Commercial Painting and Industrial Coatings for Kentucky & Indiana

Finding the right company to provide and then apply the Industrial Coatings or Commercial Painting needed for your job is crucial.

Bowles Painting is a commercial painting and industrial coatings  company specializing in retail centers, distribution warehousing, professional office complexes, tenant improvements and HOA’s.

Bowles uses only the best paints and coatings provided and purchased from HPP Industrial Sales.  Our broad range of services include, but are not limited to:

  • interior and exterior painting,
  • wall coverings,
  • wall protection,
  • multi-color coatings,
  • graffiti removal,
  • anti-graffiti coatings and,
  • power washing.

If you’re looking for a company with the knowledge and flexibility to handle complex and challenging projects both large and small,  Bowles commercial Painting and Industrial Coatings will be there to meet your needs.

Bowles commercial Painting  is licensed, insured and backed with years of experience.

We have established ourselves as the contractor of choice for South Eastern United States with top general contractors, property managers and commercial property owners, and we’ll work hard to make Bowles commercial Painting & Industrial Coatings your first choice too.

The job was of exceptional quality, on time and on budget.

— Thomas. F, Property Owner




The commercial painting category covers a broad range of markets and services including interior and exterior painting of professional office complexes, distribution warehousing, retail stores, tenant improvements, Warehouse flooring and more. It is essential that you choose the right painting contractor who can handle your specific needs and safety requirements. Industry Coatings has the knowledge and experience backed by solid references so you can be sure that you are working with a professional commercial painter with a history of high quality work.

Some of our services include:

  • Above Grade Water Repellents
  • Anti-Graffiti Coatings
  • Architectural Coatings for Exposed Steel or Sculptures
  • Color Renderings for Property Managers, Owners & Investors
  • Dryfall on Exposed Ceilings
  • Graffiti Removal and Maintenance Programs
  • Green Environmentally Friendly Painting
  • High Performance Coatings such as Elastomeric, Epoxy & Polyurethanes
  • Industrial Facility Maintenance Programs
  • Joint Caulking
  • Power Washing – Buildings, Dock doors, Trash Enclosures, etc.
  • Staining, Lacquer & Varnishing
  • Vinyl Letting for Dock Doors, Man Doors, Fire Riser Rooms, etc.
  • Wall Coverings
  • Zolatone & Polymix Multicolor Finishes



General Contractors

Bowles Painting & Industrial Coatings knows that working as a team with other trades is a must.   Coordinating schedules, communication and flexibility will ensure your goal of completing “turnkey” projects for your customers on time and within budget.

We provide an open communication line with project managers and superintendents, quick turnarounds on color submittals and schedules, and an immediate response to any changes on a project.

Our efficiency will be your asset.


Property Managers / Owners / Investors

Bowles Painting & Industrial Coatings knows that your number one priority is your tenants.  We work around their schedules to minimize interference with their daily businesses activities.

Working nights and weekends are sometimes the best options to complete a project with as little interruption to the tenant as possible. We provide visual color renderings and will work with you to meet your budget needs.



At Bowles Painting & Industrial Coatings we evaluate safety every day on each and every project in order to prevent injuries or illness to our valued workforce.

Bowles Painting & Industrial Coatings has an extensive IIPP (Injury & Illness Prevention Program) covering everything from the correct work attire, to safe work practices, to emergency procedures.

Prior to the commencement of every job, we take the time to discuss any potential hazards and what we can do as a team to eliminate them.   Weekly safety meetings are conducted and documented by our foremen to ensure a safe working environment.

All personnel are trained and certified to operate equipment such as boom and scissor lifts, to ensure your project gets completed in a safe and efficient manner.

Bowles Painting & Industrial Coatings is proud to report we have had ZERO accidents or workman compensation claims since the company’s inception.

For more information on Commercial Painting in Kentucky, Indiana, Ohio and West Virginia.
Residential  Remodeling for Louisville Kentucky and Southern Indiana


USED and the ALL NEW 2015 Ford Transit & F-150 Truck for Sale – Built in Louisville Kentucky KY

THE FUTURE OF TOUGHNESS – USED and the ALL NEW 2015 Ford F-150 Truck for Sale – Built in Louisville Kentucky KY

The future of tough is here today, so you can own work now like never before.

  • High-strength, military grade, aluminum-alloy body and high-strength steel frame for less weight yet greater strength
  • Best-in-class towing and payload*
  • Improved power-to-weight ratio across the entire 4-engine lineup for greater performance
  • Better fuel efficiency by up to 20 percent over the previous year’s F-150
  • Best-ever ride, handling and braking
  • New features that redefine the cab and pickup box

2015 New & Used Ford Transit Louisville Kentucky KY


Over 10 million miles of cumulative testing in the making.

  • Class-exclusive* cab and box fabricated from high-strength, military grade, aluminum alloys
  • Fully boxed frame with eight crossmembers (five through-welded) made of up to 78 percent 70,000-psi high-strength steel (up from 23 percent in the 2014 F-150 frame); up to 60 lbs. lighter with state-of-the-art roll-forming process that minimizes weight
  • Vehicle weight up to 700 pounds lighter than before resulting in better fuel efficiency, greater towing and payload capacities, improved power-to-weight ratio for faster acceleration, enhanced handling and braking responsiveness



Reducing weight by up to 700 pounds improves the power-to-weight ratio and performance capability across the 4-engine lineup.

  • New 2.7L EcoBoost – the best F-150 fuel economy in a V6 delivering impressive 8,500-lb. maximum towing and 2,250-lb. maximum payload; power-to-weight ratio actually better than most competitive V8s
  • New 3.5L Ti-VCT V6 – 5 percent better power-to-weight ratio than the previous 3.7L V6 for more performance plus higher efficiency
  • Powerful 3.5L EcoBoost – 12 percent better power-to-weight ratio than last year, best-in-class* 12,200-lb. maximum tow rating, plus proven performance with over a half-million in F-150 pickups on the road.  The brawny 5.0L Ti-VCT V8 – 16 percent better power-to-weight ratio with more horsepower and torque than before, delivering best-in-class 3,300-lb. payload rating


Tow more than any other light-duty pickup. And tow smarter than ever.

  • New 8-inch Productivity Screen* – provides a screen dedicated to towing information
  • Class-exclusive** Dynamic Hitch Assist* – line-of-sight guide helps direct your hitch ball to the trailer receiver
  • Smart Trailer Tow Connector* – alerts to burned out or unlit trailer marker lamps, brake light and trailer battery problems
  • Standard Trailer Sway Control – helps keep your trailer on a stable course
  • Trailer Brake Controller (TBC)* – factory-installed and integrated into the instrument panel; helps synchronize the truck and trailer into the instrument panel; helps synchronize the truck and trailer brakes
    • Best-in-class 12,200-lb. maximum tow rating**

 2015 Ford F150 New and Used Truck Louisville Kentucky KY


We’re taking a close look at the science behind the new F-150

  • The Ultimate Game Changer – We run the new F-150 through an obstacle course worthy of some of football’s top running backs.
  • AL vs. Steel – The Projectile Test – Pro athletes dish out punishment. Watch as they unleash fast balls, slap shots and more into the bed of the F-150.
  • Racing Up A Mountain – Can a smaller engine actually be more powerful? We go engine vs. engine. And lumberjack vs. lumberjack.


The new F-150 redefines the pickup box.

