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The Best Full-Size Pickup Truck
After updating this guide to include all 2017 crew-cab models, our new top pick is the thoroughly redesigned 2017 Nissan Titan SV Crew Cab 4WD. Our previous pick, the Ram 1500 Big Horn 4WD, is now our…
After updating this guide to include all 2017 crew-cab models, our new top pick is the thoroughly redesigned 2017 Nissan Titan SV Crew Cab 4WD. Our previous pick, the Ram 1500 Big Horn 4WD, is now our runner-up. Our upgrade pick is a nicely optioned version of the Ford F-150 Lariat.
We spent more than 150 hours researching over 100 configurations of pickups, consulting with outside experts, and driving every full-size model ourselves—most more than once. We concluded that the thoroughly redesigned 2017 Nissan Titan SV Crew Cab 4WD (in our recommended configuration, at about $45,500) is the best choice for most drivers who want a truck for personal use. The Titan delivers the best combination of value, features, work-truck capabilities, and everyday drivability of any of the models we compared.
Our pick
2017 Nissan Titan SV Crew Cab 4WD
The best full-size pickup truck
The Titan is a well-rounded pickup that balances the towing and hauling aspects of a good pickup with a comfortable cab and the best amenities, warranty, and safety features in this price range.
The Titan offers a stout V8 engine, a comfortable cabin, good cargo handling—inside and out—and a capable chassis. It also comes with the longest bumper-to-bumper warranty—five years/100,000 miles—of any full-size pickup. And configured the way we like it, it's less expensive than all but one similarly equipped rival. The Titan doesn't have the highest payload or towing specs, but it has what it takes to satisfy the needs of most pickup owners.
2017 Ram 1500 Big Horn 4WD
The most comfortable ride
Our previous top pick, the Ram is still a great choice, combining the most comfortable ride with the most powerful engine and an easy-to-use infotainment system. But it's more expensive than the Titan and it lacks some desirable features.
If you're not fond of the stiff, "truck-like" ride that's common to full-size pickups, the 2017 Ram 1500 Big Horn 4WD might be a better choice. The Ram 1500—our previous top pick in this category—was praised by reviewers for its superior ride quality, which is an important consideration if you spend a lot of time commuting, hauling, or towing. In addition, the Ram's 5.7-liter Hemi V8 is the most powerful engine in this group, and it's coupled with the only standard eight-speed automatic transmission and an automatic 4WD system for driving in constantly varying conditions or inclement weather. You can't get features like a telescoping steering wheel or forward-collision warning, however, and the 2017 Ram's reliability and crash-test scores don't stand out in this group. When similarly equipped, the Ram also costs several thousand dollars more than the Titan.
Upgrade pick
2017 Ford F-150 Lariat SuperCrew 4WD
Fully loaded for convenience and safety
If your budget allows, the F-150 Lariat can be equipped like a luxury car, with an array of active safety and infotainment features, as well as pampering convenience items. However, data suggests that its aluminum body costs more money and time to fix than traditional steel bodies.
If you want to equip your truck like a modern luxury car and can afford the higher price tag, we recommend the 2017 Ford F-150 Lariat SuperCrew 4WD. The F-150 stands out as having the best crash-test ratings of the group, a hefty payload capacity, a very solid, quiet, and roomy cab, and Ford's nifty Sync 3 infotainment system. Adding to that, the Lariat's array of options includes a full suite of active safety features that are hard to find in similarly priced trucks, including a 360-degree camera system that lets you see all around the truck while parking and maneuvering. And it's stocked with luxury touches such as heated and vented leather seats, adaptive cruise control, dual-zone automatic climate control, and a self-parking mode. On the performance end, our Lariat configuration also includes automatic four-wheel drive and a potent 385 hp V8 that rivals the Ram 1500 and Nissan Titan engines as the strongest of the group. The F-150's aluminum body, however, can cost more and take more time to repair than a traditional steel one.
Though these are the trucks that earned our highest recommendations, you can read our takes on other models in this class—the Chevrolet Silverado LT, Ford F-150 XLT, GMC Sierra SLE, and Toyota Tundra SR5—in the competition section below.
Everything we recommend
Our pick
2017 Nissan Titan SV Crew Cab 4WD
The best full-size pickup truck
The Titan is a well-rounded pickup that balances the towing and hauling aspects of a good pickup with a comfortable cab and the best amenities, warranty, and safety features in this price range.
2017 Ram 1500 Big Horn 4WD
The most comfortable ride
Our previous top pick, the Ram is still a great choice, combining the most comfortable ride with the most powerful engine and an easy-to-use infotainment system. But it's more expensive than the Titan and it lacks some desirable features.
Upgrade pick
2017 Ford F-150 Lariat SuperCrew 4WD
Fully loaded for convenience and safety
If your budget allows, the F-150 Lariat can be equipped like a luxury car, with an array of active safety and infotainment features, as well as pampering convenience items. However, data suggests that its aluminum body costs more money and time to fix than traditional steel bodies.
The research
Why you should trust me
I've been driving pickups and breaking parts—and replacing or repairing said parts—for 40 years, documenting it for almost 30. I've gotten stuck in at least five states and towed in many more, developed loaded testing at truck magazines, introduced lighting evaluations a decade before Consumer Reports saw the light, and quit counting at a million miles driven last century. I've been published or appeared in more than 35 outlets; I was the longtime editor-at-large at Truck Trend; I served as technical editor at Four Wheeler, Trailer Life, and MotorHome magazines; and I was an off-highway driving instructor. I own a pickup, although it's 25 years old and in a heavier weight class than these half-tons. Lastly, I hold no positions with any pickup manufacturers.
For this guide, I also interviewed a few other truck experts, including Mike Magda, a founding editor of Truck Trend and Hot Truck as well as a contributor to many other outlets; and Mark Williams, the current editor of PickupTrucks.com. I also spoke with Allyson Harwood, features editor at Kelley Blue Book, who has many years of experience in truck magazines; and Dan Edmunds, director of vehicle testing at Edmunds.
Do you need a pickup truck?
Full-size pickups are the most popular kind of vehicle sold in the US. That's because they offer the most variety and versatility, which makes them appealing to a broad range of buyers and capable of handling almost any "what if" situation that arises, from hauling loads across town to venturing far off the beaten path. Full-size pickups are one of the few types of vehicles that can haul and tow serious weight. Their open beds can carry big, bulky cargo that won't fit in an SUV or most vans, from large furniture to 4-by-8-foot sheets of building materials. And they offer true four-wheel drive for serious off-road driving. That makes them ideal for do-it-yourselfers, outdoor recreationists, and weekend warriors. Moreover, today's pickups run the gamut from bare-bones regular-cab models, which are essential tools on many job sites, to luxurious, feature-rich crew-cab models that can comfortably hold a family and serve as pampering everyday transportation.
On the other hand, full-size pickups are big, heavy, fuel inefficient, and expensive—they can be overkill if you're not using them for what they're designed to do. Whether you really need a pickup truck or not really depends on your needs: What do you need to tow or haul that can only be carried in a truck's bed (as opposed to, say, in the interior of an SUV)? And how often do you need that capability?
There are only six model lines of full-size, half-ton (light-duty) pickups sold in the US: the Chevrolet Silverado, Ford F-150, GMC Sierra (which is the corporate twin of the Silverado), Nissan Titan, Ram 1500, and Toyota Tundra. All are very capable, well-rounded models. But they offer millions of possible configurations—including various cabs, drivetrains, beds, trim versions, and option choices. That's great for getting just what you want, but it can also make choosing the right pickup harder than with other vehicles.
Most pickup lines offer three cab sizes. A regular-cab (also called single-cab) version has two doors and no rear seat. Extended cabs have standard front doors, smaller rear doors, and a moderate rear seat; they're typically named differently by brand, with terms such as SuperCab, Double Cab, Quad Cab, or King Cab. Crew-cab versions have four full-size doors and rear seat room that's on a par with or greater than the front seat room. (Ford calls this version its SuperCrew and Toyota uses the name CrewMax.) You can also usually choose from three bed lengths—short (65 to 68 inches), standard (75 to 79 inches), and long (96 to 98 inches)–three engines, two- or four-wheel drive, and five to 10 trim levels. For this guide, we compared crew-cab models with a short bed, automatic transmission, and four-wheel drive, because they provide the best balance of versatility and everyday drivability.
Those new to pickups will find a few things immediately apparent after driving a full-size, four-door crew cab like the models we looked at. They are big: more than 6½ feet wide (not counting their mirrors, side steps, or door handles), over 6 feet tall, and more than 19 feet long. They don't fit in some drive-thrus, parking garages, or narrow alleyways. Most require the equivalent of four interstate lanes to make a U-turn. And when parking, you may not be able to tell where their bodywork corners are, particularly if you're shorter than average. Without optional side steps, their tall height can make them hard to climb into. And beds can be 2½ to 3 feet off the ground, which can be a nuisance when loading heavy items.
Because a truck's components need to be more heavy-duty to handle a truck's workload, its brakes, tires, and shock absorbers may cost more to service or require more-frequent service. And because of their weight, pickups do not stop or change direction as easily as cars. They can accelerate quickly because of their large, powerful engines, but they also drink more fuel.
Some good things come with being big, though. I'm more than 6 feet tall and can wear a Stetson hat in the front or rear seat of a full-size pickup truck, as well as bring three like-sized friends along without them complaining (about room, at least). A truck's height also offers a far-reaching view, often over hedges or crop fields that line highways. And your Great Dane can stand on the back seat with its nose outside—while the inevitable slobber collects in the easy-to-hose-out bed.
You'll also make plenty of new friends because people will soon become aware you own a pickup and think of you—or more accurately, it—whenever they buy a major appliance, want to move furniture or car parts, buy trees or bulk fertilizer at the nursery, or want to tow their trailer.
