MotorTrend

Ford vs. Chevrolet vs. Ram: Heavy-Duty Truck Prioritizer

An on-paper comparison among the 2020 Silverado HD, 2019 Ram HD, 2020 Sierra HD, and 2020 F-Series Super Duty
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Answering these eight simple questions can help you determine which of the new heavy-duty trucks is the best fit for you.

Read about the new 2019 Ram HD, 2020 Ford F-Series Super Duty, 2020 GMC Sierra HD, and 2020 Chevrolet Silverado HD here:

Am I an open-minded shopper in search of the best truck?

  • Absolutely:Keep reading
  • Not really:Stop pretend-researching on the internet and go buy the brand your family has bought since granpappy got his license in '46. (Note to Dodge chauvinists who've been out of the market for a decade or so: Buy Ram. )

How important is payload?

  • Max me out:Each of the heavies achieves its highest payload rating with the gas engine because they weigh a lot less than turbodiesel engines.Ram's3500 dually regular-cab, long-box configuration with the 6.4-liter Hemi will haul 7,680 pounds, but we expectFordto trump that figure by a feed bag or two when it rates its much larger 7.3-liter V-8 gasser. Ram's fuel economy might be better, though, as its gas engine features cylinder deactivation.
  • Meh, my stuff is bulkier than it is heavy:TheChevy/GMCboxes are built differently so the floor and inner wall panels can be closer to the outer panels, making them wider inside. The 8-foot box boasts best-in-class volume of 83.5 cubic feet. CornerSteps in the bumper and BedSteps at the front sides of the bed ease loading the bed and securing loads, as well.

How adept are you at maneuvering a trailer?

  • I'm a total pro:Get theRamto send the message that you don't need all those sissy camera screens and trailer-aiming gizmos.
  • It's been a long time since my last mailbox flattening:Go forChevy, and load it up with the Advanced Trailering System, which comes with a slew of built-in cameras plus two you mount in and on the trailer. They combine to provide 15 useful views, and they can even make your trailer invisible for a clear rear-view.
  • I'm a total nervous greenhorn:ThenFordis the brand for you. You get most of the camera coverage offered by Chevy, plus Pro Trailer Backup Assist, which lets you twirl a knob to steer a reversing trailer—and it works with bumper or fifth-wheel/gooseneck hitches. Magic.

How heavy is your trailer?

  • 35,100 pounds:Lucky you! You can enjoy the prettier styling, vastly nicer interiors, and 1,000-lb-ft torque of theRam3500 dually turbodiesel.
  • 35,500 pounds:You're going to need theChevy3500 turbodiesel dually, which might at least get slightly better fuel economy than the Ram, thanks to its 10-speed automatic, and which we are promised can put all 910 lb-ft to the ground in the low gears.
  • 35,501 pounds*:Hang in there;Fordshould announce its Super Duty max tow rating any day now, and smart money says it'll be a number greater than those above.

Are you a label snob/name dropper?

  • The only label I care about on my truck is the one on the grille: Then go for theFord. The Blue Oval gang is the only heavy-duty/commercial truck company that designs, tests, and builds all its very own powertrains (nowadays—it dumped Navistar almost a decade ago).
  • I trust the big names in long-haul/commercial trucking: If you'd really rather be driving a big rig, you might be happiest with the Cummins-poweredRamIt's the first truck to hit the magic torque number of 1,000 lb-ft, and the Cummins name is legend around the truck-stop pumps, but it's now the only turbodiesel heavy with a six-speed automatic. Or go forChevy/GMCto get some nice Allison Transmission logos. But understand that GM builds that 10-speed automatic and designed the geartrain and clutch architecture in conjunction with Ford.

How important is ride?

  • I demand a flying carpet:Then retire, sell your giant boat, fifth-wheel camper, horses, or race cars, and downshift to a four-wheel-air-suspensionRam 1500.
  • It's pretty important:Try theChevy/GMC,which is the only heavy-duty pickup with a fully independent control-arm and coil-spring front suspension. All three one-ton models feature hefty leaf springs in back, which are going to feel really stiff when unloaded. Opting for the rear air helper springs on theRammight buy you a bit more unladen rear ride compliance.
  • My kidneys can take it:Go for theFord.

How gadget-/connectivity-obsessed are you?

  • Beam me up, Scotty:A big-screen-equippedRamis the obvious choice for the connection-obsessed, especially with the fun infotainment opportunities it brings, like SiriusXM programming you can pause and rewind.
  • I mostly need it for work:FordPass Connect technology is standard on all and features a 4G LTE modem with Wi-Fi connectivity for up to 10 devices, andFordoffers fleet managers a suite of telematics and data services to help monitor driver behavior and optimize costs and fleet utilization.
  • Trailer connectivity is more important:Then you're gonna love the way the myChevrolet app connects via Bluetooth with an RV trailer equipped with ASA Electronics' iN-Command Control system. The app lets you control trailer functions like the generator and HVAC while monitoring the status of the water and waste tanks—all from your dash screen.

Will you be connecting a snowplow, dump bed, cherry picker, etc.?

  • Yep:Then you'll be needing a power takeoff on the transmission.Fordoffers factory-installed Live-Drive, which takes power off an upsized idler gear that powers the transmission's oil pump.Chevyoffers a beefier and reportedly quieter chain-driven PTO. Both operate at engine speed, not turbine or transmission input speed. Tie-breaker for snowplow folks:Chevyclaims its front end will accept a snow plow without the need to drill into the bumper or otherwise permanently mar the appearance.
  • Oops, I mean yes but I already bought the Ram!Don't fret.Ramclaims its transmission can accept upfit PTOs on either side of the transmission—good news if there's some reason your PTO needs to be on the opposite side of the factory ones. Ram is also the only one that can offer "fuel saver" mode, by operating the PTO in cylinder-deactivation mode when loads permit.

More on new heavy-duty trucks:

Frank Markus

I started critiquing cars at age 5 by bumming rides home from church in other parishioners’ new cars. At 16 I started running parts for an Oldsmobile dealership and got hooked on the car biz. Engineering seemed the best way to make a living in it, so with two mechanical engineering degrees I joined Chrysler to work on the Neon, LH cars, and 2nd-gen minivans. Then a friend mentioned an opening for a technical editor at another car magazine, and I did the car-biz equivalent of running off to join the circus. I loved that job too until the phone rang again with what turned out to be an even better opportunity with Motor Trend. It’s nearly impossible to imagine an even better job, but I still answer the phone…

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