What’s new
GM's full-sized pickups are treated to mid-cycle updated for 2022. Silverado: there is a new ZR2 package for 2022. GM has taken complaints about sub-standard cabin fittings seriously and has improved the look and materials of LT and higher models. GM's self-driving system, Super Cruise, is optional on the High Country trim this year. The 2.7L turbo four has increased torque for 2022 and the towing capacity for 3L turbodiesel increases to 6033 kilograms (13,300 lbs) this year. 

Sierra: Updated exterior and cabin as well as a new Denali Ultimate trim. 

Performance
The GMC Denali’s 6.2L V8 moves the truck with authority, but with perhaps an excess of vocal enthusiasm. Power is funnelled to the ground via a 10-speed automatic transmission that shifts smoothly enough but proves you can have too many gears, especially as the tuneful exhaust sonically accentuates each gear change. The Sierra’s nicely weighted steering is accurate considering it is a pickup. Handling is predictable and even though the truck features very basic suspension, including a live rear axle, ride is acceptably supple. The brakes are strong enough but braking effort is very high, the pedal has a wooden feel and is too close to the driver for ease-of-use.
Comments
Most of GM's dual nameplate pickup platform will be powered by familiar 5.3L and 6.2L V8 engines. The 3L inline six-cylinder turbodiesel produces 277 horsepower and a stout 460 lb.ft. or torque. For this new generation of pickup, GM introduced a new 2.7L four-cylinder gasoline turbo engine that produces 310 horsepower. Eight and 10-speed automatic transmissions are available depending on the engine and trim level of the truck in question.   
GM used more aluminum in the current Silverado and Sierra, but has not moved to a complete alloy body like the Ford F-150. That said, GM managed to shave about 200 kilograms off its pickups, about two thirds of what Ford saved by moving to an expensive all-alloy truck body, but at a lower cost and with fewer issues related to body repairs after a collision. 
Combined, GM's duo handily outsell the RAM 1500 pickup, but are comprehensively outsold by the Ford F150. Selling two versions of the same platform is an expensive way to market a product. Buyers are buying both the Silverado and Sierra nameplates in equal numbers.   
Pricing
Massive model range encompassing two brands, multiple wheelbases, three body configurations and numerous engines and powertrain operations. Silverado: moving from a 2.7L, four-wheel drive double cab to a crewcab four-wheel drive, costs $1700. On an LT, 2.7L crewcab, opting for four-wheel drive costs $3800. The WT (work truck), with rubber mats and vinyl seats, is intended for commercial users. The Custom trim upgrade adds carpeting, cloth seating, deep-tint glass, alloy wheels and a towing package, at a reasonable price and results in a vehicle that suits the wish lists of many buyers. Moving up to the LT adds a power driver's seat, heated front seats, dual-zone climate control, additional power points and a plethora of comfort and convenience items, at a great price. Moving up to the RST adds some minor features and looks expensive until the standard 5.3L-V8 is accounted for. The LTZ, which adds a power passenger seat, leather seating, front and rear parking sonars, blind spot, rear cross traffic and lane departure warnings, ventilated front seats, a Bose-branded audio system, wireless phone charging and a feast of minor items, is good value. The High Country, which adds a dual-range transfer case, a Bose-branded audio system, wireless cellphone charging and L.E.D. headlights, is pricy for what you get. The Trail Boss versions of the Custom and LT trims come equipped with a more capable off-road drive systems straight from the factory. Forward collision warnings, including pedestrians, autonomous emergency braking, a lane keep assist system and a lane departure warning are standard this year. Blind spot and rear cross traffic warnings are standard from the LT and higher trims. Adaptive cruise control can be added via the LTZ Convenience Package II for $1295. Adaptive cruise control is technically offered on the High Country but also forces buyers to add the 3L TDI or 6.2L-V8, making it very expensive. Sierra: the base GMC is priced $900 higher than the base Silverado; with the penulimate Sierra, the Denali, costing about five percent more than the top Silverado High Country. Wanting to think itself as a cut above, the top Sierra, the Denali Ultimate, is more than $20,000 pricier than the Silverado High Country.