If you don't need the open-bed cargo capacity of a pickup truck, or ever tow more than, say, a small, 4,000-pound trailer, there are more sensible vehicle choices. Williams and Magda both suggest that a pickup truck purchase involve future planning. Magda told us that at the time of purchase, many people "buy the tow package and are impressed with the tow ratings because they 'hope' someday to get a boat or travel trailer, and if you don't have towing needs, the best reason for getting the tow package is resale value because the next buyer is either going to need it or 'hope' to get a boat or travel trailer." Williams concurs, observing towing capacity is "not always the best top priority. Many are interested in pickups because of what a pickup COULD do in case a situation came up." That same sentiment applies to the go-anywhere aspect of a truck with true 4WD.
Then there's the image. These full-size pickup trucks are as rugged and handsome as a Hollywood Western star and can make you feel like one behind the wheel. They're also slab-sided and as aerodynamic as a house, with oversized design touches that make them look like small semi tractors. It seems every year one of their designs is tweaked to look more macho than the next, leading to some comically large grilles, badges, and fenders that make them appear as if they're smothering their tiny wheels.
Loyalty runs deep with many truck buyers, some having stuck with a particular brand of truck through generations of a family. Once they're hooked on a brand, a loyal truck buyer wouldn't switch for anything, even if their truck isn't the best one; there's always hope that one day it will be again (kind of like a sports team).
The full-size half-ton pickups in this guide represent the sweet spot for capability and livability.
But there are other types you can buy. Smaller, midsize trucks—such as the Chevy Colorado, GMC Canyon, Honda Ridgeline, Toyota Tacoma, and Nissan Frontier—cost less and can be sufficient for lighter-duty demands. But their cabs are notably narrower and less suited for three-across seating, their towing capacity doesn't match that of most full-size trucks, and they don't offer tow mirrors to see behind an 8-foot-plus-wide trailer.
Going in the other direction, you can also get "heavy-duty" pickups models, such as the Ford SuperDuty and the 2500- and 3500-series models from Chevy, GMC, and Ram. They provide the same cabs as, or larger cabs than, the trucks in this guide, and they're built to tow and carry much heavier loads. As a result, they cost more, use more gasoline, aren't as maneuverable, and don't ride as well when the bed is empty.
In a niche by itself is the Nissan Titan's big-brother, the Titan XD. It's slotted in between the half-ton pickups in this guide and the heavy-duty trucks. About a foot longer than the standard Titan, the XD carries up to 50 percent more and tows up to 30 percent more, and it offers an optional diesel engine, which is common in heavy-duty models.
If you're partial to your pickup truck being built in America, the distinction isn't as simple as you might think. Though Nissan and Toyota are Japanese brands, their trucks in this guide, and their engines, are assembled in the US. Meanwhile, some of the "American" trucks, including ones from Chevrolet, GMC, and Ram, are built in Mexico, with parts coming from other countries. If what makes a truck "American" is where its parts come from and where it's assembled, the most red, white, and blue of them all is the Toyota Tundra. A more accurate assessment, on the other hand, might also include factors such as where a truck was developed, where its profits go, and where the manufacturer is headquartered. According to the 2017 Kogod Made in America Auto Index from American University's school of business, which takes these factors into consideration, the Ford F-150 tops the list of "American" half-ton pickups, followed by the Tundra, Ram, Titan, and Silverado/Sierra.
How to make sense of tow and payload ratings
Advertisements for pickup trucks are littered with numbers for maximum tow ratings and maximum payload capacities, which are inevitably linked to an asterisk note or some fine print. The only asterisk to look for has a reference to SAE J2807, an industry standard developed so all tow ratings could be compared, apples to apples. You can't compare a current J2807 rating to an older tow rating that's not quoted to that standard.
The asterisk or fine print may also mention that a truck has to be "properly equipped" to achieve its maximum ratings, or might specify that only a specific model can do it. Most of these max ratings apply to regular cab (two-door), long-bed models. But regular cabs account for only five percent of pickup truck sales, and fewer yet have the required options to pull or haul the max numbers you see in commercials. Moreover, a truck's maximum tow and payload ratings don't often come in the same version; the one that can tow the most usually isn't the one with the highest payload rating.
Another consideration is that maximum payload ratings, or how much weight a truck can safely carry, are usually calculated based on a truck with no additional options beyond the required mechanical components; add the weight of any options and a few personal items and the actual payload capacity of these trucks is less than the numbers you see in the specs.
As an extreme example, a 2015 Ram Rebel with its heavier air suspension and larger wheels and tires (plus some package and stand-alone options like a Luxury Group, larger fuel tank, and RamBox) weighs 5,900 pounds when full of fuel, which yields only a 900-pound payload. That's a big drop from the "base" Crew Cab 4WD V8 model with a payload of 1,530 pounds, and it's a good illustration of why we tried to go light on the options when configuring the trucks for this guide. Though that example is more extreme than most, don't be surprised if your truck's actual weight yields a payload capacity 100 to 200 pounds lower than the brochure estimates. In fact, Mike Magda suggests that you figure in a minimum "20-percent fudge factor, [in that you should get] a tow rating at least that much higher than the intended load."
The payload capacity of half-ton, full-size pickups varies from fewer than 1,000 pounds to more than 3,000. In most cases that includes passengers, any cargo in the bed and cab, and a trailer's tongue weight—basically any weight put on or in the truck, not just what's placed in the bed. You might load a family of four, firewood, and a couple of five-gallon water jugs and be overweight before any trailer is attached. Alternately, you might load two cubic yards of sand and still have room for some plants. We configured trucks that can carry a payload of roughly 1,500 to 1,800 pounds, which could equal a svelte cowgirl and 1,400 pounds of hay, or a quartet of 200-pounders and the tongue weight of a 7,000-pound trailer.
When it comes to towing, the trucks in this guide are rated to tow anywhere from 7,600 pounds (F-150 with a 2.7-liter V6) to 10,140 pounds (Ram 1500) as we configured them, provided you follow the requirements laid out in their owner's manuals. The Ram, Ford, Chevy, and GMC trucks can tow a few thousand pounds more than that with some extra options or different configurations; the Nissan Titan and Toyota Tundra max out in that range.
To put those pounds in perspective, a 26-foot pleasure boat that weighs 5,000 pounds empty means you'll be towing closer to 7,500 to 8,000 pounds when you add the weight of its trailer and the 75 gallons of gasoline it may carry. A 28-foot Airstream trailer is said to weigh about 6,600 pounds empty, but that's before you add 60 pounds of propane fuel, 375 pounds of water, 175 pounds in added equipment, and the 1,000 pounds of fishing tackle, food, beverages, linens, and electronics you may bring. In either case, don't forget to subtract the 800-pound tongue weight of the trailer from the truck's payload rating.
Here's how to figure out the weight that your particular pickup can haul or tow safely. For your truck's true payload capacity, you first need to weigh it with a full tank of fuel. This can be done for less than $20 at larger truck stops, moving and storage companies, and self-storage firms; just search for "truck scales" or "public scales" online. Then, subtract that number from the vehicle's "GVWR" (gross vehicle weight rating), which is typically shown on a sticker on the driver's door jamb or in the glovebox. What's left over is how much weight you can add to the truck in the form of people, gear, cargo, hitch hardware, and a trailer's tongue weight (about 10 to 15 percent of the trailer weight—the trailer manufacturer will have a best-case number you should consider a minimum).
To figure out your truck's true maximum towing number, again weigh it with a full tank of fuel and then get your truck's "GCWR" (gross combined weight rating) from the dealer. Combine the weight of the truck, its occupants, and cargo (including the trailer tongue weight) and then subtract that amount from the GCWR. That number, or the maximum tow rating from the manufacturer—whichever is lower—is the heaviest trailer your truck can safely tow. You should also check your manufacturer's towing guide for any restrictions on the frontal area of a trailer; towing capacity often drops for extra-large trailers that create too much wind resistance.
How to calculate a truck's actual payload capacity
|Subtract weight of truck (with a full tank of fuel)
|Actual payload capacity (amount of weight the truck can safely carry)
How to calculate a truck's actual towing capacity
|Subtract weight of truck (with a full tank of fuel)
|Subtract weight of passengers and cargo
|Subtract tongue weight for an 8,000-pound trailer (about 10%)
|Heaviest trailer the truck can safely tow
Should you get 4WD?
One of the first decisions you have to make when choosing a pickup truck is whether or not it will have two- or four-wheel drive (4WD). With 4WD, the engine's power goes to all four of the truck's wheels instead of only the rear ones, with the main advantage being extra grip in slippery conditions. If both of the rear tires lose traction and start spinning, you still have the front ones to keep you moving.
Four-wheel drive isn't an inexpensive addition: With the trucks we priced out for this guide, the difference between 2WD and 4WD is about $3,000 to $4,000. But if you tend to drive a lot on snowy or icy roads, 4WD can help prevent you from getting stuck. And if you go off-road, even occasionally, 4WD can be the difference between whether or not you make it back to the pavement without problems.
But even if you never drive in those situations, there are other good reasons to consider 4WD. Mark Williams of PickupTrucks.com always recommends 4WD as an "extension of that 'just in case' philosophy" that guides many people to buy a pickup truck in the first place. If you get stuck some distance from a paved road, for instance, the towing service bill could easily pay a big chunk of the 4WD option price. We also agree with Mike Magda, who says, "If buyers expect to encounter sand, rugged trails, and slippery boat ramps, then 4WD should be strongly considered." There's also the potential resale value consideration. Our research indicates that 4WD pickups maintain a higher percentage of their purchase price than do 2WD pickups, suggesting the smarter play is buying a 4WD and selling it if you never use it, rather than finding you need 4WD and taking the hit on selling a 2WD truck.
