Story and photos by Mike Magda

Back in the day, travel-trailer owners used their personal vehicles or shop trucks to tote their Airstreams or Vagabonds cross country — there were no one-ton turbo-diesel crew cabs with navigation systems and leather seats. This is how real truckers went on vacation with their families.

The fifth annual Trail Along to Pismo vintage RV show was held last weekend in Pismo Beach, Calif., and it featured an eclectic collection of old pickup trucks, station wagons, woodies and a few truly unusual home-built tow-vehicle creations. Highlights included a BMW pickup along with the Boles Aeros, Streamliners, Silver Streaks and the always cool Teardrops.

The show offers a nostalgic atmosphere, with kids riding around on Stingray bikes, women dressed in poodle skirts and all the trailers decorated in classic vintage decor. We strolled through the 300 allotted spaces at the Pismo Coast Village RV Resort looking for the coolest tow vehicles we could find. We'll let the photos speak for themselves. Enjoy!

By Mike Magda

We just got our first look at the tow ratings for 2013 GM pickups, and for most full-size trucks, their factory numbers will be 200 to 300 pounds lower than comparable 2012 models. And some models will drop as much as 4,800 pounds. Ouch.

As all the pickup manufacturers adhere to the new SAE J2807 towing standards this year (Toyota started early with its 2011 truck models), it’s likely that many tow ratings will fall. But for GM, its consumers are just as likely to learn that the new tow rating for select models of the Chevy Silverado and GMC Sierra will actually go up by 100 pounds for 2013, as well.

Confused? Bear with us as we sort through the numbers and hear from GM’s top truck engineer. We’ve compared the 2012 tow ratings with numbers found on the recently released 2013 GM order guides. Our sampling revealed that towing capacity for all 1500 models and many 2500 models dropped as much as 300 pounds, depending on the vehicle configuration, engine choice and axle ratio.

In the 1500 class, a two-wheel-drive Extended Cab standard bed with a 6.2-liter V-8, 3.73:1 axle ratio and the Max Trailering package was rated to tow 10,700 pounds in 2012. According to the 2013 order guide, the rating will be 10,500 pounds. A four-wheel-wheel-drive regular cab with a standard bed, 5.3-liter V-8, 3.42:1 axle and HD trailering package was rated at 8,900 pounds in the 2012 model and dropped to 8,600 pounds in the 2013.

In the 2500 class, a four-wheel-drive Extended Cab long bed with the 6.0-liter V-8 and 3.73:1 axle went from 9,400 pounds to 9,100 pounds, but the same configuration with the 6.6-liter Duramax diesel remained the same at 13,000 pounds.

“The reduction in trailer weight ratings for 2013 is a result of SAE J2807,” said Dean Perelli, chief engineer for GM trucks. “J2807 applies to all vehicles that are 13,000 pounds GVWR and below, therefore affecting all light-duty and some heavy-duty pickup trucks.”

In the past, each manufacturer set its own criteria for tow ratings. There was no uniform test procedure in the same manner that the Society of Automotive Engineers sets down for promoting engine horsepower numbers or standard procedures the EPA uses to determine estimated fuel economy. Without a common industry standard, it was tricky for truck shoppers to compare tow ratings fairly and accurately against other brands. Inexperienced truck consumers were especially vulnerable because they could be misled into believing the “maximum” tow rating used in advertising applied to every model in a particular truck line.

A few years ago, automakers, along with trailer manufacturers and towing dynamics experts from each of the OEMs, worked with SAE to establish industry standards for tow ratings. The group settled on tow-vehicle performance requirements for acceleration, driving up a grade and braking. Automakers did have the option to implement the J2807 standards voluntarily, and most said they would comply by the 2013 model year. Toyota was the first manufacturer to implement J2807 when its tow ratings for the 2011 Tundra and Tacoma were lowered.

Base weight requirements that reflect real-world towing situations are responsible for most of the ratings reductions. Before J2807, automakers referenced only a 150-pound driver as payload.

“In addition to the performance requirements, SAE J2807 applies a standard conservative approach to calculating the trailer mass, which includes two occupants, optional equipment, aftermarket trailer hitch equipment and trailer mass on the vehicle,” Perelli said.

