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NYTimes.com Article: Big and Fancy, More Pickups Displace Cars

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      Big and Fancy, More Pickups Displace Cars

      July 31, 2003
      By DANNY HAKIM






      Jason Lawson had a big pickup, but like a growing number of
      Americans he recently traded up to an even bigger one.

      "It's an S.U.V. with an open back," Mr. Lawson, 33, said of
      his metallic gray Ford F-250 Crew Cab. The pickup weighs
      about three tons, empty, and has enough room in the cab for
      him, his wife, their two children in car seats and even the
      family's chocolate lab.

      "You can use it for work, go home, put the family in it and
      take off," said Mr. Lawson, who lives in a Chicago suburb
      and owns a flooring company.

      Sales of the largest pickups have been soaring for several
      years. But in coming months the competition for customers
      will grow sharply. Japanese automakers are rushing into the
      market, now one of the most profitable and always dominated
      by America's Big Three. Ford is introducing a lavishly
      redesigned version of its best-selling large pickup. Even
      Hyundai, the Korean company known for low-cost cars, may
      enter the large-pickup market.

      The trend toward bigger-than-ever pickups has broad
      implications for the safety of American drivers, the
      environment, oil consumption and the financial health of
      the auto industry.

      Big pickups, which can cost $40,000 and up, are the most
      dangerous vehicles on the road for people riding in other
      vehicles - much more dangerous than large sport utility
      vehicles, according to federal crash statistics. The
      average pickup uses more gasoline than the average S.U.V.
      and therefore produces more gases that contribute to global
      warming. Pickups, along with sport utilities, are also the
      industry's most profitable vehicles, and they get more
      profitable as they get larger and more luxurious.

      Once utilitarian vehicles used exclusively for work, pickup
      trucks are getting bigger, roomier, more powerful and
      showier in almost every way. Passenger cabs with two rows
      of seats, once a minority, are the norm.

      The biggest pickups, which were just 8.6 percent of the
      nation's new vehicles in 1990, now account for 13.2 percent
      - about one in every eight vehicles sold.

      The allure of the pickup market for the auto industry is
      clear. The industry sold two to two and a half times as
      many full-size pickups as it did full-size S.U.V.'s last
      year.

      Last year, the Ford F-Series, the best-selling vehicle of
      any kind in the nation, contributed $2.4 billion of net
      income to the Ford Motor Company, according to John Casesa,
      an analyst at Merrill Lynch. Without the truck, the
      company's $980 million net loss would have been much worse.


      This fall, Ford will start selling redesigned versions of
      its F-Series including several that seem fancier than its
      Lincoln luxury sedans. "It could easily account for all of
      the company's earnings in 2004," Mr. Casesa said.

      Toyota is the only foreign carmaker that sells a full-size
      pickup, the Tundra. When sales were booming in 2001, it
      sold more than 100,000 Tundras, compared with Ford's sales
      of more than 900,000 F-Series trucks. General Motors sold
      more than 700,000 Chevrolet Silverados, the
      second-best-selling vehicle in the country, and more than
      200,000 GMC Sierras, while Dodge, a unit of
      Daimler-Chrysler, sold close to 350,000 Ram pickups.

      G.M.'s offerings range from the very large, like its
      Silverado, to the very fancy, like its Cadillac Escalade
      EXP pickup. This year, the company will even start selling
      a luxury pickup with a convertible top, the Chevrolet SSR,
      that starts above $40,000.

      With luxury pickups increasing in popularity and
      profitability, however, Japan wants a bigger slice. Nissan
      is introducing its first full-size pickup, the voluminous
      Titan, this year. Tellingly, the company will not even
      offer a regular cab version of the truck - the basic
      two-seater that dominated the market a decade ago.

      Toyota will start selling a version of its Tundra in
      November that has a crew cab - the largest cab style, much
      like a big S.U.V. inside. Toyota also recently announced
      that it would build a new pickup plant in San Antonio, in
      the heart of pickup country.

      Like their American rivals, Japanese companies are focusing
      on the many people who only get their hands dirty during
      the occasional visit to the gardening center - those who
      want a pickup with two rows of seats (leather, heated
      seats) as well as power windows and doors and wood-grained
      interiors. The biggest pickups are particularly popular in
      the Southwest and Rocky Mountain states.

      Mike Cruz-Montes, 31, a supervisor at an electric utility
      who lives in Katy, Tex., about 30 miles west of downtown
      Houston, has a Ford F-150 extended-cab pickup with a second
      row of seats, but he is preparing to trade up to a roomier
      crew cab, which can better accommodate his wife and two
      daughters.

      "Before, trucks were mainly thought of as for a working man
      or woman," he said. "I love the power it has when you need
      it. I do a lot of landscaping around the house and I love
      to be able to throw things in the back of the truck, mulch
      or dirt, bring it home, then wash it down and take the kids
      to dinner. It's very versatile."

      To environmental and safety advocates, the extension of the
      auto arms race from sport utilities to pickup trucks is a
      worrisome development.

      When the average large pickup truck collides with a second
      vehicle, people in the second vehicle die at a rate of 293
      for every 100,000 crashes, according to federal crash
      statistics. By comparison, large sport utility vehicles
      kill people in the second vehicle at a rate of 205 per
      100,000 crashes; minivans kill at a rate of 104 deaths; and
      large cars at a rate of 85 deaths.