One other advantage of having a 4WD system is that most transfer cases include a "neutral" setting that lets you safely tow your truck behind a larger motorhome with all four wheels on the road—you know, just in case you win the lottery and the trailer you were considering turns into a motorcoach and your pickup truck becomes the dinghy behind it. These advantages are why we opted to include 4WD on all of the models we configured for this guide.
Keep in mind, though, that 4WD helps only when you're driving straight ahead, driving in reverse, or turning from a stop. It doesn't help you brake in a shorter distance or give you more control when cornering, so you still need to be careful in slippery conditions. In fact, some truckers say that a 4WD truck simply allows you to go farther into the mud or a snowbank before you get stuck. As Magda notes, "When consumers understand that 4WD doesn't glue the truck to the road, more intelligent decisions will be made. Thousands of owners in snowy climates manage productive lives with 2WD trucks." Your best aids for braking and cornering in slippery conditions are an antilock braking system and electronic stability control, which are standard on all new cars and light trucks.
In addition, 4WD adds moving parts and complexity, which can mean more potential repairs down the road. It also adds weight, so 4WD trucks typically get slightly worse fuel economy than 2WD models, according to EPA estimates. In most of the trucks we looked at, though, the difference was only about 1 mpg. We saw the biggest difference with the Ford F-150 XLT, where mpg drops by one in city driving, three on the highway, and two in combined driving. Larger, more aggressive tires also burn more fuel, which is one big reason we stuck with the smallest wheels available when configuring and pricing the trucks. Take these estimates with a grain of salt, though, as a pickup's EPA figures don't change based on different axle ratios or cab sizes, yet both can have an effect on fuel economy (a crew cab adds as much weight as 4WD). Also, your driving style will have a far greater effect on fuel economy than adding 4WD.
If none of the above driving situations are on your radar and your towing will be limited to well-kept campgrounds, a truck with 2WD could be a fine choice, as it will cost less to buy, operate, and maintain than a 4WD truck. Two-wheel-drive trucks also often handle and stop better, even in the snow, because that's more a function of weight and having the right tires, and 2WD trucks weigh less.
Keep in mind that a true 4WD system, such as those available on full-size pickup trucks, is different than the all-wheel-drive (AWD) systems on SUVs, crossovers, and cars, even though the terminology often gets used interchangeably in brochures and marketing info. A true 4WD system includes a transfer case that allows it to operate in either a high (normal) range or a low range for extra grunt. The low range provides a gear reduction to multiply the engine's power about 2.6 times while slowing down the truck's pace to more of a crawl. This is helpful when creeping through difficult off-road terrain, for clambering up and over things like steep hills or rocks, and when powering through loose surfaces like sand or mud.
Though standard 4WD systems require you to manually shift between 2WD and 4WD modes, some models offer "on-demand" or "automatic" systems that—like AWD—automatically shift between the two modes, depending on the conditions. With these, the rear wheels are driven normally and power is automatically routed to the front wheels when needed without the driver taking any action. You can leave these trucks in "on-demand" or "auto" mode all of the time unless you need to select 4WD low for the low-gear reduction, or 2WD for, say, a smog test. Although our top pick doesn't offer an auto-4WD option, we prefer it—when available and reasonably priced—for its greater convenience.
How we picked and tested
For this guide, we focused only on full-size, half-ton pickups, which are the most popular. To determine which one is the best for personal use, we pored over thousands of data tables, debated among ourselves, talked with other experts, and drove virtually every pickup with more than two doors—some more than once, and many back-to-back.
There are a plethora of available configurations from which to choose. (When we asked an automaker's representative how many permutations of its full-size pickup truck is possible, he replied simply, "Millions.") Because we were looking for the best trucks for personal use, we focused only on the four-door crew-cab versions, which can transport up to six people and provide the best combination of hauling and towing capability and everyday liveability, especially for families. As we said above, we also chose to include 4WD for the benefits that system provides.
There are more than 40 trim levels among these six full-size pickups, and a multitude of options you can choose from. We compared the specs and features of each trim version to choose the one within each model line that we feel provides the best combo of features and price. The lowest-priced trims are suitable only for fleet buyers and customizers looking for the absolute basics; many don't offer features we consider important. At the other extreme, the top trims often come with larger engines you don't need, enough leather and wood to make a Lexus jealous, every modern convenience you could ever want, and a price tag in the $60,000 to $70,000 range. The sweet spot is the mid-level trims, priced at about $40,000 to $50,000, which give you the best truck for the buck. Here's what we looked for when configuring the trucks in this guide:
Interior features. The mid-level trims provide comfortable, although not extravagant, interiors. You'll get cloth seats; carpet on the floor; air conditioning; an average audio system; and power windows, door locks, and mirrors. If a "value" or "convenience" option package that adds a power driver's seat or a telescoping steering column (they all have tilt) was available, we added it. And if a back-up camera wasn't standard, we added it as an option. We also opted for Bluetooth for hands-free calls and audio streaming, as well as a large touchscreen and, when available, smartphone-friendly features such as mobile apps and Siri Eyes Free voice control.
Engine. Most full-size pickup trucks offer a choice of a six- or eight-cylinder engine (the Ram 1500 also offers a diesel). Any of these engines can get the job done, though naturally aspirated V6 engines make a lot of noise when towing near their maximum limit and generally have to work a lot harder. Magda said he would "never consider a base [V6] engine for a crew cab that would serve as a family or personal pickup, regardless of the fuel economy." We agree mostly (an exception would be a 2WD GM with its torquey 4.3-liter V6). So, we chose a V8 engine for every truck except the F-150 XLT, for which we picked Ford's optional turbocharged V6 that delivers V8-like power and a little better fuel economy.
Safety systems. All new trucks include electronic stability control, antilock brakes, traction control, and at least six airbags—dual front bags, front side-impact bags, and side-curtain bags. The latest active safety systems, below, are relatively rare in the mid-trim levels we chose, but they're worth looking for if they don't push the vehicle's price too high. The Nissan Titan and Toyota Tundra are the only trucks in our group that have blind-spot monitoring and rear cross-traffic alert systems; adding it to the Ford F-150 or GM models would bump the price by thousands because of the required option packages. You can get forward-collision and lane-departure warning systems on upper trim levels of the F-150, Silverado, and Sierra, but you'll be looking at a sticker price of well over $50,000.
- Blind-spot monitoring: When you activate a turn signal, this system alerts you if it detects a vehicle in your blind zone (behind and to the side of your vehicle).
- Rear cross-traffic alert: When backing up, this detects cars and people that are moving near the rear of your vehicle. It's especially valuable when trying to back out of a tight parking space in a busy parking lot.
- Forward-collision warning: Monitors the distance between your vehicle and the one immediately in front, and, based on your speed, warns you if you're in danger of hitting that vehicle. According to the IIHS, forward-collision warning is effective in helping drivers avoid front-to-rear crashes. More advanced systems include automatic braking that will apply the brakes—even if the driver doesn't—to avoid or minimize an accident.
- Lane-departure warning: Alerts you if your car begins to drift out of its lane without a turn signal being activated, as could happen if you're distracted or sleepy. More advanced systems also provide an assist feature that gently nudges the steering wheel back toward your lane.
Towing package. We expected our trucks to be capable of pulling a 5,000- to 6,000-pound trailer, like a 21-foot wakeboarding boat (without ballast) or a lightweight, 22-foot, single-slide travel trailer. Curiously, only half the trucks came with a receiver hitch, and only the Tundra comes standard with a towing package. Often a truck will offer more than one towing package, from basic to maximum, and the maximum trailer weight typically goes up with the price and level of the tow package. There is no standard on what's included on a tow pack, but look for things like a hitch, greater engine-cooling capacity, a larger battery and/or alternator, dedicated wiring for the trailer lights, trailer plugs, larger mirrors with a separate wide-angle element that slides out to "see" past an 8.5-foot wide trailer, and different mechanical components like axles and springs. On trucks that offered two or more trailering packages, we chose moderately, believing that larger, stronger three-quarter-ton heavy-duty pickups are better choices for pulling hefty 10,000-to-12,000-pound trailers.
Trailer-brake controller. Some towing packages include an integrated trailer-brake controller (ITBC), and others offer it as a standalone option. An integrated brake controller delivers electrical current to activate the electric brakes (and most electric-over-hydraulic brakes) on the trailer itself. Because an ITBC is part of the truck and has all of the truck's braking system data available to it, the braking action of truck and trailer together is smoother, more precise, and better than most aftermarket trailer-brake controllers. And an ITBC is covered under your truck's warranty. Although you may not need an ITBC for a trailer with surge brakes (that apply hydraulic brake pressure to a trailer's brakes as the weight of the trailer pushes against the tow ball), we recommend always ordering your truck with this technology. We configured all of the trucks in this guide with one to increase their resale value, if nothing else.
In addition to choosing the best trim for each truck, we compared estimated fuel economy on the Environmental Protection Agency's website and real-world gas mileage on fuelly.com. We looked at reviews and long-term tests from sources like AutoWeek, Car and Driver, Consumer Reports, Edmunds, and Motor Trend. Safety data was gathered from the National Highway Traffic Safety Administration and the Insurance Institute for Highway Safety, and Kelley Blue Book supplied projected ownership costs across the first five years. And I reviewed my tests and notes on all of the current-generation pickups I've driven in the past few years.
Then we drove them—all of them. Most were loaned to us by their manufacturers for a week, sometimes longer, and in many instances we drove our top contenders back-to-back on the same roads and conditions. We towed the same ugly dump trailer with each truck, clambered around and underneath each, and washed and vacuumed them, because you can learn quite a bit from those activities—especially if you're inclined to lose things inside.
