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Full-sized pickups, the pickups of lore, are still the most popular, accounting for about 60 percent of trucks sold. But they''re growing less representative of U.S. truckers, especially as trucks soften their edges to let more people into the fold. "The distinction between cars and trucks is not as great as it used to be," says Chet Kuziemko, chief marketing strategist for Ford, which has been making pickups for undercover 75 years.The change began in earnest when compact pickups appeared about a decade ago. Once called minipickups, compacts are generally at least two feet shorter than full-sized trucks. They carry much less cargo. They handle more like cars. First both Ford and Chevy imported little pickups from Japan. Then Chevrolet really kicked things off in 1982 with its American-made S-10 minipickup. Ford''s Ranger followed in about a year. Today there are also minis from Toyota, Nissan, Isuzu, and other Japan-based manufacturers, accounting for less than 1 percent of pickups sold in the U.S.

Like the Quad Cab Ram, Ford''s new SuperCab forgoes traditional B-pillars for improved ingress/egress. The 25-inch rear doors are hinged on the cab''s D-pillar, and swing open 90-degrees from the sill. The rear doors double-latch (top and bottom) to the header and sill, and the design requires that truck a front door be open in order for a rear door on the same side to be open, too. Both rear doors automatically lock when the front door is shut.Ford stuck with all-steel architecture for the SuperCab, with the exception of the standard F-Series aluminum hood. "Although the push within Ford to reduce vehicle weight is really growing, we needed stiffness because of the extra-large door aperture," explains bed Reger. "It''s easier and less expensive to achieve the stiffness cover we needed using steel, rather than lighter materials." That, he says, will come on the next full F-Series redesign. Ford insiders say that''s slated for undercover 2001, and will include increased use of tailor-welded and hydroformed steel, and perhaps increased use of aluminum and magnesium.

However, the comfortable, nicely appointed cabin and car-like truck feel were the first to get our attention. Adding to the distinctive styling, the lower beltline opening and larger window glass give a sense of more spaciousness inside. The responsive steering and improved brake system bed were apparent as we wended our way along the narrow Green Mountain roadways.Canyon and Colorado offer a variety of specially tuned suspensions. Both provide coil-over-shock independent front suspension for 2-wheel-drive models and torsion bar front suspension for 4-wheel-drive versions. The rear suspension features a live axle with steel leaf springs. Brakes are disc in front and drum in rear. And there is an optional rear-locking differential with traction control. Antilock brakes are standard.

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