  • All-new BoxLink™* – flexible, configurable universal pickup box interface system securing a wide variety of available Ford and aftermarket accessories including e-Track
  • LED Box Lights* – for working at night or under a tonneau cover
  • Class-exclusive** Stowable Loading Ramps* – easily load items such as ATVs, motorcycles and mowers
  • Class-exclusive** Remote Tailgate Release* – release and lower the tailgate with the key fob; lock or unlock the tailgate with the key fob or inside door switch
  • Improved class-exclusive** Integrated Tailgate Step with Lift Assist* – now fully integrated inside the tailgate
    • Class-exclusive** Deployable Box Side Steps* – now available on all cab configurations including the 4-door SuperCrew® with 5.5-ft. pickup box
    • Best-in-class 3,300-lb. maximum payload rating**


The F-150 provides available LED lighting everywhere you need it.

  • Class-exclusive* Quad-Beam LED Headlamps and LED Taillamps** – provide brighter, more efficient and longer-lasting illumination than conventional lamps
  • Class-exclusive* LED Side-Mirror Spotlights** – illuminate any task at hand from just about any angle after the sun has set
  • LED Box Lighting** – helps you work at night and see under a tonneau cover
  • Tailgate LED** – helps with hitching up a trailer at night

Over a hundred new patents make the new F-150 smarter than ever.

  • 360-Degree Camera with Split-View Display* – a class-exclusive** feature that’s helpful when you’re maneuvering in tight spaces and on trails
  • Lane-Keeping System* – vibrates the steering wheel or gives torque sensations, or both if you choose, when you drift too close to a lane marker
  • BLIS® (Blind Spot Information System) with Cross-Traffic Alert* – signals when a vehicle is in a blind spot or passing behind when you’re slowly backing out
  • Adaptive Cruise Control with Collision Warning* – slows your vehicle down as traffic ahead slows; precharges the brakes and increases brake-assist sensitivity to provide full responsiveness if you don’t react in time†
  • Curve Control – reduces speed when you’re going too fast on a curve

2015 Ford F150 New and Used Truck Louisville Kentucky KY



Chevrolet Colorado vs. Nissan Frontier vs. Toyota Tacoma for Louisville Kentucky KY & Clarksville Indiana IN

Comparison: Chevrolet Colorado vs. Nissan Frontier vs. Toyota Tacoma

Colorado Z71 vs. Frontier Pro-4X vs. Tacoma TRD Pro

Why does anyone drive midsize pickup trucks? Per a recent Maritz market research study polling new vehicle customers, it’s certainly not to go bombing down rutted trails (7 percent of respondents off-road once a month or more frequently) or for the towing ability (67 percent don’t tow anything). Of those who do tow, 8 percent knowingly hook up more than 3,500 lbs (and furthering a troubling and all-too-common trend, 35 percent fess they have no clue what the weight of the objects behind them are). So we casually asked friends and acquaintances with midsize pickups: Why?

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The answers condense to “I like sitting up high,” “I like the size,” “I grew up driving a truck,” “I want to carry something big once a year,” or most simply, “I like it.” Basically, trucks are day-to-day transportation that just so happen to have a bed astern. With the responses filed into the back of our minds, we were ready for a three-way between 2015 Chevrolet Colorado Z71, 2015 Nissan Frontier Pro-4X, and 2015 Toyota Tacoma TRD Pro. It may look like we deliberately gathered the off-pavement oriented trims for each model, but the selection was more circumstantial than anything else.2015 Chevrolet Colorado Z71 Nissan Frontier Pro 4X Toyota Tacoma Trd Pro 02To help with the evaluation, I enlisted the services of two individuals: testing director and supplier of 880 pounds worth of sandbags Kim Reynolds and associate online editor Jason Udy, whose extensive small truck knowhow includes once cramming a 12.3-cubic-foot speaker box into an S10 ZR2. It was probably cool then (15 years ago). Our itinerary would hit the areas of ownership deemed most relevant to the target consumer. The banzai sprint headed south of the border with teardrop trailers in tow was put on hold once again.

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We began with an activity I see bro trucks (I live near Broville O.C., aka Huntington Beach, California) do every day: race from stoplight to stoplight for no apparent reason. Except instead of putting other people in harm’s way and cutting off buses while blasting new rock/new country/new hip-hop music, we accelerate our trio within the confines of the test track. The Frontier’s 261-hp 4.0-liter V-6 and Tacoma’s 236-hp 4.0-liter V-6 feel gutsy off the line; higher speeds are more challenging when going head to head against the 305-hp Colorado. Boasting more power and an additional gear, the Chevy’s 0-60 mph time of 7.4 seconds keeps a clear advantage over the Toyota (by 0.3 sec) and Nissan (0.4 sec). But the distinctive experiences quickly segregate the Japanese trucks from the American one (even if they’re all manufactured in the Central Time Zone — Colorado: Wentzville, Missouri; Frontier: Canton, Mississippi; Tacoma: San Antonio, Texas).2015 Chevrolet Colorado Z71 Nissan Frontier Pro 4X Toyota Tacoma Trd Pro 03

  • 2015 Chevrolet Colorado Z71 Front End
  • 2015 Nissan Frontier Pro 4X Front End
  • 2015 Toyota Tacoma Trd Pro Front End
  • 2015 Chevrolet Colorado Z71 Rear End
  • 2015 Nissan Frontier Pro 4X Rear End
  • 2015 Toyota Tacoma Trd Pro Rear End

Udy sensed the Frontier’s V-6 had the “best low-end torque but could be the most coarse-sounding engine.” “Industrial” is how I labeled Nissan’s grunter, both in noise and perceptible dashboard vibration. Industrial will be a keyword whenever the Frontier comes. Reynolds mustered, “This feels so much cruder than the Colorado — and old.” Crude will be keyword No. 2.

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“The engine note sounds as if it has half the cylinders it actually has,” Reynolds observed of the Tacoma’s powertrain, whereas Udy declared: “Great low-end torque. Loud exhaust, didn’t like to rev, and sounded slightly strained.” TRD Pro models are fitted with a TRD cat-back exhaust you’ll hear a block away.The Colorado, not crude because its development targets were set in this decade, garnered praise. Udy again: “Initially I didn’t like the sound and feel of the powertrain. It felt sluggish and didn’t sound like it wanted to rev. Not as much low-end torque as the competitors’ larger engines. By the end of the second day, the powertrain felt livelier. Smoothest revving engine and shifted smoothly.” Driving on freeways exposes the truck’s main weakness, when its six-speed auto hunts for fourth and fifth gears when toeing ever so lightly into the accelerator pedal. The repetitiveness of shifting down, up, and then back down again isn’t easily ignored. Yet Real MPG was exactly as expected, with the 4,511-pound Chevy benefiting from its direct-injection V-6 and aerodynamics-aiding front air dam and active grille shutters for 18/22/20 mpg city/highway/combined. The 154-pound lighter Taco sits at 18/19/18 mpg, and the 45-pound heavier Frontier at 14/19/16 mpg, both of whose basic underlying bones are now a decade old. We anticipate bro trucks of the future to run as slick as the Colorado.