The truth is that the full-size truck class is highly competitive, and it's hard to go wrong with any of the ones we considered. No model is a slam dunk that stands head and shoulders above the rest, and none can be easily dismissed. It was only after comparing all the data, as well as our driving notes, that we were prepared to name the 2017 Nissan Titan SV as our top pick.
Our pick
Our pick
2017 Nissan Titan SV Crew Cab 4WD
The best full-size pickup truck
The Titan is a well-rounded pickup that balances the towing and hauling aspects of a good pickup with a comfortable cab and the best amenities, warranty, and safety features in this price range.
The full-size pickup class is so competitive that it's the little things that give one truck an edge over another, and the thoroughly redesigned 2017 Nissan Titan SV Crew Cab 4WD has enough of those advantages that we recommend it as the best full-size pickup for personal use. Of all the trucks we looked at, the 4WD Titan provides the best overall value and does the best job of balancing work-truck and "what if" capabilities with a comfortable cabin and modern infotainment features, and it also has the longest warranty in the class. The Titan handles most hauling and towing chores with ease, comes with the second-strongest engine in this group, achieves competitive fuel economy, and is quiet and feels solid when underway. And its compelling value argument is backed by giving you the most bang for the buck—a longer list of handy features for the second-lowest price (about $45,500)—in this group. No, it's not head-and-shoulders above its competitors, but if we were buying a pickup right now, we'd choose the Nissan Titan SV.
The SV version is the second least expensive of the Titan's five trim levels. With 4WD and a "short" 67-inch bed, it starts at a little under $41,000. That's about $3,000 more than the entry-level S version, with that extra money getting you such handy features as aluminum wheels, skid plates, a trailer sway control, heated power mirrors, better upholstery and gauges, satellite radio, and—importantly—a significantly longer option list. This latter advantage allowed us to equip the Titan with such important additions as blind-spot and rear cross-traffic warning systems, smart keyless entry and ignition (which lets you start the engine and lock/unlock the doors without taking the key out of your pocket or purse), heated front seats, navigation, and Siri Eyes Free, which either aren't available or cost enough extra money that we decided not to include them on most of the other trucks we considered.
As with many automakers these days, Nissan plays the option-package game of making you buy extras you may not necessarily need in order to get the things you want. We opted for the $470 SV Towing Convenience Package, which includes extendable tow mirrors (to see what's behind a trailer), an integrated trailer brake controller, and an easy-to-use key-fob function that lets you check all the trailer lights without running back and forth or needing anyone in the truck (but, curiously, the package doesn't include a receiver hitch). To get that package, you have to also get the $2,000 SV Comfort & Convenience Package. Fortunately, that's one that we'd opt for anyway, as it includes all of the features mentioned above, as well as such handy items as a backup camera, dual-zone automatic climate control, automatic headlights, a 7-inch touchscreen, mobile apps, voice control, front and rear parking sensors, an 8-way power driver's seat, running boards, and (yes, here it is) a receiver hitch. That's actually a pretty inviting package for the money.
We also added the $1,120 SV Utility Package, which includes a spray-on bedliner, a lockable rear seat cargo organizer, a bed-mounted 120-volt AC power outlet, and Nissan's nifty Utili-track Cargo System, which includes four movable tie-down cleats that make it easier to secure a load in the bed. This package, by the way, also requires both of the above-mentioned packages.
The total price of the truck with our selected options comes to a little more than $45,500. That brings the Titan SV in at about $3,000 less than the similarly equipped Chevrolet Silverado LT, GMC Sierra SLE, or Ram 1500 Big Horn, and about $1,000 less than the Ford F-150 XLT. It's about $2,000 more than the Toyota Tundra SR5, which lacks some of the Titan's features.
In addition, the Titan's warranty could save you some money. At five years/100,000 miles, the bumper-to-bumper warranty is two years/64,000 miles more than any competitor, and power train coverage is longer by 40,000 miles. And, according to KBB.com, the Titan has the second-lowest owner-cost estimate: about $47,000—or 63¢ per mile—over the first five years. That's about $2,000 more than the Toyota Tundra, about $300 less than the Ford F-150, and about $3,000 to $4,000 less than the GM and Ram trucks.
In terms of performance, the Titan doesn't top the charts in any one specification or capability, but it has plenty of performance to handle the kind of everyday tasks that most pickup owners need a truck for. Its smooth, responsive 5.6-liter V8, which delivers 390 hp and 394 pound-feet of torque, is among the strongest of the group, just 5 hp under the Ram 1500's V8. It's the same basic engine that powers Infiniti's QX80 luxury SUV (although the QX80's higher compression ratio lets it deliver 400 hp but requires premium fuel; the Titan is designed to use regular gas.)
The Titan's engine is matched to an equally responsive seven-speed automatic transmission. Its tow/haul mode works as designed for moderate to larger trailers, as does the integrated trailer brake controller. A nice V8 sound is present under moderate-to-heavy throttle, and the tiresome exhaust drone of older Titans is gone.
Of course, a heavy vehicle with a large gasoline engine is hard on fuel consumption; based on EPA estimates, the Titan gets 18 mpg in combined city and highway driving (15 city, 21 highway). In our group, that's about the same as the Chevy Silverado and GMC Sierra, slightly better than the Ram 1500, and a notable 3 mpg better than the Toyota Tundra. Only the Ford F-150, with its smaller turbocharged V6, gets better fuel economy (20 mpg combined). Keep in mind, though, that EPA and real-world numbers don't always align, and your driving style will have a far greater effect on gas mileage than the estimated differences between these trucks.
The Titan we configured is rated to tow about 9,200 pounds, which is competitive with the other trucks we tested—slightly less than the Tundra and Ram, but similar to the GM twins and more than our F-150 XLT. We configured these trucks to tow a trailer in the 6,000- to 7,000-pound range, with a family and gear on board. (You could equip the Ford and GMs to tow around 12,000 pounds, disregarding any budget constraints, but we'd prefer a heavier-duty pickup for that.) Because the V8 is standard on the Titan, no mechanical upgrades are needed, and trailer sway control is built into the truck's stability control system.
As equipped, our Titan's rated payload capacity is about 1,550 pounds; that's how much weight it can safely carry (including people, gear or cargo, and the tongue weight of a trailer). The GM twins can carry about 200 pounds more, and for those planning on routinely carrying heavier loads or towing a larger trailer, that difference could be significant. But for most people who don't use the maximum capacity of their truck every day, the Titan will easily get the job done. For instance, it can still safely carry a family of four while hauling a 7,000-pound boat or trailer. If you do often haul loads that come close to the maximum capacity of these half-ton pickups, you should probably consider a bigger and more robust three-quarter-ton, heavy-duty pickup. Speaking of cargo, though many pickups offer factory cargo-retention arrangements, the Titan's is the most impressive, with rails on the bed sides and front, as well as in the floor, for easily securing almost anything.
All pickups tend to handle similarly, with benign manners that aren't prone to surprising the driver, and the Titan is as predictable as any. Only the Ram has an advantage in handling, as its rear tires stay in better contact with the road over rough surfaces and things like angled railroad crossings. With its standard 18-inch wheels, the Titan SV has a fairly comfortable ride; it's not as cushy as the Ram's nor as firm as the GM trucks. It's easy to drive and it doesn't feel as big as it is. Its turning circle is one of the smallest of the group—about three feet tighter than that of the Ford and GM trucks. The steering is precise and has a good feel, and the truck has excellent brake feel on pavement or on the trail. Optional 20-inch wheels are available, and though they may look better, that's generally the only thing they're better at.
Like the other trucks, the Titan's cabin provides plenty of room for passengers. It's dressed with attractive materials (at least above knee level; pickups are designed to get dirty). Instrumentation and controls are clearly labeled and sensibly arranged, and there's a decent selection of storage options. Seats are comfortable for hours and generously sized in both the front and rear. The outboard rear-seat headrests are big enough for adults, and the child seat LATCH anchors get a group-best "Acceptable" rating from the IIHS (all of the other models are rated "Marginal" or "Poor"). Another plus for the Titan is the versatility of its rear seats, with the seatbacks able to fold down and the cushions folding up; most competitors offer one or the other.
When it comes to infotainment, the Titan SV comes with the NissanConnect system, which includes a 5-inch display, mobile apps, a hands-free text assistant, and satellite radio. One of our option packages added navigation (with SiriusXM Travel Link and Siri Eyes Free), which even the more-expensive trucks in this group don't have. Although the infotainment system is easy to use and does what you need, the presentation isn't as nice as the Ram's Uconnect or GM's MyLink/IntelliLink displays and graphics.
Flaws but not dealbreakers
Even among millions of possible combinations, we've never found the perfect truck, and the Titan is no different. It doesn't offer automatic 4WD, which means you have to manually switch between two- and four-wheel-drive modes. Though the Titan has seat belts for three people in the rear seat, the center position isn't really a practical option: The center console between the two outboard seats folds up to form a hard, uncomfortable backrest and there's no headrest of any size, which makes it more likely that a passenger would suffer whiplash in a crash. Unless you're really desperate to fit in a third person back there for a very short jaunt, you should just think of it as a roomy and comfortable two-person seat.
Other gripes? The top of the windshield is a little too low for some drivers, which can make it hard to see overhead traffic lights when stopped at some intersections. The infotainment display and graphics are adequate, but the Titan doesn't offer Apple CarPlay or Android Auto, as the Chevy and GMC models do. You also can't get a bigger fuel tank for a longer driving range, as is available on the Ford, Ram or Toyota. And if you need six seats, the available equipment becomes quite constrained, making it harder to option the truck the way you may want to.
The Titan earned only a "Marginal" rating in the IIHS' small-overlap front crash test and headlights evaluations (although that's as good or better than most of the other trucks in this group; the Ford was rated "Good" in the crash test, but "Poor" for headlights). And it scored a below-average rating in Consumer Reports' reliability survey (although, except for the Toyota, that's par for the class). Finally, as with any model that's all-new or has had a major redesign, this year's Titan may have bugs that need to be worked out.
