe this global platform idea could help us in another way. It could make sense to bring some of those cool compact/midsize trucks to North America. The Colorado is already coming. Perhaps if it sells well, that can spark its global competitors to come here, too. You know which ones I'm talking about: the global Ranger, the Amarok, the HiLux, the Mazda BT 50, and the Mitsubishi Triton. Of course, maybe the Holden Ute and the Ford Falcon utility could come as well. The last two are car-based, but body-on-frame trucks can live happily side by side with car-based models.

When I hear that emissions regs are going to be the same here and there and that fuel economy standards are getting stricter here, it seems to me the vehicles that make the most sense to sell in the U.S. (for people who don't need

Off-road fans likely only heard one thing when the refreshed 2014 Jeep Grand Cherokee was announced: it has a 3.0-liter turbodiesel V-6 option. But that new powertrain also comes with updated styling, as the Grand Cherokee receives a face-lift to make it look more upscale. What do you think - did the SUV's designers pull it off?

The most noticeable change in the 2014 Grand Cherokee are the slender HID headlights similar to those used on the Chrysler 300. The grille is now painted body color, with chrome trim lining the insides of the slats. The grille and headlight area is recessed slightly, which makes the front bumper look rounder and more pronounced. The fog lamps have been shifted, and are now thinner with redesigned surrounds.

Looking at the Jeep from the side, you can see the chrome door molding has been removed, though the Grand Cherokee logo remains roughly in the same place on the lower portion of the front doors. In the back, the taillights have been redesigned, now appearing wider and featuring LEDs. The chrome strip that connected the lamps is gone, replaced by a chrome Jeep logo in the center of the liftgate. The rear bumper has been redesigned with more chrome trim while the wider and more rectangular tailpipes sit flush in the bumper.

Changes to the 2014 Grand Cherokee are harder to spot inside the cabin, but a new three-spoke steering wheel with redesigned controls and standard paddle shifters is front and center. A T-shaped transmission gear selector similar to those in the Dodge Charger and Chrysler 300 replaces the old lever. Center stack controls have been redesigned, and Chrysler's 8.4-inch touch screen finally makes its way to the Grand Cherokee. Trim materials vary depending on the model, and include carbon fiber, open-pore wood, and a brushed aluminum-like trim with a faint gold hue.

Do you like the 2014 Jeep Grand Cherokee's refreshed look? Does it successfully convey an upscale feeling? Chime in with your thoughts below.

Since the debut of Chrysler's acclaimed "Farmer" and "Whole Again" Super Bowl ads, the smallest and scrappiest of the Detroit Three is at it again with its "Chip Away" ad featuring the 2014 Jeep Grand Cherokee. This time, instead of Paul Harvey, the voiceover track is taken from the movie "Any Given Sunday" featuring Al Pacino as coach Tony D'Amato of the fictitious Miami Sharks football team.

In the pep-talk, Pacino's character says "Life's a game of inches" emphasizing precision and timing in achieving greatness. The B-Roll used in the commercial starts off with a barber sharpening his straight-edge razor on an old-school leather strap before shaving a customer, then cutting to various athletes training, musicians playing, and craftsmen building.

Finally, the ad cuts to footage of the new Grand Cherokee, with a voiceover saying "Every inch, every minute, every second, we chip away at refining the climb and building greatness."

The theme of the ad carries the possibly unintended double-entendre of the Grand Cherokee being a significant refresh, rather than an all-new design, with inches and increments defining the visible changes, although the addition of the eight-speed transmission and the new 3.0-liter diesel option count as major changes to the popular midsize SUV.

The new transmission and highly-anticipated diesel are not specifically mentioned in the commercial, although a close-up of the "EcoDiesel" badge on the Grand Cherokee's tailgate is shown toward the end of the commercial, in a brief acknowledgement of the new powertrain.

Although we don't quite think it has the same impact as "Farmer" we like the edgy new spot, and hope more creative, dramatic commercials follow from Jeep and Chrysler. Watch the spot below.