  • 2015 Chevrolet Colorado Z71 Headlights
  • 2015 Nissan Frontier Pro 4X Headlamp
  • 2015 Toyota Tacoma Trd Pro Headlamp
  • 2015 Chevrolet Colorado Z71 Rear Badge
  • 2015 Nissan Frontier Pro 4X Rear Badge
  • 2015 Toyota Tacoma Trd Pro Rear Badge
  • 2015 Chevrolet Colorado Z71 Step Up
  • 2015 Nissan Frontier Pro 4X Front Wheels
  • 2015 Toyota Tacoma Trd Pro Front Wheels

Done with the track, the next test was to figure out how well the trucks rode laden and unladen. Each has tires with tall, impact-cushioning sidewalls, but let’s not forget pickups traditionally don’t ride as harshly with a sizeable load onboard. As Udy and I milled around the parking lot adjacent to our ride quality road, Reynolds rolled in with the Frontier, its box squatting much closer to the top of the rear tires. “It makes a huge difference in ride,” he yelled out the window at us. In a good way, of course. Reynolds is referring to the 880 pounds of payload, all the weight we could procure within our narrow comparison window.For the next couple hours, we shuffle the sandbags and ride- and interior-noise-measuring test gear from truck to truck. The Nissan and Toyota ride like entirely new trucks with nearly 900 pounds in the box. The Tacoma produced 9.2 percent less average vertical g at the driver’s seat compared to its unloaded state (less signifies better ride control) and didn’t pitch and bounce as much with the sandbags in its smooth-texture, fiber-reinforced Sheet-Molded Composite inner bed. The Frontier clawed back 12 percent vertical g with the sand. The gap might look small, but the seat of the pants — which is also the location where the g force is tabulated — registered a big change


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2018 Jeep Wrangler to get 8-speed automatic for Louisville Kentucky KY and Clarksville Indiana IN

2018 Jeep Wrangler to get 8-speed auto

2014 Jeep Wrangler Willys Wheeler
Remember when the Jeep Wrangler had a three-speed automatic? That wasn’t that long ago – as recent as the 2007 redesign – but Chrysler is keen to leave those days behind on the dusty trail. The current model ushered in a four-speed, then a five-speed, but the latest intel indicates that an eight-speed automatic is in the cards.

According to a report filed with the Securities and Exchange Commission, and cited by Automotive News, Jeep plans on fitting its eight-speed automatic transmission to the next-generation Wrangler. Chrysler already uses the ZF-sourced slushbox on the Jeep Grand CherokeeRam 1500Chrysler 300, and versions of the Dodge ChallengerCharger and Durango. But according to the SEC filing, the Auburn Hills automaker intends “to use this transmission in all of our rear-wheel-drive vehicles, except for heavy-duty versions of the Ram pick-up truck and the SRT Viper.”

AN says that Chrysler wanted to slot the transmission straight into the current Wrangler, but it wouldn’t fit. Between the transmission and shift to aluminum construction, the next-generation Wrangler promises to deliver a significant reduction in fuel consumption. In correspondence with Autoblog, however, company spokesmen declined to comment on the eight-speed’s suitability towards either the current Wrangler or the upcoming one.


Comparison: 2015 Ford F-150 vs. Ram 1500 vs. Chevrolet Silverado for Louisville Kentucky KY & Clarksville Indiana IN

Comparison: 2015 Ford F-150 vs. Ram 1500 vs. Chevrolet Silverado

Pickup trucks are so ubiquitous, so common on American roadways that we tend to take them for granted. They’re hugely important vehicles, both to consumers and their manufacturers, and they make up a significant percentage of vehicles on the road. If the Ford F-Series and Chevrolet Silverado were brands instead of individual vehicles within a brand, they’d both be among the top 10 best-selling auto brands in the country, and that’s without counting the Silverado’s GMC twin. Ram wouldn’t be far out of the top 10, and its sales are on the rise.

See How The Silverado Stacks Up!Pick a road, any roadSilverado pulls with confidenceads by Swoop

Trucks are also among the most versatile vehicles you can buy. They tow and haul, and they also commute and road trip. They can be everything from a stripped-out work truck with manual windows and door locks to a leather-stuffed special edition that costs as much as a full-size luxury sedan. They carry anywhere from two to six passengers in a mind-boggling number of cab, bed, and wheelbase configurations. To its owner, a truck can be a tool, a commuter vehicle, and a luxury car all rolled up in one.

Fully aware of the weight these vehicles carry with their builders and their buyers, we brought together the big three: Chevy, Ford, and Ram. Each has launched an all-new model within the past five years stuffed with significant updates based on volumes of customer research. Each brand is confident that its truck represents the best answer to the truck customer’s competing needs in towing, hauling, fuel economy, and comfort. From Chevrolet, the Silverado 1500 LTZ with 5.3-liter EcoTec3 V-8. From Ford, the F-150 Lariat with 2.7-liter twin-turbo EcoBoost V-6. From Ram, the Ram 1500 Outdoorsman with 3.0-liter EcoDiesel turbo-diesel V-6. We drove them well over 1,000 miles through California and Arizona empty, loaded, trailering, in cities, on highways, and in the mountains to determine which is the best all-around truck. Before that, though, we pored over customer research from multiple sources in order to understand how truck buyers in this class actually use their vehicles so that we could base our judgment on their needs.

2015 Ram F 150 Ram 1500 Chevrolet Silverado 03

From the outset, you can see a small problem: One of these trucks is not like the other. The only F-150 with 2.7-liter EcoBoost available for our test was this Lariat SuperCab, a mid-grade model that retails for roughly $7,000 less as-tested than the nearly top-trim Ram and Silverado. Thankfully, we also had an F-150 3.5-liter EcoBoost Platinum SuperCrew at the office with which we could compare features and interior space. As far as price goes, a few minutes spent browsing the brands’ respective websites reveals that a comparably equipped F-150 would run about $54,000. Just moving up to a comparable, four-door SuperCrew body adds $2,660 to the price tag, and from there you’ll need to add things like the $1,295 sunroof, $695 side step, $525 premium stereo, $475 bed liner, $375 tailgate step, and on and on to match all the equipment on the Ram and Silverado. Conversely, you could strip down the Ram or Silverado to meet the F-150’s price with similar content. For all intents and purposes, the trucks are offered at roughly the same price if comparably equipped. To work, then.


Despite what truck advertising would have you think, customer research is consistent across the board: Most light-duty trucks drive around empty most of the time. Think about it: Of all the trucks you saw on the road today, how many were hauling something besides air? With that in mind, we started with a drive around town and down the freeway with empty trucks. The differences between the three trucks were stark.

As the test data at the end of the story shows, the F-150 is a screamer. The 2.7-liter EcoBoost engine feels wildly more powerful than its official ratings suggest. It sprints off the line as if competing in a NASCAR Truck Series race. As Lieberman relates, “Our road test editor Scott Mortara had just finished straight-line testing the 2.7. We had to rush off with all three trucks to get to a photo location. As Evans tried to grab the 2.7, Mortara pointed to the 3.5-liter F-150 and said, ‘That’s your truck there.’ To which all three of us involved in the test replied, ‘Nuh-uh!’ Mortara had assumed the 2.7-liter twin-turbo V-6 engine was the 3.5-liter twin-turbo V-6 because the Lariat was that quick. (He hadn’t tested the 3.5 yet.)” Up in the mountains, the turbochargers made short work of the altitude, though the six-speed transmission tended to hunt among the upper gears as it went up and down hills and around tight corners. Beyond that, we were less impressed. The steering is the lightest of the three and rather vague. The truck rides well and is quiet inside, but the front end feels floaty on the freeway.