What others are saying
Truck Trend named the redesigned Nissan Titan its 2017 Pickup Truck of the Year, proclaiming, "Surprising performance, value vaults Titan to top." In its report, the truck-enthusiast pub cited the Titan's "class-leading 5-year, 100,000-mile bumper-to-bumper warranty," and stated, "What propelled Nissan's new fullsize to the top was its combination of capability, comfort, value, and all-around practicality as a daily driver. In our eyes it represented the best overall truck experience for the money."
Edmunds sums up the Titan by writing, "If you want a nicely equipped truck and don't need the ultimate in trailer-towing capacity, the 2017 Nissan Titan should suit your needs just fine."
In its review, Forbes says, "The 2017 Nissan Titan manages to hit the sweet spot." Noting the Titan's long warranty, Forbes says, "This warranty will help instill confidence for consumers unfamiliar with the brand, or who are hesitant to take a risk when Ford or Chevrolet are known quantities."
U.S. News & World Report, which consolidates reviews from other pubs and websites, gives the new Titan an overall score of 8.4 out of 10. That places it fifth in its Full Size Pickup Trucks category, although all of the top five models are within half a point of each other. The website says, "The redesigned 2017 Nissan Titan features an upscale cabin, a versatile bed, and a smooth ride." However, it adds, "Most competitors have similar strengths plus better towing capabilities and a lower price."
A little clarification is needed on the site's pricing reference, though, as it's looking only at the "starting price" for each model's base version. In contrast to most truck models, which offer smaller, less-expensive V6 engines in their base versions, the Titan offers only a V8 so far, which accounts for its higher "starting price." (When compared with similarly equipped models, as we did in this guide, the Titan was the second least expensive.)
2017 Ram 1500 Big Horn 4WD
The most comfortable ride
Our previous top pick, the Ram is still a great choice, combining the most comfortable ride with the most powerful engine and an easy-to-use infotainment system. But it's more expensive than the Titan and it lacks some desirable features.
The Ram 1500 Big Horn was our previous top pick in this category and it's still a good choice, especially if you don't like the stiff, bouncy ride that's typical of full-size pickups. Though the Ram tows and hauls as well as any pickup, its unique suspension gives it the smoothest ride of the group. Plus, its automatic, on-demand 4WD system combines the all-wheel-drive convenience of a crossover with the true 4WD capability of a rugged SUV. The Ram has the most powerful engine of this group, with slightly more horsepower than the Titan, and, as we've configured it, the highest tow rating. Then there's Uconnect, the Ram's information and entertainment system, which is arguably the easiest to use in the industry.
Though we were swayed by the value quotient of the redesigned Titan, the Ram also has some drawbacks that kept us from naming it our top pick this time. Its crash-test results, though competitive, aren't stellar; it's the only model with a Marginal rating in the IIHS Roof Strength test and only a three-star rating (out of five) in the government's Rollover test (the redesigned Titan hasn't been tested by the government yet). The Ram also has the lowest reliability rating from Consumer Reports (although all of the trucks here are below average, except for the Toyota Tundra). And it's the only truck in this group that doesn't offer a telescoping steering wheel, which may limit the ability of shorter or taller-than-average drivers to get comfortable behind the wheel and is quickly becoming an expected feature.
Of all the reviews we looked at, the vast majority agree with our feeling that the Ram 1500's ride is the best in this group of trucks. Ram's unique, rear coil-sprung suspension is similar to that used in luxury SUVs like the GMC Yukon and Cadillac Escalade. The other pickups in this group use more basic leaf-spring rear suspensions, which are fine for work duties but deliver a stiffer ride and less-stable handling. A gentler ride will pay off in less driver and passenger fatigue, fewer squeaks and rattles over time, and less noise. And this ride is as cushy as it gets for a full-size pickup truck.
The Ram 1500 is one of only three trucks at this price with an automatic 4WD system, which—like most all-wheel-drive cars, crossovers, and SUVs—means it finds the best traction automatically, without the driver having to manually change a setting.
Another highlight of our recommended Ram 1500 Big Horn configuration is the automaker's much-loved Uconnect 8.4 infotainment system, which includes an 8.4-inch touchscreen display for operating the stereo and climate control system, syncs with your smartphone or music device, and lets you set myriad truck functions and personalize how you prefer things. Compared with other systems, Uconnect is best known for having the simplest, easiest-to-use interface. Its virtual screen controls include large, movable "tiles" that are easy to hit. And it also has redundant, physical controls below the screen so you can do many things without using the screen at all, which is handy when wearing work gloves or bounding along a dirt road.
The Ram 1500 offers several options that aren't available on other trucks, like its handy RamBox Cargo Management System (which includes lockable bins in the bedsides), a fuel-efficient diesel engine, and the group's only available air suspension, but we passed on them in our configuration because of the bucks they added to the vehicle's price.
The Ram's 5.7-liter Hemi V8 delivers 395 horsepower and 410 pound-feet of torque, which makes it the most powerful engine in this group. With this engine (and the optional 3.92:1 axle ratio), the Ram can tow five tons, which is also tops. A significant increase like that on the other trucks will cost anywhere from $750 to more than $3,000 extra. As equipped, our Ram's rated payload capacity is 1,500 pounds. That's the lowest in this group, but it contributes to the good ride and, for most people who don't typically use the maximum capacity of their truck, the Ram will still easily get the job done. On the downside, the Ram 1500's 5.7-liter V8 is the second lowest in fuel economy, with an EPA estimate of 17 mpg in combined city/highway driving.
The Big Horn version we chose is one of 12 trim levels and the fifth least expensive of the bunch. (The Lone Star version is almost identically equipped except for cosmetic differences, and could be about $2,000 less, depending where you live.) With a crew cab, 4WD, and a short 67-inch bed, the Big Horn starts at a little over $43,000; after adding options like the 5.7-liter V8, the trailer towing mirror and brake control group, and a spray-in bedliner, it came to about $48,500.
A more feature-rich alternative
Upgrade pick
2017 Ford F-150 Lariat SuperCrew 4WD
Fully loaded for convenience and safety
If your budget allows, the F-150 Lariat can be equipped like a luxury car, with an array of active safety and infotainment features, as well as pampering convenience items. However, data suggests that its aluminum body costs more money and time to fix than traditional steel bodies.
If you're looking for a truck with more of today's comfort, convenience, and safety features, and you're prepared to spend about $10,000 to $12,000 more than the cost of the other trucks in this guide, we think a well-optioned Ford F-150 Lariat is the best choice. On its own, the F-150 has several worthy highlights, including the best crash-test ratings of the group; a hefty payload capacity; a very solid, quiet, and roomy cab; and Ford's nifty Sync 3 infotainment system. The Lariat also gives you access to a host of handy safety and convenience features that you can't get in the F-150's XLT version or the other trucks in the group. And it can do things that no other pickup can.
You can buy even more-luxurious trucks (and some of the Lariat's features are included in the Titan Platinum), but if you can imagine "value," "luxury pickup," and "$59,000" in the same sentence, the Lariat is the best mix. It's not our top pick for a few reasons, not least of which is its cost to buy and potentially repair. The jury's still out on the F-150's aluminum bodywork time/cost repair concerns, and expensive trucks come with expensive parts: A replacement LED tail light with a blind-spot or parking sensor could cost three to four times that of a standard light.
That Lariat trim makes the F-150's cab more feature-rich, with heated and ventilated front seats, a heated steering wheel and rear seats, leather upholstery, driver memory system, power pedals and tilt/telescoping steering wheel, and more. This upgrade also brings added driver-assist functions, including a 360-degree-view camera system, forward-collision warning, blind-spot monitoring, lane-keeping assist, and adaptive cruise control. It doesn't have a true auto-braking feature, but if it calculates that the truck is in danger of hitting another vehicle, it will warn you audibly and visually, as well as ready the brake system for full-effort stopping, but you still have to push the brake pedal yourself.
You can also get a large, dual-length moonroof and power-deployable running boards, although we didn't include either in our configuration; power boards make the most sense for vehicles that travel well off pavement.
We chose the F-150's 385 hp, 5.0-liter V8 here instead of the XLT's 2.7L turbo V6 for configuration freedom, not for its 60 additional horsepower. We consider the turbo more than satisfactory, though traditionalists will enjoy the smoothness and burble of this Mustang GT-related V8. Our Lariat also adds automatic 4WD, with no detriment to the F-150's light, lively feel. With the V8, the Lariat could consume 15 percent more fuel than the XLT's turbo V6, but it will carry and tow more, too.
Our optioned Lariat addresses two big concerns of many novice pickup drivers: parking such a big vehicle and backing up with a trailer. With its electric steering, our Lariat can be directed through simple dashboard controls and menus to reverse itself into a parking spot or back a boat down a launch ramp or your RV into a site—you just need to work the pedals and watch for overhead interference, such as branches or low-hanging wires. The F-150 and its heavier-duty SuperDuty cousin are the only pickups that offer this capability.
The competition
2017 Ford F-150 XLT SuperCrew: Sporting innovative aluminum bodywork and a turbocharged V6 engine, the Ford F-150 XLT SuperCrew 4WD is the lightest truck in our group, has the best fuel economy, offers excellent performance, and is a good value for around $46,500 in our configuration. It also has a quiet, solid, and spacious interior; it's earned very good crash-test ratings; and it can handle pickup-truck chores as well as any other model in this group. The F-150 XLT was a solid contender to be a pick, but it can't match the value quotient of the Nissan Titan SV. Many upgrades like safety and assist functions require a higher trim, different engine, or both. Also, Consumer Reports says that this engine's superior rated fuel economy is difficult to achieve in the real world. Lastly, that aluminum body may increase the cost of insurance as well as take longer and cost more to fix than traditional steel.
