Ford Gives Up On Compact Pick Up Trucks - Nissan Stays

[Rogue]

I'm simply speaking of what I read in an article.  Like I said, you can look it up as I'm sure you are a foremost expert in Internet search.  

Up to 25 horsepower on start up.  I did not say, nor did the article say ALL A/C systems do this on all cars.  But it can "up to...."  In other words, it's a major draw on initial startup and at full blast.  The draw is less after the A/C is turned down.  I also mentioned that.  

In any case, believe what you want to believe.  What is true is this:  When you go WOT, many cars shut off the A/C compressor.  Ever ask why?  Also, anyone who has ANY experience driving cars will admit to feeling a drain on the power when the AC is on full blast.  The smaller the engine, the more you feel that drain on power.  Those are facts.  In non-pressurized light airplanes, it's often a procedure that the AC be off on take off.  Hmmm.....I wonder why?  

So what were you saying:  .8 horsepower at most?  That seems to contradict reality.  You won't even feel 1 horsepower gain or loss.  Yet, you do feel the power draw whenever that A/C is on full blast.  So how do you explain that?  

Nevermind.  Back on topic--Compact Pick ups.

[bluedogok]

Guess which model's buttons all still work after a year or two...

Toyota.  Of course we knew that.

...or they could just melt which is a known problem on my wife's 2007 4Runner. The rear door button has some sort of plastic cover that has just kind of melted, it gets sticky, black crud on your hands.....of the surface of the sun heat in Austin the past few summers probably hasn't helped matters much.

[HipGnosis]

Just came across the following and had to dig up this thread

Does The Midsize Truck Have A (USA) Future?
http://autos.aol.com/photos/future-midsize-trucks/?icid=maing-grid10%7Chtmlws-main-bb%7Cdl10%7Csec1_lnk2%26pLid%3D130792

Does the midsize truck make sense anymore?

It's a question -- a tough one -- that nearly every automaker has been asking itself for the past several years, each coming up with slightly different answers.

Since the mid-1990s, midsize trucks have been declining in popularity for a variety of reasons. As automakers continue to make their larger pickups more and more fuel efficient, a major selling point for smaller trucks has become obsolete. And as consumers have demanded more features in midsize trucks, they are no longer a cheap alternative.
Some automakers, like Chrysler and Ford, have let their offerings in the segment die off. Why? They say they no longer see a market for midsize trucks. Ford even has a new Ranger it developed to sell abroad, but it won't be sold here in the U.S.
Others, however, aren't so sure it's time to quit just yet. General Motors, Toyota and Nissan all have opted to remain in the segment, with brand-new and refreshed offerings. Even Indian company Mahindra wants a shot, as it looks to bring its Scorpio model to our shores.
There's no question that the segment looks much, much different than it did even just a few years ago.

Chrysler killed the Ram Dakota in August 2011, after selling only 13,000 of them last year (Chrysler sold 177,000 in 2000).
Recently, however, Chrysler CEO Sergio Marchionne has hinted that the midsize truck could make a return on a unibody chassis, giving it an edge in fuel-efficiency over its competition.
Marchionne also said that the new Dakota would come with a diesel engine, which would be a huge differentiator from the rest of the segment.
It's an interesting idea. A small, lightweight diesel-powered truck could find a place here in the U.S.

[Joey Stalin]

Marchionne also said that the new Dakota would come with a diesel engine, which would be a huge differentiator from the rest of the segment.
It's an interesting idea. A small, lightweight diesel-powered truck could find a place here in the U.S.

i think i said that on page 1. get on it, detroit.

[JReazor]

i think i said that on page 1. get on it, detroit.

I wonder how a unibody truck will play with the Detroit faithful though. I think it could be very cool but there are those that think it isn't a truck without a body on frame.

[sodapop6620]

I wonder how a unibody truck will play with the Detroit faithful though. I think it could be very cool but there are those that think it isn't a truck without a body on frame.

[KenH]

New trucks are way overpriced. Build your own. Less money, better truck.

My son has 2 Rangers (bagged 5.0 T5 that lays rocker and solid axle 4x4 408 Windsor C6 on 38s) and 2 S10s, one with a 383 Edelbrock Performer RPM EFI package with a Doug Nash 5-speed and 3-stage nitrous system (low 9s @ 140+). Though he does drive all three on his short 2-mile commute to work, all 3 are pretty much useless as dependable and efficient transportation, so he built a '98 S10 extended cab.

He bought a high mile truck used to deliver flowers, body dinged, blown trans, but it had power everything and was complete, with no major crash damage. Yanked the 2.2 and dropped in a 350 with the entire Edelbrock Performer Plus package, including retrofit roller cam and needle bearing roller rockers, coated long-tube headers, and a T56, mounted as low and as far back as the mounts would allow. Rear axle is a 3.55 8.8 with disc brakes out of an Explorer redrilled for the Chevy lug pattern and fitted with a clutch-type aftermarket limited slip. Suspension is a retrofitted ZQ8 with polyurethane bushings, and Edelbrock shocks. B-body 12-inch front brake kit with tubular A-arms. Wheels are 17x9 and tires are 245/45ZR17 Gatorbacks. Battery and jack are relocated behind the right rear wheel and a full size spare replaces the donut. Aluminum radiator with twin electric fans, aluminum water pump and mini starter reduce front axle weight. Flush bed cover to keep sticky fingers off the destination accouterments. ~$11K counting the cost of the truck, bumper-to-bumper rolling chassis including all ancillaries, new leather interior, sound system, body and paint.

All work other than setting up the differential, 4-wheel alignment, and paint done at home. Kid works in a body shop so did the paint there--plain and simple monochrome white, the only body mods are a custom roll pan with a flip-up plate to access the hitch receiver, electric sport mirrors replacing the dumbo ears, and halogen auxilary low beams and driving lights for spotting deer when driving at night. Differential and alignment farmed out.