The biggest surprise was the disparity between the Silverado’s test data and its real-world performance. On the test track, the Silverado was nearly as quick as the F-150. On the street, you’d never know. The objectively slower Ram felt quicker around town than the Silverado, and for that we blame the Chevy’s powertrain software. The combination of incredibly lethargic throttle response and fuel economy-biased transmission programming that strives to always be in sixth gear made the Silverado feel the slowest by a country mile. Sure, if you floor it, it books, but how often does the typical owner do that? Up in the mountains, these problems were exaggerated. As for the rest of the experience, the first word in my notes is “isolated.” The Chevy is very quiet inside, the ride is soft and a bit floaty, and all the responses are a bit dull. The test numbers say it’s the quickest around a corner, but you wouldn’t guess that from inside, either.

The Ram was also a surprise, but a good one. The EcoDiesel’s torque comes on quickly and makes it feel quicker than the Chevy around town. Part of that is due to its exclusive eight-speed automatic transmission, which we agreed was the best here by far. “It’s unflappable,” said Seabaugh. “It’s never caught in the wrong gear. It makes the Ford’s and especially the Chevy’s six-speed transmissions feel like they’re from an entirely different era.” Up in the mountains, this winning team never noticed the altitude or the twisty road. It was always in the right gear with ample power. The Ram’s class-exclusive, optional air suspension rode the best and the truck felt confident and responsive in turns. It wasn’t quite as quiet inside as the Chevrolet and it wasn’t as fast as the Ford, but it was the truck we agreed we’d want to drive on a regular basis. But we would prefer a faster steering rack.

Next up was hauling. Per the research, the typical light-duty truck owner hauls about 1,000 pounds on average, so we dropped 1,000 pounds’ worth of rubber horse-stall mats in each truck and hit the road. The results, as you might expect, mirrored the unladed driving. The all-powerful Ford didn’t seem to notice the weight at all when accelerating, and the Ram seemed only vaguely aware of the load. The Chevy felt like it was working harder and every move required more throttle pedal than before. The Chevy also didn’t ride any better or worse, but its floaty, under-damped body motions were exaggerated slightly. The Ford’s ride was less affected, though the bumps in the road became more noticeable, even if they were handled well by the suspension. The Ram, for its part, rode just as well and didn’t sag in the rear at all, thanks to its load-leveling air suspension.

With flat land hauling impressions in the bag, we headed out to the Davis Dam grade, a 12-mile stretch of Arizona Highway 68 just outside Bullhead City and the site of the SAE J2807 voluntary, standardized towing test for pickup trucks. The combination of altitude, payload, and a continuous 6-percent grade allowed us to observe how the powertrains reacted to a worst-case scenario we called “the frustration test.” That is, trying to pass uphill while weighed down. Once again, the Ford felt unencumbered and skipped up the hill as if the weight wasn’t there. Objectively, the time it took to jump from 50 to 70 mph nearly doubled compared to passing when empty and on flat ground, but you wouldn’t know it by feel alone. The Ram likewise felt unburdened, and though it had the longest passing time, the difference was also less than double. The Chevy, though, felt seriously weighed down. Passing took a whole lot of throttle, and even then its passing time more than doubled.

Leaving the grade behind, we dumped our payload and scrounged up a trailer. While maximum trailering weight has become the same sort of ego-measuring contest as horsepower, the reality is that 60 percent of light-duty truck owners tow less than once a month. When they do, the data says they tow 7,000-8,000 pounds on average, regardless of what the truck is capable of. Armed with this information, we loaded our trailer up to 7,000 pounds and hit the road.

Before we got moving, though, we had to get hooked up. The Ford scored points here for including an extra line on the backup camera screen to indicate the position of the ball hitch, making it super easy to line up with the trailer tongue. The Ram won even more favor with its ability to lower the ball hitch under the trailer, then raise up into position using its adjustable air suspension, saving us a lot of cranking on the trailer jack. The Chevy had no special trailer hook-up feature, and its low-resolution backup camera made precise positioning difficult without a spotter.


Once hooked up, we did a bit of acceleration testing to replicate those hairy freeway entry moments. As you might expect, the trucks all performed about the same subjectively, but slower. The Ford still felt and was the quickest. The Chevy felt the slowest and most labored, but was actually the second-quickest. The Ram felt quicker than the Chevy even though it wasn’t. Here again you might say the numbers tell the tale, but when you’re behind the wheel, knowing the Chevy is faster doesn’t make it feel any less slow. To its credit, though, its power delivery was the most linear. Both the Ford and Ram suffered from turbo lag off the line, the Ford especially so. The Ram hesitated a moment as its turbo spooled, while the Ford made a whole lot of noise for a few beats until the turbos got in the game and the truck got moving at a reasonable pace.

A bit of driving revealed more about each truck’s towing characteristics. Neither the Ford nor the Ram seemed bothered by the trailer when cornering, easily controlling all the weight hanging off the bumper. The Chevy, though, rolled a bit more in the curves and had to work slightly harder to control the trailer around bends. Both the Chevy and Ford suffered from a firmer, bouncier ride with the trailer hooked up, but the Ram’s air suspension had it riding about the same as it does without a trailer. All three trucks felt confident and composed when braking hard with the trailer attached.

We saved the hardest trailer test for last: backing up. Even for someone who tows regularly, reversing with a trailer can be a chore. The Chevy’s high beltline made seeing out slightly harder than in the other two and it felt like the largest truck here, so backing up was a little challenging but easy enough. The lazy throttle slowed down the process. The Ford was easier to see out of and responded better thanks in part to its power and quick steering, but its tall, skinny side mirrors kept losing the parking space. The Ram shone brightest with its ample outward visibility, abundant low RPM torque, and wide side mirrors that never lost the parking space.

By the time we ditched the trailer, it was clear that no one vehicle was the perfect towing machine. Each carried a flaw in one test or another, but given only one truck to tow with regularly, we’d pick the Ram for its ease of towing, backing, and its ride quality.

Driving done, it was time to look at other aspects of these trucks. Each featured a factory available bed tie-down system, and each was an exercise in frustration. The little loops in the Chevy’s bed sides required a whole lot of screwing or unscrewing to install or remove and a bunch of fussing with the mechanism to get it into or out of the hole in the bed side. The Ford’s locking tie-downs are beefier and quicker to remove, but only if you know the trick to getting them out (pull up on the tab under the cleat while simultaneously pushing the whole thing down). The Ram’s sliding tie-downs were the most versatile, but required a lot of screwing and unscrewing and still got stuck on every notch in the track.

Getting into the beds to test those tie-downs was a wildly different experience depending on the truck. While Ford’s tailgate step (or “man step,” as it’s known) makes climbing into and out of the bed the easiest, it has some drawbacks. If the tailgate is up or blocked, you’re out of luck. It also requires several steps to set up and stow, and all the moving parts seem likely to get gummed up with dirt. Chevy’s Cornerstep bumper, by contrast, is a beautifully simple solution. The steps in the rear bumper ends sit only half an inch higher than Ford’s step, but require no setup and work whether the tailgate is up, down, or blocked. Their only drawback is that they require slightly more balance and dexterity to use. Ram, for its part, ought to figure out its own solution quick, because the best it can do is lower itself 1 and ¾ of an inch with its air suspension set to Entry/Exit height, which leaves it 11 inches higher than the Ford or Chevy’s solution.

Moving inside the trucks, we liked the aesthetics and materials of the Ram’s interior the best. Its seats are the most comfortable and supportive, its Uconnect information and entertainment system is the most intuitive to use, it’s got tons of storage space, and we like the rotary gear selector. The Chevy earned praise for its surfeit of USB ports and 12-volt power points, as well as 110-volt plug. “Apparently, Chevy is the only carmaker on the planet to watch what four people get up to when inside a vehicle for an hour or more,” Lieberman remarked. We liked the Ford’s massive, customizable display screen in the instrument cluster, but the only console shifter in the group eats up a lot of center console space and the power and USB ports are hidden down in a cubby we could barely get our fingers in.