The F-150 XLT is the only truck in this group to not be equipped with a V8 engine. Instead, it has a turbocharged 2.7-liter V6 "EcoBoost" engine, which has good response, idles smoothly, and includes auto start/stop technology, which switches the engine off at traffic lights to save gas. Despite having two fewer cylinders, the V6 delivers V8-like power of 325 hp and 375 pound-feet of torque. Though that's the lowest output in the group on paper, it's still plenty of power to tackle most jobs. Moreover, a turbocharged engine has other advantages: It's better at maintaining its performance at high altitudes and, because it delivers its max power only when needed, an empty F-150 XLT can deliver good fuel economy. That said, if you work it hard, you could use as much gas as the others: Motor Trend and others have called the engine "Eco-or-Boost" and its thrifty EPA-estimated fuel economy "elusive."
Regardless of the trim version, the F-150's cab is the roomiest, with the largest rear seat of the bunch and a completely flat rear floor, without the mild driveshaft hump in the other trucks we tested. It's also so quiet that three publications we found used "tomb" in their description. The controls are logically arranged and well put together, and the newer Sync3 infotainment system is far superior, faster, and simpler to use than Ford's previous (and much criticized) MyFord Touch system. The F-150 XLT comes standard with Ford's MyKey system, which lets you set limits on things like vehicle speed and audio volume if you give the truck to your kid or coworker to drive. The F-150 also offers optional inflatable rear seat belts, which are designed to spread the force of a crash over a wider area of a person's body to minimize injury; we skipped those in our configuration, though, because they can be difficult for a child to use or to secure a child seat with.
For all its good points, the F-150 missed out on being our top pick for a number of reasons, with one being the questions surrounding its aluminum body. Both Edmunds and the Insurance Institute for Highway Safety have intentionally damaged a new F-150, and the results indicate that the aluminum body requires both more time and more money for repairs relative to its steel-bodied predecessor. Insurance rates didn't reflect this when our data was gathered, but an F-150 could also potentially cost more to insure.
2017 Chevrolet Silverado LT Crew Cab 4WD: For those who put a high priority on a truck's hauling and towing capacity, the Chevrolet Silverado LT Crew Cab 4WD may be one to consider. For about $48,500, it has the best payload capacity of our group, as well as good towing capacity, thanks to its powerful and refined 5.3-liter V8. Like the GMC Sierra and Toyota Tundra, it's also got a damped and easy-to-lift tailgate, as well as good steering feel, the lowest roofline of this group (in case you frequent parking garages), and a no-charge 3.42:1 axle ratio that raises its towing capacity 3,000 pounds compared with the standard ratio. However, the Silverado's lethargic transmission, slightly awkward ergonomics, stiff ride, and higher price kept it from being our top pick.
With an as-configured payload of 1,750 pounds and tow rating of 9,100 pounds, the Silverado is well-balanced for work. For instance, it could tow its maximum trailer weight and, assuming a 10 percent tongue weight for the trailer, still carry 840 pounds of people and cargo, which is performance only its corporate twin, the GMC Sierra, can match.
The Silverado's 355 hp, 5.3-liter V8 engine is smooth and refined. It switches off half its cylinders when not needed, which helps the truck achieve a very good fuel economy rating of 22 mpg on the highway, which is second overall and only 1 mpg behind the Ford F-150 XLT, with its smaller, turbocharged 2.7-liter V6 engine. In fact, some testers have found it more efficient in the real world than Ford's high-tech V6.
The Silverado (and GMC Sierra) have the greatest measured front seat head and legroom, and are also good for smaller individuals. A slightly lower roofline makes scraping ice off the windshield easier (and allows access to more parking structures) and its entry height isn't too much of a climb. Plus, the Silverado comes standard with steps in the rear bumper corners and a grab-pocket on the side of the bed for easier clambering in and out, whether the tailgate is up or down. Lastly, its standard damped-and-assisted tailgate is super easy to open and close; even a kid can do it without help.
As we configured it, the Silverado offers some conveniences many of the other trucks don't, including dual-zone automatic climate control, an on-demand 4WD system, tow hooks, and a locking rear differential (included with the tow pack). The MyLink entertainment/phone system includes Apple CarPlay and Android Auto integration that really is plug-and-play, and if you choose a console model, wireless charging with compatible phones is available. The Silverado comes with a three-month trial for General Motors' OnStar driver assistance/telematics system, which includes a suite of emergency, security, navigation, and remote diagnostic services. After that, you need to subscribe at a price of $20 to $35 per month (or $200 to $350 per year), depending on the services you want. Also available on the GM trucks is a Teen Driver mode and a 4G LTE Wi-Fi hotspot service, which includes three months of free data before you need to buy your own.
The Silverado did not make our top pick, though, because its big payload capacity takes a toll on ride quality, generating the typical pickup stiffness unless it's well-loaded. The transmission/engine controls are also programmed for fuel economy, so it gets to its top gear as soon as possible and stays there as long as possible, which makes it feel like you have to bury the gas pedal to get it to downshift; an eight-speed automatic ameliorates some of this but is offered only with the 6.2-liter V8 or 5.3-liter in the pricier LTZ and higher trim levels. This truck also feels heavy (though some people prefer that). Some testers also don't like the way its controls are laid out because the steering wheel, gauges, and center console are all shifted slightly to the right. Finally, the Silverado is the second-priciest truck here and doesn't have the value appeal of some others, such as the Nissan Titan.
2017 GMC Sierra SLE Crew Cab 4WD: Because they're both built by General Motors, everything we said about the Chevy Silverado can be said of the GMC Sierra SLE Crew Cab 4WD, with a few minor exceptions: At around $48,500, it costs a few hundred dollars more than the Silverado because of minor variances regarding its features (a locking rear differential is standard) and option packaging. However, if you prefer the Sierra's appearance to the Silverado or have a GMC dealer that's much closer or that you like better, that could sway your choice between the two.
The Sierra's 5.3-liter V8, six-speed automatic, on-demand 4WD, and substantial feel are pickup attributes many buyers appreciate. Also, it tows and carries things just as well as the Silverado (both its payload and towing capacity are very respectable); it gets the same good highway fuel economy; it's just as easy to climb in and load; and its interior does everything the Silverado's does.
The Sierra didn't make our top pick, though, because it shares the Silverado's heavy feel, offset ergonomics, and economy-prioritized transmission, and it's even more expensive.
2017 Toyota Tundra SR5 CrewMax 4WD: The 2017 Toyota Tundra SR5 CrewMax 4WD gives you a strong power train, a standard towing package with integrated brake controller, unmatched reliability, a smart rear window, and a good selection of features for about $43,500, which is the lowest price in our group. The Tundra wasn't our choice for top pick, though, because it feels dated; it rides firmly (feeling like a truck from 10 years ago), is louder than most, and is relatively unrefined. It also gets the lowest fuel economy of the group, and it doesn't offer a power-adjustment for the SR5's bench seat.
With a 381 hp, 5.7-liter V8, the Tundra is a strong performer that's capable of towing nearly 10,000 pounds. But with a payload rating of 1,500-odd-pounds, towing a trailer that big with 10 percent of its weight on the hitch leaves only about 500 pounds for both people and cargo. It's better to think of the Tundra in terms of towing 7,000- to 8,000-pound trailers.
From all of our research, it appears the Tundra has inherited some of Toyota's sterling reputation for reliability: Consumer Reports rates it highest of this sextet for reliability (although it was one of the lowest in CR's road-test score).
The Tundra SR5 offers an easy-to-lift-and-lower tailgate, front-knee airbags, and what we consider to be the neatest rear window in the group: The entire glass, not just the center section, powers up and down like on an old station wagon, leaving a complete opening for fresh air or access to the back if you have a shell over the bed. Plus, we were able to configure ours with such handy features as blind-spot monitoring, rear cross-traffic alert, rear parking sensors, a powered driver's seat, a telescoping steering wheel, and Toyota's nice Entune infotainment system. Comparing the number of features you get for the price, only the Titan comes close.
What to look forward to
We expect the GM twins—the Chevy Silverado and GMC Sierra—and the Ram 1500 to be redesigned for the 2019 model year. The GMs will likely have more aluminum or new composite panels to reduce weight, while keeping the steel structure and bed. The eight-speed automatic transmission should be standard and a 10 optionally available. And a turbocharged four-cylinder engine (with similar or better power than the base V6) could join the lineup. Expect more safety equipment and maybe a head-up display.
Ram's redesign should entail similar "lightweighting" actions, an upgraded V6, potentially a turbocharged four-cylinder, a new interior, and updated electronics from safety to entertainment. The MegaCab model, with a longer cab, may return to the 1500 line and some four-doors should have rear seats that fold flat into the floor.
No models are expected to get major redesigns for 2018, although there are some notable changes to look for. The Tundra will offer a TRD Sport pack and updated instrument display, but the bigger news is that all models will come standard with forward-collision warning with automatic braking and pedestrian detection, active cruise control (which maintains safe following distance from 25 mph up), lane departure warning, and auto high-beam headlights. This should raise the ante on active safety features in this class and put pressure on the other manufacturers to raise their game.
The Nissan Titan should further expand its lineup with a V6 engine choice and perhaps bring back the KingCab and add automatic 4WD. The dashboard design also suggests that it may get forward-collision warning, a head-up display, or both in the near future.
Ford is planning some light styling upgrades and a 3-liter V6 diesel engine to compete with Ram's. It should also see wider availability of the 10-speed automatic transmission, active cruise control/forward-collision warning with auto braking and pedestrian detection, a 4G LTE Wi-Fi hotspot, and a new 3.3-liter standard V6 engine.
