The 2014 Transit full-size van Ford says will eventually replace its E-Series line is going to be offered with an optional 3.2L Power Stroke 5-cyl diesel engine, along with a 3.5L EcoBoost gasoline engine, among other options. Ford says all will be mated to a Ford 6R80 6-speed automatic transmission. Overall, the 2014 Transit will weigh about 200 lb less than the E-Series van and should provide up to a 25% improvement in fuel economy versus the E-Series line.
Chassis cab and cutaway models are also going to be offered. Len Deluca, director for the Ford Commercial Vehicles division, notes the new Transit chassis cab features an enclosed passenger compartment and bare frame ready to accept aftermarket body modules, ranging from custom cargo delivery to utility body. He says that while the Transit cutaway is similar to that of the chassis cab, the rear of the passenger compartment is open so it can be paired with specialty body modules, such as shuttle or school bus configurations. The chassis cab and cutaway will both be offered in three wheelbases (138 in., 156 in., or 178 in.) and GVWRs from 9,000 lb to 10,360 lb.
Ford also plans to provide a 3.7L V6 engine for the Transit with a CNG/LPG prep kit, as the OEM says more businesses and commercial customers are seeking relief from constantly fluctuating petroleum fuel prices. According to Ford, total CNG/LPG conversions typically run from $9,500 to $12,500, depending on fuel tank capacity. Depending on application and usage, Ford says businesses can see payback for CNG/LPG systems in as short as 24 months.
Ford is also redesigning its smaller Transit Connect van for the 2014 model year. One of 10 models based on Ford’s “C-1” global platform, it will be offered in two wheelbase sizes (105 in. and 212 in.), providing 105 cu ft and 130 cu ft of cargo storage room, respectively.
The standard engine for the Transit Connect will now be a 2.5L iVCT gasoline model that can be converted to run on CNG or propane; a 1.6L EcoBoost I4 gasoline engine is an option. The van also features a 6-speed automatic transmission versus the 4-speed in previous iterations.
Though Ford had completely redesigned its F-150 for the 2012 model year, followed by enhancements to the 2013 iteration, the OEM is reportedly now engaged in what’s being termed a “radical redesign” of the iconic pickup, which will incorporate a largely aluminum body to help increase fuel efficiency. Switching to the lighter metal in place of steel should cut the weight of the F-150 by some 700 lb — roughly a 15% reduction — to boost fuel economy while allowing for the use of smaller, yet more efficient engines.
GM’s completely redesigned 2014 Chevrolet Silverado 1500 and GMC Sierra 1500 pickups are arguably more differentiated from each other in looks than their predecessor models. In addition, they both boast a new family of fuel-efficient yet powerful EcoTec3 gasoline engines. Dramatically styled exteriors and cabs are described as quieter as well as more comfortable and functional.
The GMC Sierra includes a new interior with two glove boxes, center console and door panel storage, and a six-gauge cluster. Four upfitter switches with 30A of power can switch between battery or ignition power as needed. The extended cab model has been eliminated in favor of a double cab, which includes forward opening rear doors.
The three available engine choices (4.3L V6, 5.3L V8, and 6.2L V8) offer increased power, torque, and fuel efficiency. The new engines feature direct fuel injection and continuously variable timing along with cylinder deactivation — switching down to four cylinders when maximum power is not required — to provide what the OEM dubs “maximum performance and minimum fuel consumption” in real-world conditions.
GM points out the manufacturer’s suggested retail price (MSRP) of the 2014 Chevy Silverado regular cab is equal to that of the 2013 Silverado model. The company adds that the base price includes several new features: the 5.3L EcoTec3 V8 engine, a 6-speed automatic transmission, an all-new cab interior, 4-wheel disc brakes with Duralife rotors, and a new bed with standard box rail protectors and “corner step” bumper.
