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2020 Chevy Silverado HD vs. 2019 Ram, Ford heavy duty trucks: How they compare on paper

Last year was all about the latest in light-duty full-size pickup trucks, so this year, Ram, Ford and Chevy are launching the heavy-duty variants. The first out of the gate is the redesigned 2019 Ram 2500 and 3500 HD, and Ram dropped all the pertinent specs with the reveal. Chevy followed with the new Silverado HD in Chicago, and Ford revealed updates to the Super Duty at the same show. Ford hasn't released details on output, payload capacity, towing capacity or pricing for the updated Super Duty. As such, we'll be comparing the current Super Duty with the all-new Silverado HD and Ram HD. Both Chevy and Ram have revealed full specs for each of their respective trucks, leaving out only pricing, which we've estimated based on the outgoing models. You can see the raw details in the chart below, followed by extra information and analysis. Some things to keep in mind: These specifications cover all versions of the Ram HD, Silverado HD and Super Duty, such as 2500 and 3500 models, and all the way up to F-450. Specifications can vary widely based on engine, drivetrain, cab and bed configurations, so be sure to take a close look at the specific model you're interested in when you get particularly serious about buying. And of course, be sure to check out our car comparison tool if you'd like to look at other trucks on the market. Engines and drivetrains All three of these trucks offer gasoline and diesel engines, but only the Ram has two versions of the diesel. Starting with gas engines, Ram's 6.4-liter V8 has the power advantage with 25 more horsepower than the next-most-potent Super Duty, but the new Silverado HD's 6.6-liter V8 takes the torque crown at 464 pound-feet, nearly 35 more than the other two gas engines. The Ram is also the only one to pair an eight-speed automatic with the gas engine, whereas the Ford and Chevy make do with a six-speed. With diesel engines, horsepower is a weak point for the Ram. The Ram's entry-level turbo 6.7-liter inline-six is the weakest, as the only one with under 900 pound-feet of torque and under 400 horsepower. Even the high-output version only makes 400 horsepower, while the Chevy makes 445 and the Ford 450. But the tables turn with torque, as the Ram makes a best-in-class 1,000 pound-feet followed by the Ford's 935 and the Chevy's 910. Both the Ram and the current Super Duty diesels each get a six-speed automatic, but the new Silverado HD's diesel gets a 10-speed unit.

Toy, hauler | 2017 Ram Power Wagon Video Review

When you're bouncing along in a 2017 Ram 2500 Power wagon over the washboard silt roads of the Valley of Fire, just outside of Las Vegas, it's a bit of a shock to realize how comfortable you are. We'd driven a convoy of brand new Ram Power Wagons out from a city improbably emerging from the scrub into a land of red rocks and sand. Inhospitable territory full of thrill-seekers in Jeeps and four-seat ATVs, flinging sand and bouncing their tall signal flags about. The varied terrain, transitioning from hard-packed silt to rocky paths to deep sand at any point, provided the perfect environment to see if the Power Wagon can live up to its billing – check out the video above to see how it handled the gnarly stuff. Back in 1945, the Power Wagon and comfort were not really thought of together. Like the Jeep, these thoroughly mil-spec trucks were heading home from overseas, where they'd served as weapon carriers and utility rigs. The all-business truck was a bit like a heavy-duty Willys Jeep with a bed, and instead of the convertible military cab, Dodge bolted on a pre-war civilian cab. They had more amenities than a tractor (windows! A roof!), but no one would call 'em coddling. The advertising of the day shows them digging ditches, plowing fields, erecting utility poles. You could use the rear power take-off to run a portable sawmill – pure denim and dust work. The brief has clearly evolved a bit – the PTOs disappeared as the truck evolved from a dedicated platform for serious work to more of a heavy-duty trim on Ram's conventional pickups, and then disappeared for a quarter-century until reemerging in 2005. To put it succinctly, the latest 2500 Power Wagon has off-road chops that pass the laugh test, and real working payload and towing capabilities, all in one package. We didn't tow or haul with the Power Wagon on this trip, but we really didn't have to. The Power Wagon is mostly standard 2500 fare: solid axles front and rear, taking power from the familiar truck-spec 6.4-liter Hemi V8. It'll haul up to 1,510 pounds in the bed, and tow up to 10,030 pounds. We know these trucks; they do this kind of work easily and without complaint. What's surprising is how well it does the work without much compromise. As you can see in the video above, the ride's as stiff as on a normal 2500 pickup, maybe a hair stiffer, but plenty tolerable for a long haul on the interstate.

Ford, Stellantis workers join those at GM in ratifying contract that ended UAW strikes

DETROIT — The United Auto Workers union overwhelmingly ratified new contracts with Ford and Stellantis, that along with a similar deal with General Motors will raise pay across the industry, force automakers to absorb higher costs and help reshape the auto business as it shifts away from gasoline-fueled vehicles. Workers at Stellantis, the maker of Jeep, Dodge and Ram vehicles, voted 68.8% in favor of the deal. Their approval brought to a close a contentious labor dispute that included name-calling and a series of punishing strikes that imposed high costs on the companies and led to significant gains in pay and benefits for UAW workers. The deal at Stellantis passed by a roughly 10,000 vote margin, with ballot counts ending Saturday afternoon. Workers at Ford voted 69.3% in favor of the pact, which passed with nearly a 15,000-vote margin in balloting that ended early Saturday. Earlier this week, GM workers narrowly approved a similar contract. The agreements, which run through April 2028, will end contentious talks that began last summer and led to six-week-long strikes at all three automakers. Shawn Fain, the pugnacious new UAW leader, had branded the companies enemies of the UAW who were led by overpaid CEOs, declaring the days of union cooperation with the automakers were over. After summerlong negotiations failed to produce a deal, Fain kicked off strikes on Sept. 15 at one assembly plant at each company. The union later extended the strike to parts warehouses and other factories to try to intensify pressure on the automakers until tentative agreements were reached late in October. The new contract agreements were widely seen as a victory for the UAW. The companies agreed to dramatically raise pay for top-scale assembly plant workers, with increases and cost-of-living adjustments that would translate into 33% wage gains. Top assembly plant workers are to receive immediate 11% raises and will earn roughly $42 an hour when the contracts expire in April of 2028. Under the agreements, the automakers also ended many of the multiple tiers of wages they had used to pay different workers. They also agreed in principle to bring new electric-vehicle battery plants into the national union contract. This provision will give the UAW an opportunity to unionize the EV battery plants plants, which will represent a rising share of industry jobs in the years ahead.