Vehicle Pricing, TrueCar
Mike Magda, Truck, SUV, and Engine Expert, interview
Mark Williams, editor at PickupTrucks.com, interview
Allyson Harwood, features editor, Kelley Blue Book, interview
Kogod School of Business, Made in America Auto Index, American University
Various reports and road tests, Consumer Reports
Official fuel economy ratings, Environmental Protection Agency
Real-world fuel economy, Fuelly.com
US crash test results, National Highway Transportation Safety Administration
Crash test results and safety scores, Insurance Institute for Highway Safety
What Is 5-Year Cost-to-Own, Kelley Blue Book
Truck Rankings: Full Size Pickup Trucks, U.S. News & World Report
Large Pickup Truck Rankings, Consumer Guide


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Danish punk band Iceage's sophomore album You're Nothing is now streaming in full at Pitchfork. The 12-track album "pushes the bands singular sound to further extremes, resulting in twelve examples of the myriad ways Iceage have written, and re-written the short aggressive rock sound," according to a press release. The album officially hits stores on February 19th via Matador Records and pre-orders are ongoing.
New York songwriter Aly Spaltro, aka Lady Lamb the Beekeeper, is now streaming her debut album Ripley Pine in full at The Soundcheck Blog. The 12-track album follows two years of exceptional bedroom demos and comes "as close as possible to conveying the intense majestry of her live shows." The album officially hits stores on February 19th via Ba Da Bing Records.

subset: commoncrawl


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Hozelock pressure washer 150
* Eleven pressure washers tested * All budgets covered * machines from 50-260...
Hozelock pressure washer 150
Price: 179.98
Where: Diy.com
Ease of use:
Set-up was straightforward, with no tools required. Simple clip-and-lock construction made for quick and easy assembly. The Hozelock was ready to work within minutes.
In a clever design touch, the Hozelock Pressure Washer 150 comes with two internal detergent/wax tanks that can be switched with the turn of a dial. The machine comes with a fan- and rotary pattern nozzle, which put the machine's performance at a par with the best in the test. It's up to the job of blasting grime from cars, driveways, patios and most other domestic features and fittings.
It's a large machine, but its centre of gravity is low, so unlike some of the other machines tested it's well-balanced and very rarely topples over.
Hozelock pressure washer 150
Max water pressure: 150 Bar
Flow rate: 420 Litres/hr
Motor Power: 2100 Watt
Hose length: 8 metresStorage
A very clever machine with all storage angles covered. The hose which is a lot more pliable than all the other machines is easily wound to the internal reel, while there's also a compartment for the power cable. The trigger and lances also have their own housings. Hozelock seems to really have had the owner in mind when designing this model.
What Car? says...
The impressive blasting power and clever storage solutions make this one of the stars of our test. A large machine, but it's never awkward or cumbersome. A great machine that's more than up to anything the domestic market can offer.


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Oakland Cemetery (Iowa City, Iowa)
Black Angel, Oakland Cemetery
1000 Brown Street, Iowa City, Iowa
|United States
|41°40′N 91°31′W / 41.67°N 91.52°WCoordinates: 41°40′N 91°31′W / 41.67°N 91.52°W
|Owned by
|City of Iowa City
|40 acres (160,000 m2)
Oakland Cemetery is located on the north side of Iowa City, Iowa, and has served as the main cemetery for Iowa City since 1843.
Cemetery history[edit]
Oakland Cemetery was deeded to the residents of Iowa City on February 13, 1843. Over the years the cemetery has expanded to 40 acres (160,000 m2). Supported by taxpayers, the cemetery is a non-perpetual care facility.[1] As a public institution anyone can be buried in Oakland, but traditionally it was a Protestant cemetery; Catholics were usually buried in the nearby St. Joseph Cemetery, and Jewish Iowa Citians were buried at Agudas Achim Cemetery. Oakland is adjacent to Hickory Hill Park, a large natural area in Iowa City.
Black Angel[edit]
A locally famous monument, the 8.5-foot (2.6 m) tall "Black Angel" statue by Mario Korbel was erected in 1913 [2] as a memorial to Nicholas Feldevert. Local lore and superstition surround this beautiful, but eerie, Angel of Death.[3]
The story of the Black Angel dates back to the late 19th century when Teresa Feldevert traveled to Iowa City from an area that is now known as the Czech Republic and Slovakia. Her first marriage produced her son, Edward Dolezal, who died in Iowa City in 1891. Teresa had the bronze angel statue made in Chicago by Czech-American sculptor Mario Korbel and transported to Iowa City to be placed in the cemetery in 1915. Her second husband, Nicholas Feldevert's ashes were placed in a repository at the base of the statue. When Teresa died in 1924, her ashes were placed beside her husband's. Though the monument displays Teresa's birthdate, there is no sign of her death date. Over the years the bronze statue oxidized, acquiring a greenish-black patina.[4]
Many students and surrounding residents of Iowa City visit the statue. The biggest night of attraction is Halloween where students and residents gather around the statue, some test their luck by touching or kissing the statue. It is said that if one touches or kisses the statue they will be struck dead unless that person is a virgin. It is also rumored that if a pregnant woman walks beneath the statue's stretched wings that she will miscarry.[5] Vandals have damaged the statue, removing several fingers.
The Black Angel is planned to be featured in an upcoming independent paranormal feature film.[6]
Notable graves[edit]
- Robert Lucas, Governor of Ohio and First Territorial Governor of Iowa.
- Samuel J. Kirkwood, Civil War Governor of Iowa and U.S. Senator.
- Eleanor Hoyt Brainerd, popular novelist.
- Virgil M. Hancher, 13th President of the University of Iowa.
- Irving Weber, Iowa City historian.
- Mauricio Lasansky, Highly accomplished artist, well known for his modern printmaking.
- Abel Beach, Poet and a founder of the international fraternity Theta Delta Chi.
- ^ http://www.icgov.org/oakland.htm
- ^ http://siris-artinventories.si.edu/ipac20/ipac.jsp?session=130006V5C9942.25625&profile=ariall&uri=link=3100006~!202466~!3100001~!3100002&aspect=Browse&menu=search&ri=1&source=~!siartinventories&term=Korbel%2C+Mario+Joseph%2C+1882-1954%2C+sculptor.&index=AUTHOR
- ^ Iowa City website, http://www.icgov.org/documents/oaklandhistory.pdf
- ^ Bird, Elizabeth. "Playing with Fear: Interpreting the Adolescent Legend Trip." Western Folklore 53(1994)
- ^ http://www.lostdestinations.com/blkangel.htm
- ^ Petrus, Jill (9 November 2012). "Moviemakers seek funds for Iowa City horror story/ Oakland Cemetery's Black Angel statue at center of 'spook-u-mentary'". Cedar Rapids Gazette. Archived from the original on October 14, 2013.


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It was finally his time to shine in 2016. With the graduation of Marquise Williams, that opened the door for redshirt junior Mitch Trubisky. The former "Mr. Football" of Ohio, Trubisky flashed in mop-up duty during his first two seasons, a lot was expected from him in his first season as a fulltime starter. Entering the season, he was expected to be one of the premier breakout players in college football.
Trubisky exceeded the high expectations in a monumental way. He turned in the most prolific season from a UNC signal caller in the school's history. Trubisky broke the school single-season record for passing yards in a season, and also tied the record for passing TDs entering the bowl game. His 68.9% ranks 5th in the FBS.
The draft campaign of Mitch Trubisky has gained steady steam as the year progressed, and he now stands in the same breath with guys like Deshaun Watson and DeShone Kizer as the 1st round QBs of the 2017 class. How does he stack up?
@JonValencia_WiB saw a lot of tannehill in his game
— trevon godwin (@trevongodwin) December 19, 2016
Name: Mitch Trubisky
Position: QB
Size: 6'3"/220
School: North Carolina
Class: Junior (RS)
Comparison: Ryan Tannehill (Miami Dolphins)
Draft Grade: Mid-Late 1st Round
Positives: Deadly accurate – dubbed "the most accurate QB in the class" for good reason. Surely has an NFL arm and can make all the throws. Drops the ball well in coverage on downfield throws and fits the ball into tight windows. Makes a habit of hitting receivers in stride up the sideline on intermediate-deep throws. Often hits his target in split coverage. Underrated athlete. Does a great job of sensing pressure and evading. Adjusts well to pressure in the pocket. Delivers forceful passes on the run and is strong off his back foot. UNC even implemented a good chuck of designed QB runs into playbook. Deceptive running the play action and sells the run very well. Sound mechanics – the ball comes out naturally. Releases the ball high eliminating the chance of batted balls at the line of scrimmage. Sound mechanics and can get the ball out quickly. Ability to scan the field and go through reads is not that of a one year starter. Plays with ice in his veins and engineered a handful of game-winning drives this past season. Above average arm strength. Prototypical size. Takes care of the ball – threw only 4 interceptions in 2016. Developed tremendous rapport with his WRs at UNC and played to their skillset. Loves the game of football – dream is to be a college head coach. Has the makings of a potential franchise QB.
Negatives: Lack of experience as a one year starter is a slight concern and may shy teams away in the top half of the first round. A lot of quick passes (slants, screens) inflated completion percentage (68.9%). Tends to put too much air under passes to the far sideline. Occasionally overthrows on deep vertical passes. When facing pressure in the pocket will shy his body away and release the ball at an unorthodox stance. Looked rattled and started to press in a big loss to Virginia Tech – weather played a factor in his struggles. Struggles at times throwing across the middle of the field.