Reliability
Not rated, new vehicle. The new 2.7L turbo four and inline six turbodiesel are new and unproven, as are the eight and 10-speed automatic transmission. The 5.7L and 6.2L V8 engines appear to be reliable.    

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass: NR

Head/Seat: NR

Headlight: NR

What’s new
The Platinum Black accent theme is available on all trims and the SXT Black package is offered in XL, XLT, Lariat and Platinum  forms.

Comments
Unlike some of its other product lines that linger well past their expiration dates, Ford keeps its perennial best-seller very up to date. Engine choices include normally-aspirated 3.3L-V6 and a 5L-V8, turbocharged 2.7L and 3.5L-V6 engines and a Peugeot-supplied 3L-V6 turbodiesel. Ford offer a 3.5L-V6 hybrid with 430 horsepower and a massive 570 lb-ft. of torque as well as the all-electric Lightning. Except for the Lightning, power reaches the wheels via a 10-speed automatic transmission. Co-PILOT360, with a forward collision warning and autonomous emergency braking, including pedestrians, is standard. Options include blind spot and rear cross traffic warnings, adaptive cruise control with stop and go, evasive steering assist and lane keep assist.

While all-new, the styling is clearly evolutionary and only the most devoted Ford fans will be able to spot the latest F-150. Easy-to-spot differences are the headlamps and a slimmer grille, or should we say grilles, as many treatments are offered. The aluminum body returned for the new-generation F-150. Regular, SuperCab and SuperCrew body styles are available, as are a variety of cargo bed lengths. Wheelbases run from between 122 inches to 163 inches. The cabin of the previous F-150 was disappointing in design and materials, especially when compared with the excellence of the current RAM 1500, which changed the rules as to what a pickup truck cabin should be. Design and materials have improved and Ford has included the now-expected large-format infotainment screen. Ford has done a lot of research about how F-150 drivers use their trucks and have come up with two novel features, one inside and one outside, to fit the needs of users. Inside, the Interior Work Surface option lets drivers rotate the centre console armrest forward 180 degrees, nestling the gear selector into a recess as the enormous work-dining surface comes to rest. Realizing that many F-150 driving contractors carry a generator in the load beds of their trucks, Ford now offers Pro Power Onboard, a built-in generator with either 2.0 kW or 2.4 kW outputs.

Pricing
No 2022 F-150 pricing was available in late March 2022. 
Reliability
The aluminum body work may be more difficult to work on than a steel body, with higher parts costs as well as greater labour hours needed to put things right but insurance companies do not seen to be charging extra premium on the F-150. The reliability of the Ford V6 turbo (marketed as EcoBoost) has improved since 2016 but long-term durability is still uncertain. An extended powertrain warranty from Ford of Canada is recommended if you plan to keep your F-150 past the five year/100,000 km powertrain warranty. 

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: P

What’s new
The TRX model, powered by a supercharged V8 and a "Red" trim package, are new for 2022. 

Comments
Unlike some pickups that are styled to instill fear in vehicles they are following, the RAM displays a slim and elegant look. With a massive screen in the middle of the dash, countless comfort and convenience features and supple leather seats, the Limited trim range-topper should called, “Imperial”, after Chrysler's once-storied high-end model. Seating is very comfortable and the amount of available cabin space is astounding. Powered by FCA’s 5.7L “Hemi” V8, the Ram gathers speed quickly and cruises quietly, but like many pickups, exhaust noise is intrusive when running hard. The eight-speed automatic ably harnesses the V8’s power. Equipped with four-corner air suspension, the Ram delivers a supple ride for a pickup. 