Then there are the features. Each of these trucks carries a laundry list of available features to make your trucking life easier. The Chevy’s on-board 4G LTE wireless hot spot turns it into a “mobile office,” as Seabaugh put it, though the Ram offers a slower 3G hot spot. The Ford’s 360-degree camera ought to be standard on all vehicles this size, and its enormous sun roof is impressive. The Ram’s lauded air suspension and super-handy Ram Box bed storage system made it the ultimate weekend excursion machine. In the end, we called it a draw because with so many diverse features available on each truck, it becomes simply a matter of customer preference as to which matter most.

Finally, we’d be remiss if we didn’t discuss fuel economy. Some of you will say it doesn’t matter, that trucks get bad fuel economy and buyers accept it. To that we respond that we have never seen truck owners who looked happy after pumping $130 worth of gas or diesel into their trucks. Fuel economy means money, and with massive fuel tanks, it means a lot of money. That goes double for business owners who purchase these vehicles and can see significant cost savings from better fuel economy. Understanding that, each company has invested huge amounts of money into three very different solutions.


Looming perhaps the largest in this category is the all-new F-150. Not only has Ford developed a tiny 2.7-liter, twin-turbo V-6 designed to simultaneously provide V-8 power while returning V-6 fuel economy, but it’s made the truck’s body and cab out of aluminum to significantly reduce weight. (Despite that, its shorter cab still weighs 4935 pounds to the Chevy’s 5607 pounds and the Ram’s 5990 pounds.) The EcoBoost engine is a huge boon for Ford, returning substantial results in EPA testing while still providing big power for the customer. Unfortunately, most customers have realized by now that it’s Eco or Boost, not both. Drive like there’s a Faberge egg on the gas pedal and you’ll get decent fuel economy, but dip into the power at all and you’ll get V-8 fuel economy to match your V-8 power. The EPA rates the four-wheel-drive 2015 F-150 with the 2.7-liter EcoBoost V-6 at 18/23 mpg, and when we put it through our Real MPG testing, we saw 17 mpg city, 22 mpg highway, and 19 mpg combined. We also did a far less scientific test while the trucks were loaded down with the mats and divided the miles driven by the gallons pumped. In that test, we got 16.8 mpg.

Then there’s Chevy’s solution. Recognizing that many truck buyers prefer V-8s regardless of power ratings, Chevy went through its 5.3-liter truck engine with a fine-toothed comb looking for efficiencies. Its piece-de-resistance is a cylinder deactivation system that turns it into a 2.7-liter V-4 under light loads. It’s a neat trick, but not as effective as Ford’s solution. The Chevy is EPA-rated at 16 mpg city, 22 mpg highway, and 18 mpg combined. In our Real MPG testing, it returned a disappointing 13 mpg city, 19 mpg highway, and 15 mpg combined. In our payload fuel economy test, though, it came within striking distance of the Ford at 16.4 mpg observed.

2015 Ford F 150 Lariat 27 Ecoboost engine2015 Chevrolet Silverado 1500 LTZ Z71 engine2014 Ram 1500 Outdoorsman Ecodiesel engine 022015 Ford F 150 Lariat 27 Ecoboost instrument cluster2015 Chevrolet Silverado 1500 LTZ Z71 instrument cluster2014 Ram 1500 Outdoorsman Ecodiesel instrument cluster

Ram, for its part, went with the obvious but controversial solution: a six-cylinder turbocharged diesel engine. Diesels are an obvious fit for trucks, providing abundant low-end torque as well as impressive fuel economy. Given the recent trend of diesel fuel being more expensive than gasoline (the nationwide average difference is 58 cents/gallon as of this writing), though, diesels have never caught on in light-duty trucks until now. Ram took a gamble on diesel and it paid off in a big way. Demand is twice what the company expected and the results speak for themselves. The Ram EcoDiesel is EPA-rated at 19 mpg city, 27 mpg highway, and 22 mpg combined. In our Real MPG testing, it performed better than advertised, returning 20 mpg city, 28 mpg highway, and 23 mpg combined. Moreover, in our payload fuel economy test, it returned an observed 23 mpg. The Ram’s combined Real MPG is 21 percent better than the F-150’s, covering the current 19-percent national price premium of diesel, though paying off the EcoDiesel’s $3,120-$4,770 price premium would require time or a dramatic change in the fuel price landscape. It is worth noting, however, that in the popular crew-cab/short-box 4×4 configuration, the F-150 Lariat 2.7 EcoBoost and Ram Outdoorsman EcoDiesel price out pretty comparatively.

There is one caveat we have to mention before we get to the conclusion. Our Ram was struck with an air conditioning problem we’ve never seen before. A fused relay in the climate control system’s control module locked the clutch on the air conditioning compressor in the “on” position, forcing the compressor to run constantly and eventually overloading the system and causing it to shut down out of self-preservation. Keeping the electrically controlled clutch on all the time (even when the truck was turned off) also killed the battery. A new control module solved the problem, and while troubling, we must also consider that our long-term 2013 Ram 1500 had absolutely zero mechanical problems and an Internet search turned up no similar issues among Ram owners (the control module in question is the same regardless of engine). As such, we’ve decided to chalk it up to a fluke problem and not a reflection of the vehicle as a whole.


Also, if you’re wondering why we didn’t take these trucks any farther off pavement than a lightly maintained dirt road, the answer is again in the data. Only 5 percent of light-duty truck owners take their truck off-road once or more per month. Though truck buyers ranked off-road ability high in their purchase considerations, very few of them actually use that ability. A cursory look around your average off-road park will confirm that brand-new trucks are not well-represented as anything but toy haulers. No one wants to damage their brand-new, $50,000-plus daily driver.

After more than a week of driving and testing, it was inescapably clear how fiercely competitive this class is. All three are good trucks that will serve their deeply loyal customers well, but by the end, a separation was clear. The Chevrolet Silverado is simply a step behind the Ford F-150 and Ram 1500 in every regard. To quote Seabaugh: “You know things aren’t looking so hot when the best thing about your truck is its Wi-Fi hot spot.” The race was much tighter between the F-150 and the Ram. After each test we’d debate again, hoping that the next test would reveal an as-yet-unseen flaw in one of the trucks that would make it an easy decision. None came. So we kept debating, and in the end, the Ford’s unknown maintenance and aluminum repair costs gave us pause, especially when combined with less-than-expected benefits from the weight savings. The Ram’s combination of exclusive features, towing and hauling abilities, driving experience, and unimpeachable fuel economy put it on top.

Seabaugh said it best: “With the Ram 1500 EcoDiesel, you get a truck that’s quick when you want it to be, efficient most all of the time, always comfortable loaded or unloaded, luxurious, and always ready to work. It’s amazing how capable this truck is — the more time I spend with it, the more I’m reminded why it’s our first-ever back-to-back truck of the year winner.” To that, I can add: winner of this test.

2015 Ram F 150 Ram 1500 Chevrolet Silverado 02

Third Place: Chevrolet Silverado 1500 LTZ Z71

The rolling office is a boon on the job site, but it feels outclassed everywhere else.

Second Place: Ford F-150 Lariat 4×4

An incredibly capable and well-thought-out truck, but fails to fully deliver on the hype.