300hp, 375 lbs/ft, 3170 pounds, 21-23mpg pulling a trailer with one of the other trucks, consistent 27+mpg highway empty.  Not worth a flip offroad, but comfortable ergos, a strong, stable tow vehicle that will out corner, out brake, and out accelerate 99% of the vehicles on the road today. Somehow the kid just doesn't understand why people tell him he needs to enter his tow vehicle in shows along with the Ranger.

Minitrucks are far from dead. If you don't mind getting your hands dirty, you can build a far superior truck to anything you can buy.

[BradleyRas]

I think your dealer may have seen you coming.

I must be lucky, my Jetta was $2000 more than the gas version.  The TDI standard features encluded cruise control and electric windows that was it in 2000 maybe they have changed things since.  My winter fillups are averaging 49.x mpg and the summer time it ranges from 53 to 57mpg.

With every car you will have some issues or can find people who have had some issues.  

With 473xxx miles on the clock I will be hard pressed to give up the TDI.

Same here, my 00 TDI (bought new) was $19250 (GLS model with Luxury package) and I have reaped the benefits of the TDI longevity. At 190K miles, it's brakes, tires, fuel filter ($20 part, 15 minute DIY) and for the first time since new, replaced glow plugs and coolant temp sensor. Early on, the MAF and NV 75 valve failed but they were covered under warranty. Other than that it's regular maintenance. I did change out the stock suspension at 120K for a set of Bilstein touring class struts and poly bushings but that was my doing. Just changed my oil (Rotella T Synthetic every 5-10K miles-factory VW gear oil every 50K miles) and noticed I'll be needing a new serpentine belt and both CV joints are torn.

All in all, not bad for a car that pulls a 5x8 landscaping trailer loaded with firewood or my ZZR when needed...not to mention my hunting kills.




I still get 600-650 miles to a tank.

It's a shame direct injection turbo diesels have not been pushed in the American market. They have so much to offer.

[Kootenanny]

It's a shame direct injection turbo diesels have not been pushed in the American market. They have so much to offer.

Not to quibble, but ALL diesels use direct injection.  The term "direct injection" normally refers to direct injection gasoline engines.

Diesels have no throttle, and power output is not controlled by manifold vacuum; instead, full pressure is available in the intake manifold at all times, and power is controlled by varying the amount of fuel injected into the combustion chamber.  While gasoline engines are normally fixed at or close to the air-fuel ratio of 14.7:1, diesel engines can operate from close to 100:1 at idle to around 30:1 at full power.  They may have the same parts as gasoline engines, but the diesel cycle is quite different.  It is these differences which dictate that diesels usually operate at lower rpm but create higher torque than comparable gasoline engines.

[Mydlyfkryzis]

Not to quibble, but ALL diesels use direct injection.  The term "direct injection" normally refers to direct injection gasoline engines.

Diesels have no throttle, and power output is not controlled by manifold vacuum; instead, full pressure is available in the intake manifold at all times, and power is controlled by varying the amount of fuel injected into the combustion chamber.  While gasoline engines are normally fixed at or close to the air-fuel ratio of 14.7:1, diesel engines can operate from close to 100:1 at idle to around 30:1 at full power.  They may have the same parts as gasoline engines, but the diesel cycle is quite different.  It is these differences which dictate that diesels usually operate at lower rpm but create higher torque than comparable gasoline engines.

Not all diesels are direct injection, as some are indirect, also called pre-chamber. I drove a 1964 Autocar with a 225HP Cat engine that was pre-chamber.  The diesel indirect injection is different than the gasoline indirect, as the gasoline has injection in the intake manifold, usually above the intake valves.

What some of the people are also referring to here is common rail diesel. This differs in that the injectors all receive the high pressure fuel, and are fired electrically, rather than mechanically, in the newest version. Cummins actually uses a form of mechanical common rail. the older Cummins varied the pressure on the fuel rail (PT Pump - Pressure Throttle Pump). while the injector was mechanical, the amount of fuel injected varied on the injector by the fuel rail pressure and how much fuel could enter the injector pumping chamber  through an orifice. More pressure, more fuel.  This is contrasted by other mechanical pumps where the volume of fuel is determined by the stroke of the piston, either at the injector (GMC for instance) or at a distributor pump (Mack or Scania, for instance).

Cat used a six cylinder injection pump (looked like a small engine) on the engine in the truck I drove. The pre-chamber reduced knocking, but was a bear to start when cold. Pre-chamber engines usually have glow plugs, and I believe the earlier VW diesels were pre-chamber too. I know the Mercedes in the 70's were definitely pre-chamber.

 

[Kootenanny]

Not all diesels are direct injection, as some are indirect, also called pre-chamber. I drove a 1964 Autocar with a 225HP Cat engine that was pre-chamber.  The diesel indirect injection is different than the gasoline indirect, as the gasoline has injection in the intake manifold, usually above the intake valves.

I stand corrected.  But as you say, even an "indirect injection" diesel still has to inject fuel under pressure into the pre-chamber, which is part of the combustion chamber.  No diesel has a carburettor, and fuel is never added to the intake AFAIK.  Indeed, this is one of the reasons diesels were developed much later than Otto cycle engines.  Rudolph Diesel's first engine ran or coal dust injected in a stream of high-pressure air.

The Dodge Cummins I had used an inline Bosch pump with mechanical injectors...the pressure pulse in the individual injector line opens each injector, and the amount of fuel is metered by the pump itself.  I understand the electric injectors used on modern common rail engines allow better control of fuel delivery, and can even deliver a double pulse for better efficiency and reduced clatter.