The base MSRP for the 2014 Chevy Silverado 1500 double cab, which replaces the 2013 extended cab model and the crew cab models, will mirror the 2013 base MSRPs, GM notes. Fuel economy numbers for the 2014 Chevy Silverado are 16 mpg city, 23 mpg highway, and 19 mpg combined for its 2WD versions, and 16 mpg city, 22 mpg highway, and 18 mpg combined for 4WD models.
The OEM also plans to introduce small pickup models within two years to replace the discontinued Chevrolet Colorado and GMC Canyon. Those models were cut from the GM lineup in 2012.
GM also plans to introduce the Chevrolet City Express, a small cargo van, by the fall of 2014. It will be based on Nissan’s NV200 van but badged with the Chevrolet nameplate as part of a partnership deal between GM and Nissan, which the OEMs say should last several years. The City Express will use the Nissan powertrain, which includes a 2L 16-valve dual overhead cam 4-cyl engine rated at 131 hp and 139 lb-ft of torque. It will be available in two trim levels, the LS and LT, and feature 1,500 lb of payload capacity and 122.7 cu ft of cargo space. The van, which will be built in Cuernavaca, Mexico, was initially available only in cargo configuration.
A brand new iteration of the Mercedes-Benz Sprinter van is hitting the road for the 2014 model year, boasting a 4-cyl diesel engine, a 7-speed automatic transmission, five new safety systems, and improvements/refinements both to the interior and exterior of the vehicle.
The biggest upgrade comes in the form of fuel economy improvements due to the introduction of the 156-hp diesel engine in combination with the G-Tronic Plus automatic transmission. Mercedes-Benz executives say this pairing delivers an 18% improvement in fuel efficiency versus the previous 6-cyl diesel mated to a 5-speed automatic. An “Eco-Gear” 6-speed manual transmission is available.
The Sprinter is also available with supercharged 4-cyl gasoline engine featuring direct injection that cranks out 156 hp from a total displacement of 1.8L. The engine is available in a natural gas variant with the same performance.
Safety systems being offered on the Sprinter include crosswind assist, which helps steady the van during highway operation; collision prevention assist, which involves automatic braking; blind spot assist, which is radar-based to detect vehicles in driver blind spots; high beam assist, which automatically maintains highway illumination without blinding oncoming vehicles; and lane-keeping assist, which alerts the driver if the vehicle leaves its roadway lane.
Sprinter executives say that crosswind assist, which only activates once the vehicle exceeds roughly 50 mph, will come standard as part of the Sprinter’s electronic stability program system; the others will be offered as stand-alone options or as part of safety system packages. Ordering such technology as a complete package would cost roughly $1,780 MSRP, according to numbers given out by Mercedes-Benz officials.
The Sprinter also features a redesigned front grille and headlights along with other body style tweaks to help improve airflow around the vehicle. The chassis has been lowered to improve the van’s drag and fuel consumption profile while making it easier to load and unload cargo. New upholstery, a redesigned steering wheel, shift knob, instrument panel, and optional Becker map pilot navigation system round out the changes.
The Nissan NV200 compact cargo van, introduced last year as a smaller sibling to the NV Cargo van and NV Passenger van, is designed to offer what the OEM dubs a “large cargo capacity with a small exterior footprint.” This will make it highly maneuverable in traffic or for negotiating city parking spaces.
Yet Nissan stresses its commercial platform allows for an estimated 1,500-lb maximum payload. The roomy cargo area allows for loading standard U.S. 40-in. × 48-in. pallets. Added utility is provided by the standard integrated mounting points, which allow installation of racks and shelves without drilling into the sidewalls.
The 2014 Nissan NV200 features a 2L 16-valve DOHC 4-cyl engine mated to an Xtronic CVT (continuously variable transmission) for smoother operation and responsive performance.
“The compact market is running maybe 40,000 units a year compared to 225,000 for big vans,” says Joe Castelli, vice president-commercial vehicles and fleet for Nissan North America. “But [the NV200] is a vehicle that can get 24 mpg city/highway combined. It won’t work for every operator, but if someone can get away with a 700-lb cargo capacity for their operation and thus can switch to a smaller yet more fuel-efficient cargo van, they will do it.”