First Place: Ram 1500 Outdoorsman EcoDiesel 4×4

Forget “jack-of-all-trades.” This truck masters every one of them.


2016, 2015 & 2014 Ford Explorer for Louisville Kentucky KY

In a move that will allow Ford to cash in on America’s rediscovered love of large SUV’s, the automaker is rolling out a re-designed Explorer that includes a new option. Ford will sell a high-end platinum edition of the Explorer.

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2014 Ford Explorer

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While Ford has yet to announce pricing on the re-designed SUV that will hit showrooms next year, don’t be surprised if platinum versions of the Explorer eventually sell for well over $50,000.

“There is a lot of demand by our customers for a premium version of the Explorer,” said Matt Zuehlk, Explorer brand manager.

Read More Ford hitches its fortunes to F-150

Platinum versions of the Explorer will come with the most advanced tech package and refinement that will include Nirvana leather throughout the SUV.

Ford’s move with the Explorer follows the success Jeep enjoyed with the Summit edition of the Grand Cherokee, which starts for $48,595 and the GMC Yukon Denali which starts at $63,770.

The surge in demand for premium edition full-size SUV’s has pushed the average transaction price for large sport utility vehicles to $48,137 according to


That’s an increase of 6.8 percent compared to the same time a year ago. By comparison, Truecar says average transaction prices for all vehicles sold in October were up just 1.1 percent.

“I’m not surprised Ford is pushing the upper end with the Explorer,” said Scott Oldham with Edmunds,com. “That’s where the profits are right now in large SUV’s”

Large SUV’s surging as gas prices plunge

A major factor behind the resurgence in full-size SUV’s has been the drop in gas prices. The national average is $2.87 a gallon with 36 states selling gas for under $3 a gallon, according to AAA.

Read More Large SUVs register big gains as gas prices fall

With gas prices falling to a four-year low, while unemployment has dropped under six percent, many Americans have the confidence to not only buy a new vehicle, but to make it a full-size SUV.

“The truth is, full-size SUV’s never died,” said Zuehlk. “But with lower gas prices and the improved fuel economy many are getting with newer engines, people are saying this is what I want to drive.”


The new Explorer will feature a 2.3-liter, 270-hp Ecoboost engine. Mileage estimates for the SUV won’t be released until the middle of next year when Ford is closer to starting sales of the model.

But already, SUV’s have become far more fuel efficient compared with ten years ago. For example, the best mileage of the current 2015 Explorer SUV’s is 20 MPG in the city and 28 MPG on the highway. In 2005, the most fuel efficient Explorer models delivered 14 and 19 miles per gallon respectively.

Upscale SUV’s in demand

In many ways, Ford’s decision to offer a platinum edition of the Explorer is simply trying to catch up with a market where many customers have decided they not only want the utility offered by a full-size SUV, they also want luxury.

Read More As gas prices fall, electric car demand brakes

In fact, luxury SUV sales this year are up 11.8 percent, more than double auto sales as a while which are up 5.5 percent this year according to the research firm Autodata.

The BMW X3 has seen sales climb 25.9 percent.

The Mercedes Benz GLK is up 18.9 percent

No wonder Bentley CEO Wolfgang Durheimer is eagerly anticipating the launch of the first Bentley in SUV in two years. Durheimer says the average Bentley customer owns 8 vehicles and two of them are usually SUV’s.

Durheimer says Bentley is intent in being the next high-end SUV his customers buy. “Around the world there is great demand and it will be a revolutionary product. We are going to rock the SUV market,” he said confidently.


We all know someone who has dropped a lot of coin on a fancy-pants luxury car. But how about those who go out and drop some significant dollars on a fancy truck? If you didn’t know that trucks are quickly becoming more and more expensive, with extensive options for additional features, powertrains, and technology, then consider this your primer.

That’s right, the world’s truck builders are really stepping up their game. These days, you can buy truck that is not only extremely powerful, but that is also fuel efficient and quite luxurious. While the traditional concept of a pickup is that it is a tool for getting dirty, dinged up, and stressed, many consumersare adopting them as simple commuter vehicles, sparingly used for heavy-duty work.

Naturally, with more-refined trucks hitting the market, prices are inching up as well. Pickups from Chevrolet, GMC, Ford, and Ram are of course leading the way in the newer ‘luxury pickup’ segment, with new spins on classic trucks. So, which trucks absolutely tip the scales in terms of price? There are numerous out there, and we picked out the top 10 for you.

Read on to see the top 10 most expensive pickup trucks on the market.

Source: Chevrolet

10. Silverado 1500 High Country

The highest trim level of Chevy’s Silverado 1500, the High Country, can reach price levels of more than $50,000 with the correct options. The High Country Silverado 1500, with a crew cab standard box configuration, 5.3-liter EcoTec3 V8 engine and the max trailering package really racks up the options — and the price. Of course, Chevy has put some considerable effort into revamping its pickup truck line as of late, and the 2015 Silverado 1500 High Country is a perfect example of what a rather simple light-duty truck can be. Of course, there are an insane number of configurations to choose from, so bringing the price down considerably is also an option.

Source: Ram

9. Ram 3500 Heavy Duty Laramie Limited

Though Ram doesn’t really build trucks that have prices that top out over Ford and GM, they do have some pretty expensive models. Among them is the Ram 3500 Heavy Duty Laramie Limited, possibly the biggest and exclusive truck in the Ram lineup. For a price of $54,240, this Ram pickup gives you max towing capability of more than 29,000 pounds thanks to 865 pound-feet of torque, generated from a 6.7-liter Cummins turbo engine, or a 6.4-liter HEMI V8. This truck is truly pricey and powerful.

Source: Ford

8. Ford F-250 Platinum

The smallest — although it’s not very small at all — pickup in the Ford Super Duty series, the F-250 is a sure-fire classic truck, having been on the market for decades. It’s available in a variety of trims and shapes, but the F-250 Super Duty Platinum is the most expensive, with a price tag of $54,510. Under the hood, the F-250 Platinum sports a 6.2-liter V8 engine, or the option of a 6.7-liter PowerStroke diesel motor that can deliver punishing amounts of power. Of course, you get the luxuries of suped-up interior features and technology as well.

Source: Ford

7. Ford F-350 Platinum

One small step up from the F-250 is its bigger brother, the F-350 Super Duty Platinum. The pricing isn’t much different either, as the F-350 costs about $900 more than the F-250 Platinum. You’ll get the same engine and powertrain options as well, but you can step things up with dual wheels and a bigger chassis. If you like the F-250 Platinum but want just a little more oomph, the F-350 Platinum is likely a solid choice.

Source: Ram

6. Ram 2500 Power Wagon Laramie

Starting at a price of $55,770. Ram’s 2500 Power Wagon is pretty much the pinnacle of the Ram lineup. Add on the Laramie trim level, and you have yourself a very formidable pickup. The 2500 Power Wagon is equipped with a 6.4-liter HEMI V8 Engine coupled with a 66RFE six-speed automatic transmission, delivering over 350 horsepower and over 400 pound-feet of torque. It may be pricey, but the Power Wagon delivers the goods, and easily lives up to its name.

Source: Ford

5. Ford F-150 Platinum 4×4 SuperCrew

People can’t wait to get their hands on the new Ford F-150, but if you plan on dishing out for the Platinum 4×4 Supercrew variant, you’ll pay a considerable price. This new F-150 model will reportedly cost $61,000, but of course this is for the absolute range-topper of the F-150 series. But for that price, you’ll get the all-new aluminum body you’ve been hearing so much about, along with a 3.5-liter twin-turbocharged EcoBoost V6 engine, making 365 horsepower and 420 pound-feet of torque.