The largest drop in tow ratings came in selected 2500 models with 5th-wheel and gooseneck hitches. For example, a two-wheel-drive regular-cab long bed with the Duramax diesel and 3.73:1 axle was rated at 17,800 pounds using a 5th-wheel hitch. For 2013, the rating drops to 14,400 pounds. A four-wheel-drive Extended Cab long bed with the diesel and a 3.73:1 axle saw its rating drop from 15,700 pounds to 10,900 pounds.

“For 5th-wheel towing, SAE J2807 assumes that 20 percent of the trailer weight is on the kingpin,” Perelli said. “Previous calculations consider 17 percent with the understanding that the GVWR and RGAWR would not be exceeded. This change, in addition to the additional mass considered above for the additional passenger, optional content and aftermarket trailer hitch equipment can have a significant effect on the new calculated trailer weight ratings for 5th-wheel trailers.”

In the 3500 class, ratings with a traditional trailer hitch were mostly unaffected; however, with a 5th-wheel hitch, most models saw a 100-pound increase. The “maximum” tow rating for the Silverado and Sierra is now 23,100 pounds. The lone model with that rating is a four-wheel-drive regular-cab long bed with the Duramax and 3.73:1 axle. A more popular model, the four-wheel-drive crew-cab long bed with the diesel, is now rated at 22,500 pounds.

“Year-to-year revisions in mass allowed the 3500 series trucks to increase the trailer weight ratings by 100 pounds,” Perelli added.

For commercial owners interested in the new 2500 bifuel models that operate on gas or compressed natural gas, those trucks will have the same towing rating as a comparable gas-only configuration when equipped with 4.10:1 axle. When opting for the 3.73:1 gears, the bifuel trucks’ tow rating will be 600 pounds lower.

“Considering the GCWR and SAE J2807, the bifuel trucks built with the 3.73 axle have a reduced trailer weight rating as a result of the shift in CNG system mass from the trailer to the vehicle,” Perelli said. “The mass of the CNG system on the bifuel truck with the 4.10 axle has no effect on the 13,000-pound trailer weight rating when compared to a similar L96 gas-only truck considering the higher GCWR. All the SAE J2807 maximum trailer weight calculations and performance requirements have been achieved to meet the maximum trailer weight ratings.”

Finally, not much else is changing on the 2013 model. A quick scan of the order guide revealed that two new colors will be introduced: Deep Ruby Metallic and Blue Topaz Metallic. Also, there’s a blackwall all-terrain tire option for the Z71 package.

At a time when just about every dollar of one’s paycheck is accounted for, people often save money by owning one vehicle that can perform a variety of tasks. This is a reason why truck sales, especially crew cabs, remain high. So it’s comforting to know that trucks like the 2012 Ram 1500 crew cab 4×4 have evolved into a vehicle that can haul cargo to the construction site, pick up the kids from school and tow your trailer to a campsite for a fun weekend adventure.

Despite the rise in luxury truck sales, truck enthusiasts who depend on their vehicles know that gas mileage and tow ratings matter more than leather seats and a wood-grain dash. Nevertheless, our Ram test vehicle was a fully equipped four-wheel-drive Sport crew cab with leather seating, navigation, sunroof and many more options that jacked up the sticker (to dowwnload the Ram 1500 pricing sheet, click here) above $51,000. That’s a whole lot of extras on a truck whose base price is around $40,000 and includes a 5.7-liter Hemi engine, a six-speed automatic transmission and a gas mileage rating of 19 mpg on the highway.

While the base model seems much more reasonable to anyone willing to give up some luxury items, like an $850 power sunroof or a $1,695 rear-seat video system, one of the more useful options is a 3.92:1 rear axle ratio and a limited-slip differential. With a standard payload capacity of 1,500 pounds, the added rear-axle options gave our test truck a towing capacity of 10,200 pounds. This would prove to be a great asset in the off-road conditions we put the truck through.

Although the bright Flame Red truck looked great with its color-matched bumpers, grille and sport performance hood, we got it covered in dirt and dust while traveling over several off-road trails that included deep ruts, river washes and loose terrain.

The Ram’s suspension hasn’t changed in several years, and it still proved to be capable. It uses aluminum A-arms, coil springs and twin-tube shocks in the front with a five-link suspension with coil springs, track bar and twin-tube shocks at the rear. We drove the Ram over a steep hill climb and washed-out trails that put the suspension into its maximum point of articulation. Despite the conditions, the Ram provided a predictable and well-balanced ride. The truck never felt unsteady or incapable of handling anything a stock-height truck could drive over.