Outlook: The rise of Mitch Trubisky is validated. Trubisky has seen a monumental ascend in draft stock – much like Carson Wentz last year, although much different situations. Trubisky has an NFL arm and stands as the most accurate QB in the 2017 class. His athleticism is a big plus as he has the ability to escape pressure to combine with his pinpoint accuracy and ability to throw on the run. He has the talent and character to be the face of a franchise. This class lacks that top tier QB talent like an Andrew Luck or Jameis Winston, but Trubisky could be the first QB taken off the board come April. Due to the demand at QB, he can go as high as the top 10, but I grade him as a mid-late round prospect due to his inexperience – difficult to invest so much into someone with such a small sample size. Oh yeah, and Trubisky wants to play for the Browns.


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Fascinators - Joanna
Gorgeous silk flower and pearl headpiece with detatchable veil. The silk was supplied by the dress designer to ensure a perfect match. We can source fabric or use your own (price dependant).
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MOSCOW - As the Russian government moves to reassert its sway over the country's lucrative energy business, the British oil and gas giant BP would seem to be an obvious target. The company's 50-50 Russian venture, called TNK-BP, is posting record profits, and now pumps one of every five barrels of BP's worldwide oil supply.
But even as it reaps the benefits of soaring oil prices, BP, the only Western concern that owns a controlling share in a major Russian oil company, is maneuvering gingerly in hopes of avoiding any direct conflict with the Kremlin.
The need to respond to a shifting political climate has been driven home ever since Russia's largest oil company, Yukos, came under attack last year from the authorities. Yukos's founder, Mikhail B. Khodorkovsky, is in jail facing criminal charges and the company, its largest oil fields seized by the government, is tottering under nearly $8 billion in back-tax claims.
In response to the Yukos debacle, TNK-BP and other Russian oil companies have moved quickly to avoid becoming targets themselves. TNK-BP received Moscow's blessing when the deal was consummated -- with President Vladimir V. Putin and Prime Minister Tony Blair of Britain on hand for the signing -- and has avoided the political involvement that contributed to Mr. Khodorkovsky's downfall. Nonetheless, it made sure to reincorporate on Russian territory and gave up its favored tax status elsewhere.
Before Yukos's troubles, Russian oil companies sometimes paid effective tax rates as low as 5 percent. Now, they boast about how much tax they are paying.Continue reading the main story
"The legislation was not very clear and made it possible to be interpreted in different ways," Viktor Vekselberg, one of BP's Russian partners, said in an interview here. But TNK-BP decided not to take any more risks, he said, adding that "the majority of companies today no longer use these tax regimes."
"This is one of the lessons," Mr. Vekselberg said, of watching what Yukos has gone through.
Under Mr. Putin, the effort to re-establish the Russian government as the dominant force in the oil and gas industries also means that TNK-BP may have to cede some control over its valuable assets. The state-owned natural gas monopoly, Gazprom, which recently merged with Rosneft, the country's fifth-largest oil company, is already muscling in on some TNK-BP projects.
Lord Browne, the BP group's chief executive, acknowledged that the political climate in Russia had changed since the deal was sealed, but preferred to look at the changes in wider perspective.
"Since Gorbachev, a lot has happened in Russia," Lord Browne said in an interview in his office in London. "No country has come so far in such a short space of time. Is there a lot to do? Of course, there is. Is the transition complete? No."
Yukos, Lord Browne added, is an "event related to a person, place and a time."
"Everyone is continuously reinforcing the point that we are welcome, and a positive addition to the nature of the industry in Russia," he said.
But as BP seeks to make itself at home in Russia, some smaller shareholders in TNK-BP are crying foul, asserting that BP is emulating an all-too-common Russian corporate practice by denying them a fair share of the profit from its lucrative oil business.
The joint venture was formed early last year when BP bought 50 percent of Tyumen Oil, the country's third-largest oil company behind Yukos and Lukoil. TNK-BP took advantage of high crude oil prices and grew swiftly, increasing production 14 percent in 2003. This year looks potentially more promising: it hopes to pump 1.7 million barrels a day, up from 1.27 million barrels on average last year.
With oil prices rising steeply, TNK-BP's net profit in the first half of 2004 totaled $1.73 billion. (Net income for all of last year was $2.8 billion.) The partnership is expected to return $2 billion to BP in 2004, a fifth of its original investment.
TNK-BP's five biggest fields in western Siberia hold particular promise, Robert Dudley, chief executive of TNK-BP, told investors at a conference in Washington early this month. Mr. Dudley predicted that Western recovery techniques could yield a further 750 million barrels of oil.
But Gazprom is aggressively pursuing private energy projects. In one prominent case, TNK-BP and Gazprom are sparring over a prize asset, the Kovytka gas field in eastern Siberia.
Mr. Vekselberg of TNK-BP -- who is ranked by Forbes as one of Russia's richest men, with a net worth of $3.3 billion -- said the project had languished, risking the loss of customers in countries like China and South Korea.
"We don't have a lot of time until we lose a window of opportunity," Mr. Vekselberg said. Gazprom, he said, "understands this, and hopefully we will have an agreement by the end of the year."
The Kovytka field is huge, thought to hold some 1.9 trillion cubic meters of natural gas, or enough to supply all of China's gas needs through 2010.
But TNK-BP cannot ship the gas to markets in and out of Russia without using Gazprom's pipelines.
Paul Collison, an oil analyst with UBS Brunswick in Moscow, said, "TNK-BP has to come to some kind of agreement with Gazprom, which is holding all the cards."
Even as it moves to develop vast energy resources, TNK-BP faces many growing pains bringing the two sides of its company together. Mr. Vekselberg said employees from outside Russia "are used to certain procedures of making decisions and certain relations between employees of the company."
"Here, they encounter a completely different milieu and atmosphere," he said.
Adding to the difficulties, the Kremlin views oil and gas as strategic national assets. That presents a logistical nightmare for foreigners trying to do business in Russia, where, according to the law, they are forbidden from even looking at statistical data on energy reserves.
"We have this law on state secrets," Mr. Vekselberg said with a hint of despair. "It's a problem, it's really a problem."
But the venture's sorest point may be the treatment of minority shareholders. The corporate parent is squeezing together hundreds of holding companies, refineries and drilling subsidiaries into one new structure, but has not made clear what the terms will be for the minority shareholders.
Steven Dashevsky, oil analyst with the Aton Bank in Moscow, said, "Everyone in the industry accepts that it's hard work to consolidate the company, to work with appraisers and auditors. But oil prices are at record high levels. Investors have missed out on all of these profits. It's unacceptable that it's coming from one of the largest global oil majors in the world."
Minority shareholders in TNK-BP and its many units, including some Western investors, say that BP is allowing its Russian partner to continue a practice called transfer pricing. Most other Russian companies have stopped transfer pricing altogether.
Under the practice, subsidiaries sell oil at close to their cost -- sometimes as low as a few dollars a barrel -- allowing the parent company to book most of the profit by selling the oil at the global market price, currently more than $50 a barrel.
"It's just plain stealing," says Mattias Westman, chief executive of Prosperity Capital and a shareholder in some of the subsidiaries. "When is it going to stop?"
Adam Landes, an oil analyst with Renaissance Capital, a Russian investment firm, agrees: "BP isn't behaving very well. They're treating the minorities as they would in any third world market."
BP responds that it respects the rule of law and does not condone "corrupt or unacceptable business practices."
"We have been very clear," Lord Browne said, "that fair and equitable treatment of minority shareholders has to happen, and a lot of work has gone on with that. The board of TNK-BP is aware of that, and agrees with it."
As the board reviews its options, Lord Browne added, "I think it will be done at a standard which will be, you might say, Western."
Morgan Stanley has been providing advice on the structural changes and on how to deal with minority shareholders, other energy bankers say.
TNK-BP's chief financial officer said recently that the parent company aimed to make a fair cash or swap offer to minority shareholders in its production subsidiaries. He said more specifically that TNK-BP would eliminate transfer pricing from the calculation as it prepared an offer.
Still, many shareholders are far from satisfied. Two hedge funds, Vostok Nafta of Sweden and Prosperity Capital, which manages money for European pension funds, wrote to Lord Browne and Mr. Dudley to demand better treatment. Vostok Nafta is suing some trading companies of TNK-BP to reclaim money it considers its due. "We want the real profits from the oil trades," Alex Williams, a Vostok partner, said. "That is one of the corporate governance issues."
Vostok says a TNK-BP unit, Megionneftegas, in which it is a shareholder, should have earned $16 a barrel, instead of the $7.50 a barrel it recorded in 2003. The fund is suing for some $750 million it estimates it lost in profit.
TNK-BP says its corporate revamping will solve the problem, but it has not said when that will be completed. In the meantime, while minority shareholders have received little or nothing in cash, TNK-BP paid $500 million in dividends in the first half of 2004 to its controlling shareholders, which besides BP and Mr. Vekselberg include Mikhail M. Fridman, founder of the Alfa Group, and Leonard Blavatnik.
As BP and TNK struggle to make their partnership work, Mr. Vekselberg acknowledged that the 50-50 arrangement is not likely be repeated in Russia. That is because the government, while wanting Western expertise and capital, is no longer willing to cede half of Russia's valuable resources to foreign enterprises.
Total, the French energy company, has bought 25 percent of Novatek, an independent gas supplier. ConocoPhillips said it would increase its stake in Lukoil, a company with friendly Kremlin relationships, to 10 percent by year-end and 20 percent over the next few years, but the stakes are not expected to grow much beyond those levels.
For all the challenges, Lord Browne said that the British expatriates and the Russian staff members were getting along better than he thought they would. Mr. Vekselberg is not so sure.
"50-50 is a very difficult partnership," he said. "In all decisions, you must reach a consensus and if one side doesn't agree, it's impossible to move ahead."
Indeed, Mr. Vekselberg remembers meeting with Lord Browne, Mr. Fridman and President Putin shortly before the deal was formally sealed. "The president expressed only one doubt -- whether we would be able to successfully manage a company with 50-50 ownership," Mr. Vekselberg said. "I have to say he was correct."Continue reading the main story