Source: GMC

4. GMC Sierra 2500HD Denali DURAMAX

If there’s one truck builder who’s really putting their money where their mouth is, it’s GMC. Of course, GMC is under the GM umbrella, and shares its sister trucks with Chevrolet, but the Sierra 2500HD Denali is a truck that beats out anything from its Chevy counterparts. This Sierra model, outfitted with a DURAMAX diesel engine, makes 397 horsepower and 765 pound-feet of torque, will set you back $63,665. Naturally, there are more extras you can add on as well.


3. GMC Sierra 3500 Denali DURAMAX

One step above the GMC Sierra 2500HD Denali DURAMAX is its slightly-bigger brother, the 3500HD Denali DURAMAX. The price difference between these two trucks is not much — a few hundred bucks, to be exact, as the 3500HD tallies up at $63,905. The main differences are in options and size, with available dual-wheels and a buffer stature being available on the 3500HD. In fact, this is the most powerful Sierra truck ever to hit the market, so make sure you take a look the next time you’re on the hunt for a new pickup.


2. Chevrolet Silverado 3500HD High Country

Beating out its corporate cousins in terms of price, the range-topping Chevy Silverado 3500HD High Country edition will set consumers back $64,475. Again, the Silverado 3500HD is available in a ton of trims with numerous options, but the High Country variant is the most expensive. You can buy it equipped with a 6.6-liter DURAMAX turbo-diesel V8 engine, or a Vortec 6.0-liter V8 engine, with available dual rear-wheels. When full-equipped, this Silverado almost becomes the most expensive truck on the market.

Source: Ford

1. Ford F-450 Platinum

Finally, at the top-end of the pricing spectrum, we find the most punishing pickup on the road, the Ford F-450 Super Duty Platinum. This truck costs $68,790, and is the range-topper in terms of trims and models in the Super Duty lineup. You’ll get all the extras you did with the F-250 and F-350 Platinum packages, with a monster exterior and incredible towing capacities. Of course, that 6.7-liter PowerStroke V8 engine will supply horsepower and torque in hearty amounts, ensuring that your investment of nearly $70k was well worth it. If you want to drop some serious coin on a truck, the F-450 Platinum is the most expensive one out there.

Ford F150 versus Dodge Ram Truck for Texans, Louisville Kentucky KY and Beyond

Ford wrestles coveted title from Ram: 2014 Texas Truck Rodeo makes history

Texas Auto Writers hold 2014 Texas Truck Rodeo -- 75 trucks & SUV's tested and tried on and Off-Road - the 2015 Ford F-150 wins TRUCK OF TEXAS title

Texas Auto Writers hold 2014 Texas Truck Rodeo — 75 trucks & SUV’s tested and tried on and Off-Road – the 2015 Ford F-150 wins TRUCK OF TEXAS title
- photo by ALAN GELL

View all14 photos

The weather was cooperative and competition was fierce. Bragging rights were at stake, which also translates into sales. It was the annual Truck Rodeo conducted by theTexas Auto Writers Association. The Ford F-150 regained the overall award as the Truck of Texas, besting the Ram 1500 which had held the title two consecutive years.
Everyone knew it was going to be a very competitive event. The 2015 Jeep Grand Cherokee won the title of SUV of Texas and the 2015 Lincoln MKC won CUV of Texas. These were the three major awards, culminating 17 award categories. Records were broken in various aspects of the widely-recognized Truck Rodeo, including 60 registered automotive journalists, 75 vehicles entered, 18 different brands represented, and 168 total registration.

Ford  F-150 wins 2014 Truck of Texas title

Ford F-150 wins 2014 Truck of Texas title
- photo by ALAN GELL

The weeks leading up to the Truck Rodeo were busy for the participating journalists due to the various automakers holding special events, introducing new products, and an abundance of emails, one-on-one discussions by engineers and public relations personnel, all of which can be construed as ‘lobbying’ for their brand’s entry. There is always a lot of speculation and anticipation leading up to the actual driving and judging.

The weather was beautiful. The Texas Hill Country was challenging. The historic Knibbe Ranch in Bulverde, near Canyon Lake, was the site of this year’s 2014 Texas Truck Rodeo. The Truck Rodeo is major event in the vehicle award circuit and recognized globally. Bragging rights are almost as paramount as the presentation awards.

The Rodeo has been held in the Fort Worth and Dallas area several times, including the rodeo arena at the Fort Worth Stockyards. Other locations have been in San Antonio, Austin, Houston, Granbury, Grapevine, and Decatur. The Texas Truck Rodeo is the signature event of the Texas Auto Writers Association, having begun in 1992. This was the twenty-third year of the competition.

The Texas Truck Rodeo is an automotive event unique to Texas and denotes the character of the award. More trucks are sold in Texas than anywhere else. The Texas Auto Writers Association was founded by automotive journalists in 1985 who wanted to provide an avenue of professional growth, professional development, and networking for working automotive journalists. Since that time, members meet at various events during the year, sometimes including their family members, so as to promote professional awareness, disseminate information about the automotive industry, or to conduct business of their non-profit corporation.

Vehicles were arranged by categories, such as heavy-duty trucks, compact crossovers, or luxury SUV’s. Competition was intense, with each manufacturer bringing their best of the best. Workers were present all day, wiping the dirt and dust off of the vehicles. The test drive route took the journalists up and over steep rocky areas in the famed Texas Hill Country, over rock out-croppings, and through small ranch creeks.

The Texas Truck Rodeo pits various manufacturers’ vehicles side-by-side in both off-road and on-road testing. It includes two and four wheel drive models trucks, SUV’s, and CUV’s and winners are named in various categories. The overall winner receives the well-known and prestigious large silver “traveling trophy.” Winners of the individual categories receive custom-designed trophies for award display.

The winners for 2014 are:

Truck of Texas: 2015 Ford F-150

SUV of Texas: 2015 Jeep Grand Cherokee

CUV of Texas: 2015 Lincoln MKC

Truck Line of Texas: Ford

Compact CUV of Texas: 2015 Honda CR-V Touring

Mid-size CUV of Texas: 2015 Subaru Outback 2.5i Premium

Full-Size CUV of Texas: 2015 Kia Sedona SX

Luxury CUV of Texas: 2015 Lincoln MKC

Compact SUV of Texas: 2015 Jeep Cherokee

Mid-size SUV of Texas: 2015 Jeep Grand Cherokee Overland 4×4

Full-size SUV of Texas: 2015 Chevrolet Tahoe

Compact Luxury SUV of Texas: 2015 Land RoverRange Rover Evoque 5 door

Mid-size Luxury SUV of Texas: 2015 Jeep Grand Cherokee Summit EcoDiesel 4×4

Full-size Luxury SUV of Texas: 2015 GMC Yukon Denali

Off-road Utility Vehicle of Texas: 205 Jeep Wrangler

Mid-size Pickup of Texas: 2015 Chevrolet Colorado Crew Cab 4WD

Full-size Pickup Truck of Texas: 2015 Ford F-150 King Ranch 4×4 SuperCrew

Luxury Pickup Truck of Texas: 2015 Ford F-150 Platinum SuperCrew

Heavy Duty Pickup of Texas: 2015 Ran 2500 Longhorn

Off-road Pickup Truck of Texas: 2015 Ram Power Wagon

Commercial Vehicle of Texas: 2015 Ford Transit 250 MR

Best powertrain: Chrysler 3.0-liter V-6 EcoDiesel

Best technology: Ford F-150 Aluminum Alloy Body.