The stiffer ladder-style chassis allowed the suspension to fully extend and compress while slowly crawling over deeply rutted areas. The only limiting factor was the P275/60R20 Goodyear Wrangler HP tires that were an option for our test model’s Sport package. The tires were mounted on polished 20-inch aluminum wheels that looked great, but the combination was better suited for high mileage and a smooth highway ride. It may not be enough traction to tread where Jeeps roam, but the Ram can still easily get you to any campsite off the beaten path.

The only other drawback we saw was ground clearance. You can simply never have enough of it, but we didn’t want to go into more rugged terrain and risk scratching the air dam. That in and of itself is not much to complain about, but we were well aware that if the truck were outfitted with a set of all-terrain tires and a 3-inch body lift, it would be dramatically more capable without any other changes. Nevertheless, we realized that the Ram was set up to be a good compromise that also offers comfort, smooth operation and capabilities in other areas, which we experienced on our test drive.

With the Ram’s crew-cab design, there’s plenty of room and storage areas in the doors, center console and under the rear seats. Our test model came equipped with a rear entertainment system that connected to a media center featuring a 40-gigabyte hard drive and GPS navigation. These are nice items to have so you don’t get lost finding that off-road trail off the highway or getting to a new restaurant you’ve always wanted to try. The truck also featured Uconnect, which allows you to make hands-free phone calls via Bluetooth and connects you to assistance when you need it. For daily driving, the interior is more than spacious and comfortable for driving with the family or taking your boss out for lunch.

But some truck owners also use their vehicles for work. In this case, the RamBox Cargo Management System comes in handy. The RamBox safely stores items in the sides of the bed with a lockable, weatherproof lid. The boxes can hold lots of 12-ounce beverages (140 total) for your weekend getaways. That was perfect for our off-road excursion, leaving more room in the cab for passengers and eliminating the chance of an ice chest bouncing around in the bed. The RamBox can also hold work tools, tow straps and other items you may want to keep in the vehicle. We liked that both boxes, and the tailgate, lock with the ignition key. It’s a great feature, especially when used with any aftermarket hard folding tonneau cover to secure tools and other items you may use to transport to and from the job site.

We took our truck on an exciting off-road trip, but we also saw how well it performs with a heavy load in the bed by hauling 1,000 pounds of scrap metal to the local recycling yard. We especially liked how the new 65RFE six-speed gave us access to all six gears when manually shifting with the console shifter, which came in handy with the heavier load.

Our test model had an optional urethane spray-in bed liner that worked exceptionally well; it didn’t leave any dents or scratches from the load. With the extra weight, the truck sank an inch or two but still drove and handled predictably. The Ram looked quite comfortable carrying the hefty load and it didn’t feel overly top-heavy, especially when maneuvering around corners and in stop-and-go traffic. In fact, several workers around the recycling yard gathered around to check out the truck, and they gave us a few thumbs-up. Others liked the tailgate assist that made it effortless to open and close the tailgate when moving the payload.

While the as-tested price gave us (and other truck owners we talked with) a little bit of sticker shock, the Ram 1500 crew cab is definitely a vehicle that proved it could take on mildly difficult off-road terrain, haul heavy loads and keep the family quiet and comfortable in a roomy cab. We also liked that our test truck managed to get 20 mpg on the highway and 15 mpg in combined off-road and street driving conditions. But with a moderate base price and lots of options, buyers can outfit the Ram 1500 crew cab to whatever fits their needs and budget.

With a stiff ladder-style chassis, the suspension can fully extend and compress while slowly crawling over deeply rutted areas. Ground clearance is an issue, and although the truck is capable of more rugged terrain, we were not willing to damage the front air dam.

The 5.7-liter Hemi is powerful, making 390 hp and 407 pounds-feet of torque. But it’s also more fuel efficient achieving 20 mpg (unloaded) on the highway during our test, largely due to the modified 65RFE transmission that gives the driver access (through manual shifting only–you'll use only five gears in “D”) to all six gears.

Our test vehicle came equipped with P275/60R20 Goodyear Wrangler HP tires and polished 20-inch wheels. The combination is better suited for pavement comfort and traction rather than off-road conditions, but we didn’t hold that against it.