For those needing a larger van, Nissan offers the NV Cargo van in three variations: the NV1500, NV2500, and NV3500. Nissan is also preparing to field what it calls an “all-new” model of its Titan full-size pickup, first introduced in 2003.
Pierre Loing, vice president – product and advanced planning and strategy for Nissan Americas, says that Nissan’s truck team is looking at broadening the Titan product portfolio to reach more personal-use buyers while also appealing to commercial owners and fleets.
Several new efforts are in the works for Chrysler’s Ram Trucks division for the 2014 model year, including the rollout of a new diesel-powered version of its Ram 1500 half-ton pickup and a new commercial van dubbed the ProMaster, both of which will start production in the third quarter of this year.
Ram plans to introduce a 3L V6 version of its EcoDiesel engine mated to its 8-speed TorqueFlite automatic transmission in an effort to boost both fuel economy and low-end torque for its half-ton Ram 1500 pickup. The OEM expects an engine-transmission package will help reduce noise by 60%.
The Ram ProMaster full-size van is based on the Fiat Ducato van built for the European market. It is available in two roof heights (90 in. or 101 in.), three wheelbases, and four body lengths, with both chassis cab and cutaway model options. Its unibody frame architecture provides payload capacity of up to 5,145 lb and a maximum towing capacity up to 5,100 lb. The GCWR for the ProMaster is 11,500 lb when equipped with a 3.6L PentaStar V6 gasoline engine cranking out 280 hp and 260 lb-ft of torque mated to a 6-speed automatic. Customers can also spec the 174-hp 3L I-4 EcoDiesel, which generates 295 lb-ft of torque and is mated to a 6-speed manual for a GCWR of 12,500 lb.
The ProMaster also features a standard sliding door on the passenger side with an optional sliding door on the driver’s side. The sliding door openings are based on roof height: 49 in. × 60 in. for the low roof model and 49 in. × 70 in. for high roof models. In the rear, an available two-position rear clamshell door swings open up to 260°, folding almost flat to the side of the van. It also comes equipped with more than 35 active and passive safety features, with electronic stability control as a standard offering.
Ram also announced plans last month to introduce a small commercial van based on the Fiat Doblo. That vehicle, which has not been named yet, will debut in 18 to 24 months, according to the company.
The 2014 model Toyota Tundra full-size pickup represents the first major change to the Japanese OEM’s U.S. pickup truck line since the launch of the current generation back in the 2007 model year, says Bill Fay, Toyota Division group vice president and general manager.
According to Fay, to satisfy the growing number of “premium” pickup buyers, the Tundra will come in five distinct grades — each of which will be immediately recognizable due to such design cues as a different front grille. He says the Tundra SR grade will remain its entry-level offering and is “designed primarily for the work-use buyer who will value its excellent utility on the job.”
The Tundra will be offered in three cab styles: 2-door regular cab, 4-door double cab, and 4-door CrewMax — all of which will be available either as 4×2 or 4×4 versions. Three engine offerings will also remain. A 4L dual overhead cam (DOHC) V6 will be standard on Tundra regular and double cab models and will produce 270 hp and 278 lb-ft peak torque. It will be paired with a 5-speed automatic transmission with uphill/downhill shift logic. The available 4.6L DOHC i-Force V8 will offer 310 hp and 327 lb-ft of peak torque while the 5.7L DOHC i-Force V8 will produce 381 hp and 401 lb-ft of peak torque, in both gasoline and Flex Fuel variants. Both V8s come standard with a 6-speed electronically controlled automatic transmission.
Fay says the Tundra’s 5.7L V8 will allow it to carry more than 2,000 lb and tow more than 10,000 lb. Other key features include front and rear bumpers that change from one to three pieces for lower replacement costs; a more ergonomic “driver-centric” cab that places the center stack 2.6 in. closer for easier access; and an added trailer brake controller for the towing package, with 4-pin and 7-pin trailer connectors that have been moved up next to the license plate to make them easier to use and less susceptible to damage.