Engine choices include the popular 3.6L Pentastar V6, this time equipped with a mild hybrid system which FCA calls eTorque. The belt-driven eTorque mechanism provides 90 extra lb.ft. of torque at launch. The conventional 5.7L-V8 returns, but an eTorque version of it, which produces 130 more lb-ft. of torque on launch, is optional. The revised 3L-V6 turbodiesel has been revised and will be, according to FCA, reliable.    

Pricing
On a Big Horn crewcab, moving from rear-wheel drive to four-wheel drive costs $4000. With four-wheel drive, moving up from a club cab to a crewcab body costs $1700. An eTorque 3.6L V6 is standard, with the 5.7L-V8 a $1995 option on the Tradesman and Big Horn, but standard on higher trims. An eTorque verion of the 5.7L-V8 is an $1195 option where the conventional V8 is already standard. The 3L, V6 turbodiesel is a $3900 option on the Rebel, Laramie, Longhorn and Limited trims. Using the 144 inch wheelbase, crewcab, V6-powered variant as a basis for comparison, the Big Horn, which adds carpeting, alloy wheels and cloth seating, is a bit overpriced but is essentially the base model for consumers who plan to use the truck for personal transport. The Sport adds a myriad of equipment, plus the 5.7L-V8 at a reasonable price. The Rebel is equipped with a more sophisticated four-wheel drive system and is keenly priced. The Laramie, with an Alpine-branded audio system, more luxurious door trims, a power passenger seat and keyless start, is offered at a price that reflects the value of the additonal equipment. With navigation, front and rear parking sensors, side steps and rain sense wipers, at a reasonable price. The Limited, with premium leather seating, complex western-style stitching, power-fold running boards, wireless cellphone charging, a massive infotainment screen, four-wheel air suspension, is very luxurious but starts at around $80,000. Those looking for active safety equipment are forced to enter a minefield of confusion. Forward collision warning, including pedestrians and autonomous emergency braking, are standard starting with the Sport trim, but blind spot and rear cross traffic and adaptive cruise control are buried within expensive omnibus packages that discourage buyers from picking the equipment. 


Reliability
Newer vehicle, not rated due to insufficient data. Predicted reliability is average. Avoid the optional air suspension as it has proven troublesome (especially in winter), fails prematurely and is very expensive to repair. The previous iteration of the turbodiesel was unreliable. An oil-based anti-rust treatment is recommended.

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: M

What’s new
The new Tundra is powered by a 3.5L turbo V6 in two standards of tune; 348 and 389 horsepower. The sole transmission choice is a 10-speed automatic that sends power to all four wheels. Toyota's Safety System 2 is standard across the range.   

Comments
An enormous grille and huge, blocky, bumpers, dominate the front end of the new Tundra. Extra cab and crewcab body styles are available on the new Tundra. The side profile of the Tundra is less expressive except for a glazed area that is smaller than ususal for a pickup. The cabin reflects a very Toyota esthetic, with blocky surfaces and cabin materials that are underwhelming. Leather and genuine wood trim are available but are overlayed on an unimpressive base. Like most full-sized crewcab pickups, the cabin of the new Tundra is vast.  

Pricing
Migrating from the extra cab to the crewcab costs $2000. On the crewcab, moving up from the SR to the SR5 trim adds a power driver's seat, heated steering wheel and front seats, dual-zone climate control and fog lights, and is reasonable value. The TRD Sport upgrade adds blind spot and rear cross traffic monitors and bigger wheels, but is overpriced. The price bump for the TRD Off Road model reflects the value of its additional content. Compared to the SR5, the Limited adds ventilated front seats, wireless cellphone charging, a dual-panel sunroof and a 400 W power outlet in the cargo bay, but is expensive for what you get. Compared with the Limited, the TRD Offroad, with a locking rear differential, in addition to some minor equipment, lacks value. 

Reliability
Not rated, insufficient data. New vehicle with a new and unproven engine. Previous generations of the Tundra were vulnerable to rust, with frames, brake and fuel lines experiencing premature rusting. An oil-based anti-rust treatment is recommended. 

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass.: NR

Head/Seat: NR

Headlight: NR