The interior of our truck had all the amenities, including leather seating. This made the ride seem a bit more comfortable, especially with the power 10-way adjustable driver’s seat and six-way adjustable passenger seat. A navigation system and a multimedia center keeps you and the family entertained.

With good looks and rugged capabilities, the 2012 Ram 1500 crew cab can meet the needs of truck enthusiasts who use their vehicles for work and play; it's more than just a four-wheel-drive truck with good off-road capabilities. It also functions well as a daily driver and heavy hauler when needed.

GM has been making some serious marketing decisions lately about how they can more effectively use resources they have for advertising and promotion of their new vehicles, which includes the highly important 2014 1500 Silverado and Sierra replacements. Recently, they decided to stop paying for ads on Facebook and have reconsidered their long and checkered history of promoting new cars and trucks with dramatic and clever 30- and 60-second spots in front of the biggest television audience of the year–the Super Bowl.

This year, the cost for a 30-second spot during the 2013 game is reported to be as much as $3.8 million for a single run, and that doesn't include the cost of creating and producing the commercials themselves, which can also involve pricey special effects. Of course, this could also just be a clever strategy to get attention with their absence anytime a news program or media outlet wants to discuss who will buying ads for the game. No doubt, GM's name will be brought up in many media-buy conversations and news programs for being conspicuously absent from the game.

Chrysler made a big splash at the last Super Bowl with the “It's Half-time in America” two-minute commercial, as well as its “Imported From Detroit” mini-movie. Ford has not advertised during the Super Bowl for a few years, choosing instead to invested heavily in pre- and post-game programs, as well as social media.

Photos by KGP Photography

It looks like we're getting closer to seeing the 2013 Ford F-150s without a stitch of camouflage. KGP Photography caught this Limited SuperCrew recently, and it seems to be quite comfortable with very little camo.

Here's some of the info they sent us:

“Another variant in Ford's refreshed 2013 F-150 model range has now broken cover — this time it's the F-150 Limited. The F-150 Limited gets a new grille — different from the grilles on the XLT, FX4, and Lariat models that we've spied so far — and comes equipped with the new HID projector-beam headlamps. The Limited rides on low-profile rubber and large, open-spoke wheels that provide a sport-truck vibe.

“It appears that the F-150 Limited will have power running boards that will deploy when the doors are opened. As with all prior F-150 Limited models since at least 2008, bold “Limited” badging resides along the top edges of the truck bed.”

Ever wonder why there aren't any good musicals about pickup trucks? Neither have we, but someone has answered the call.

Tony- and Pulitzer Prize-winning author Doug Wright has penned a play called “Hands on a Hardbody.” It's about 10 contestants who are vying to win a new Nissan compact pickup truck by simply keeping a hand in contact with the truck the longest. The musical production by La Jolla Playhouse is based on a 1997 documentary film of the same name.

Clearly, the Nissan truck is the most important character in the play, and it has been given the ability to move and act with the other actors as they move about the stage. Off-stage controls help with the vehicle's movements, but the human actors also have to push the 1993 compact truck (found on eBay) around.

The show runs through June 17 at the La Jolla Playhouse in Southern California. You can click here to learn more about the show and buy tickets. And who knows, if this story captures the hearts and minds of truck lovers around the country, it could soon make its way to Broadway.

Singing and dancing around a truck — who wouldn't love that?

Larry Vellequette, the Automotive News journalist who knows Chrysler better than anyone, seems to be suggesting the same thing in his latest blog (subscription may be required to view). He points out that this little car-based trucklet could be exactly what either Jeep or Ram could use to satisfy all those lost sales that Ram (or Jeep) buyers have been waiting for.

Vellequette also likes the fact that a front-wheel-drive compact vehicle that still gets good fuel economy, whether it's gas or diesel, has a place for many buyers. “If Chrysler were to drop its 160-horsepower, turbocharged 1.4-liter in there and maybe a little Jeep powertrain magic, it would make the Strada a very interesting little vehicle in a segment where it would stand almost alone,” he wrote.

We're right there with you, Larry, but it's going to have to be something much better than the Dodge Rampage. Keep sounding the alarm.

Still no worries with the Chevrolet Avalanche, but we noticed that from the beginning of our trip in Washington up to this point, the Oil Life computer readout moved from 91 percent to 59 percent when we rolled into Loveland, Colo.