Best connectivity: Chrysler Group’s Uconnect Access


Ford F-150 Series, 5 years , 0%, 60 months, $1500 trade-in, discounts for Louisville Kentucky KY

Why Is Ford Discounting the F-Series?  Ford F-150 Series, 5 years , 0%, 60 months, $1500 trade-in, discounts for Louisville Kentucky KY . . .

Ford Motor Co.’s (NYSE: F) best-selling vehicle, the F-Series pickup, gets star billing at the car maker’s website. According to the number two U.S. car and light truck manufacturer, the F-Series has been the best-selling truck in America for 37 years. So why is Ford offering discounts on the pickup, which presumably hurts the company’s profits?

Ford’s current offer for the base F-150 is 0% financing for 60 months, plus a bonus of $1,500 for the trade-in of a limited number of vehicles. The five-year 0% deal may not hurt Ford badly, unless, perhaps, interest rates spike within the next few years.

The answer to the question of why Ford has moved to discount the F-Series may be due to the pressure from sales of General Motors Co.’s (NYSE: GM) Chevy Silverado and Chrysler’s Dodge Ram. Sales of the F-Series fell 4.2% in August to 68,109, and they are down 0.4% for the first eight months of the year to 497,174. The Silverado’s sales are up very modestly, by 12.8% in August to 49,201 and by 1.1% year-to-date to 331,977.

While the Ram has not threatened Ford for the top spot in pickup sales, it has taken a great deal of market share in 2014, and it could pass the Silverado in sales this year or in 2015. Sales of the Ram were up 32.6% to 43,775, and higher by 20.7% to 283,256 year-to-date. In August, it was the fifth best-selling vehicle in America.

Incentives are almost always a sign of flagging demand or an attempt to gain market share. Ford can argue that the F-Series is by far the leader in American vehicle sales. However, the company cannot argue that threats to its unit sales growth are creating great pressure, particularly from Dodge. The 0% financing offer for 60 months is a sign of weakness, no matter how it is postured.

Read more: Ford F-150 Series, 5 years , 0%, 60 months, $1500 trade-in, discounts for Louisville Kentucky KY – Why Is Ford Discounting F-Series Pickups?

Deadliest 10 Vehicles on the Road

Deadliest 10 Vehicles on the Road


It takes years for the Insurance Institute for Highway Safety (IIHS) to compile and organize the statistics for crash deaths and the vehicles in which drivers met their end. However, the latest report tracked model-year automobiles up to 2008, allowing the IIHS to deliver stats that included traffic accident data through 2009 .

The auto safety agency ran the numbers on all vehicles with 100,000 registrations or more between 2006 and 2009, counting only the deaths of the driver (not passengers) in their statistics. In the end, the IIHS calculated a ratio of “driver death per million registered vehicles.” Needless to say, drivers shopping for used vehicles more than four years old would be advised to check the listm which we’ve laid out for your perusal below.

Here are the 10 vehicles that involved the highest number of deaths per million registrations.

The Chevrolet Colorado Z71 truck with it

10. Chevy Colorado Extended Cab

While smaller cars were behind most recorded driver fatalities, the Chevy Colorado Extended Cab 2WD pickup from GM (NYSE:GM) was one of the larger vehicles to make the top 10. In total, 2005-2008 model Colorados led to the demise of 93 deaths per million registrations. The majority of deaths (54 per million) were the result of crashes involving no other vehicle.

2008 Versa Sedan

9. Nissan Versa Sedan 

The four-door Nissan (NSANY.PK) Versa tied for eighth and ninth place on the list with 96 driver deaths per million registrations for 2005-2008 models. As with the Colorado, the majority of fatalities resulted from single-vehicle crashes (60 per million), which suggests the car is difficult to control when the driver encounters dangerous situations.


8. Hyundai Tiburon

The Hyundai (HYMLF.PK) Tiburon from model years 2005 through 2008 features led to 96 fatalities per million registrations, matching the total of the Nissan Versa during the testing period. Some 63 deaths per million registrations involved single-vehicle crashes for drivers of the two-door Tiburon, which in Spanish means “shark.”


7. Chevrolet Malibu

The 2005 through 2008 Chevy Malibu and Malibu Classic were didn’t exactly set benchmarks for style and performance, and saw themselves relegated to vehicle fleets. The IIHS says this may have factored into the high death rate among drivers, which totaled an alarming 99 per million registrations of the four-door sedan. Out of that group, 63 per million registrations involved multiple-vehicle accidents, a reversal of the number posted by the Versa and Tiburon.


Learn about the New AMEX Everyday Card

Kia Spectra Receives Worst Crash Test Rating

6. Kia Spectra Wagon

The Kia (KIMTF.PK) Spectra wagon from model years 2005 through 2008 put Hyundai’s corporate cousin on this list. For every million registrations, 102 drivers perished behind the wheel of a Spectra wagon — the majority, at 63 per million registrations, were involved in multiple-car crashes.

2008 Titan

5. Nissan Titan Extended Cab

The Nissan Titan 2WD extended cab pickup from models years 2005 through 2008 was something of a menace on U.S. roads for the four years in question. For every million registrations of the vehicle, 111 drivers met their deaths behind the wheel of a Titan, with a wide majority (77 per million registrations) occurring in single-vehicle crashes.

General Motors Co. To Recall 1.3 Million Vehicles to Repair Steering

4. Chevy Cobalt

With more recent notoriety for its role in GM’s huge ignition switch scandal, the Cobalt proved to be one of the deadliest vehicles on the road. The four-door Cobalt sedan from model years 2005 through 2008 had a death rate of 117 drivers per million registrations. Like the Malibu, the Cobalt made its way to plenty of rental fleets, a factor the IIHS says contributes to the exceptionally high number of fatalities.

General Motors (GM) Staff Jim Queen and

3. Chevy Aveo

The fourth Chevrolet in the top 10 deadliest vehicles is the four-door Chevy Aveo. Studying the crashes of model years 2005 through 2008, the IIHS determined there were 119 driver deaths per million car registrations, split evenly between multiple-vehicle crashes and single-vehicle accidents. The study showed that smaller cars were the most dangerous for drivers, with the exception of poorly designed pickups. SUVs composed the safest class of all.

2007 Nissan Titan King Cab

2. Nissan Titan Crew Cab

No matter what type of cab drivers of the Nissan Titan selected, they risked facing the highest fatality rates among vehicles bearing the badges from the model years 2005 through 2008. The Nissan Titan crew cab 2WD pickup was involved in 126 driver deaths per million vehicles during the four years of analysis, with 94 per million registrations occurring in single-vehicle crashes.

2007 350Z

1. Nissan 350Z

Topping the list of deadliest cars on the road is another Nissan: the two-door 350Z from model years 2005 to 2008. IIHS recorded 143 deaths per million registrations for Nissan 350Z drivers during the study period, with 90 deaths per million registrations occurring in single-vehicle crashes.

Chevrolet and Nissan were producing the vehicles involving the highest ratio of driver deaths for a span of four years, with Hyundai and Kia making up the balance. In the course of used car shopping, check the IIHS stats to ensure the safety record of any vehicle.

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Global Media Relations Group / Internet Strategies for the World