      "This is terrible for people on the highway," said Joan
      Claybrook, the former head of the National Highway Traffic
      Safety Administration and the president of Public Citizen,
      a consumer advocacy group. "The growth of these larger
      vehicles, in terms of market share, means the chances
      you're going to be hit by a big pickup truck goes up, and
      they are the most dangerous vehicles that can hit your
      car."

      Because they roll over more easily than cars, pickup trucks
      also have fatality rates for their own occupants that are
      slightly higher than those of passenger cars, but below
      those of sport utility vehicles, according to the most
      recent data from the traffic safety agency.

      "If you get super heavy and super large," said Brian
      O'Neill, president of the Insurance Institute for Highway
      Safety, "you won't gain many benefits for yourself and
      you'll inflict more damage on others."

      Big pickups tend to be safer for their own occupants than
      small pickups, but when used as family vehicles they are
      less safe than minivans and station wagons.

      Why are big pickups more dangerous to other drivers than
      big sport utilities?

      No one really knows; a comprehensive analysis has not been
      conducted, Mr. O'Neill said. "Part of that is design and
      part is where and how they're operated," he guessed.

      The higher ground clearance of pickups means that in a
      crash they can run over the bumper or floor of a car,
      making them deadlier to passengers in the other vehicle.
      Big pickups and sport utilities are both built on frame
      rails that run under the vehicle almost like giant fork
      tines. The stiff rails can puncture cars or small S.U.V.'s,
      which are constructed more like steel egg cartons. But
      pickups can also be carrying heavy loads in their beds, Mr.
      O'Neill said, and thus they are often heavier in collisions
      than are the S.U.V.'s that are based on the same frame.

      Also, many pickups are driven in rural areas, where crash
      speeds tend to be higher.

      Automakers, under pressure from the traffic safety agency,
      did agree this year to start working together to make
      S.U.V.'s and pickups less dangerous to other vehicles;
      consumer groups say the automakers have a poor history of
      self-regulation.

      Pickup drivers as a group tend to be less careful than
      people behind the wheels of cars, according to insurance
      industry data. They tend to drink more and use their seat
      belts less often, figures show.

      Pickups also weigh more than sport utilities. The average
      unloaded pickup now weighs about 4,700 pounds, up from
      about 3,500 pounds in the mid-1980's, according to the
      Environmental Protection Agency. That's almost 200 pounds
      more than the average S.U.V. Many versions of the
      best-selling pickups weigh in at more than three tons,
      unloaded, putting them in Hummer territory.

      Fuel efficiency of the average pickup has also declined
      from as high as 19.2 miles a gallon in the 1987 model year
      to 16.8 miles a gallon today. The average S.U.V. gets 17.8
      miles a gallon now and the average car 24.8. And even those
      averages do not count the very biggest vehicles - those
      weighing more than 8,500 pounds fully loaded - which are
      exempt under federal law. Like the Hummer and other giant
      sport utilities, the biggest pickups average little more
      than 10 miles a gallon.

      And more gas burned means more gases spit out the exhaust
      pipe. Over its projected life span, the average pickup
      truck under 8,500 pounds emits 97.9 tons of global warming
      gases, according to the Union of Concerned Scientists, an
      environmental group. The average for S.U.V.'s is 93.4 tons
      and for cars 66.5 tons.

      At the beginning of the 1990's, people bought full-size and
      compact pickups at about the same pace, and each kind of
      truck had roughly 8 percent of the total market for
      passenger vehicles. Today, full-size pickups have grown to
      13 to 14 percent of total passenger vehicle sales, while
      sales of compact pickups have shrunk to less than 5 percent
      of the market. Large sport utilities account for 5.8
      percent of all sales.

      Full-size pickups themselves are also getting larger. Those
      with regular cabs, which are the basic work trucks with
      seating for two, now represent less than 17 percent of
      full-size truck sales. Extended-cab pickups - and roomier
      crew cabs, with seating for five - accounted for most of
      the market.

      A decade ago, regular cabs effectively were the market,
      commanding roughly 80 percent of full-size sales, according
      to AutoPacific, a market research group.

      "The whole cab mix, industrywide, has flip-flopped," said
      Doug Scott, Ford's marketing director.

      Mark Hogan, G.M. group vice president for advanced vehicle
      development, said, "It tells us clearly people aren't using
      pickups the way they had in the past."

      Ford has been changing its marketing accordingly. In a
      recent TV ad, a suburbanite ordering coffee at a truck stop
      is asked by a trucker if he has his "rig loaded down."

      "We're loaded down all right," the suburbanite replies,
      before returning to his F-150, where he hands his wife a
      cup of coffee while his three daughters argue in the
      spacious back seat.

      Attracting the suburbanite trucker, of course, means
      coupling the pickup's tough outside with a gentler inside.
      The new Lariat version of the Ford F-150, which has a base
      price of more than $35,000, has leather seats, chrome and
      brushed steel flourishes, and color schemes with names like
      "medium pebble." The gear shift is between the seats, like
      a car's.

      Mr. Cruz-Montes said he had long been a truck guy. "My
      father had an 85 F-150. It was great for working and
      hauling things around," he said. "But using that foldout
      bench they used to have" - instead of a second row of seats
      - "for kids it was O.K., but even for a small adult, it was
      very uncomfortable. They have metamorphosed tremendously
      toward the family."


      http://www.nytimes.com/2003/07/31/automobiles/31PICK.html?ex=1060663152&ei=1&en=d2f164a71e6bd52b


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