It's been wonderful to be able to leave all our gear in the bed of the Avalanche, safely locked up under the three-piece hardcover and locking tailgate. We have one gripe, though: We wish the bedside storage pockets were bigger. They are quite narrow and difficult to load full of anything other than small gear or clothing. We packed both cubbies with dirty laundry, several shower towels, sheets and a comforter, which probably helped insulate the other cargo in the bed.

It's worth noting that the smallish, awkwardly shaped storage area goes underneath the opening, so making use of all the space isn't easy, especially since the RamBox has changed what we think of usable storage area.

Much of our time in Loveland — the staging area before we lunge over the Rockies — was spent shuttling to and from Fort Collins to see my niece graduate from Colorado State University. Unfortunately, we didn't make it in time to see the actual ceremony, but we were keeping in touch via text. Our “quality” time with her (graduates are such busy people) came the following morning for breakfast.

After picking up one very important passenger — the wife — we headed south to Denver to make our way over the Rockies, passing through the 11,158-foot Eisenhower tunnel (built in 1973), eventually following the Colorado River to Grand Junction, then taking a short run into Moab, Utah, for dinner. (If you ever get the chance to drive Colorado State Route 128, take it. It's one of the most beautiful and varied 35-mile stretches you'll ever see.) By the end of the night we made it to Cedar City, Utah, for our last night of sleep before getting to California.

We filled up our fifth tank of gas in Green River, Utah, with the computer telling us we'd used 25.4 gallons of fuel, averaging 18.5 mpg over 471.8 miles. After filling the tank with 25.9 gallons of fuel, we calculated our fuel economy to be 18.2 mpg over the same distance. Not a bad average since we had just come over the Rockies.

During this stretch, we encountered much more uphill and downhill, and the cylinder-deactivation mode engaged more often. During all the downhill sections, the engine quickly recognized the driving conditions and kept the truck in four-cylinder mode until we touched the throttle. We could keep track of the switch between eight cylinders and four cylinders on the Instant MPG screen.

Some of the downhill sections through the Rocky Mountains were fairly steep, so the manual tap-up/tap-down thumb switch on the transmission stalk proved quite useful. The software controlling the transitions from gear to gear, modulating the engine revs, made all the shifts quite smooth. The 6L80-E transmission impressed us, especially when we needed to quickly get from 5th gear to 2nd gear or from 1st to 4th. Whenever the roads were rolling and sharp, we found ourselves more comfortable shifting manually or staying in Tow/Haul mode longer.

We liked that the gears hold longer in Tow/Haul mode, but we'd like to see more aggressive downshifting on downslopes, akin to the grade braking on heavy-duty trucks. The transmission seems plenty smart enough to get you to the highest gear as fast as possible to achieve the best fuel economy, so it seems logical that it could sense the need for quicker downshifting on grades to keep vehicle speed more under control.

We were pretty late pulling into Cedar City, but we put our 640 miles behind us. And remember, we stayed for a late breakfast in Fort Collins with our new graduate and didn't get on the road until 10:30 a.m. Thankfully, since we are continuing west tomorrow, we could sleep an extra hour in the morning because we'd get that hour back once we get into Arizona. Almost there.

Still, with Midwest fuel prices hovering around $3.80 per gallon, we're talking about $100 every time we stopped. And thanks to my overly cautious credit card company – which likes to automatically shut off my card in $75 and $95 increments, depending on the filling station – that usually meant I had to use the pump back-to-back times to get my tank full. Ugh.

From Chicago we headed north to see an old high-school friend, who I had just learned that morning was in Madison, Wis. We were still on target to get to Lincoln, Neb., before turning in for sleep that night, assuming we didn't hang around too long.

We timed it to arrive in Madison for lunch so that traffic wouldn't be too bad. Unfortunately, there was a lot of highway construction on U.S. Highway 12 in Madison, and I'm sure traffic would have been even more horrible later in the afternoon. After a quick tour of my friends' house and man cave (I have got to get one of those), we had a good lunch that included a substantial dose of reminiscing. Of course, I made sure we didn't tell too many of the “wrong” stories with my daughter at the table, who seemed quite interested in all of it.

Soon we were heading back to Interstate 80 for more westward progress until we stopped at the world's largest truck stop, just outside of Davenport, Iowa. For those who have never seen this place on TV or have not had a chance to stop by, it needs to be on your bucket list. It's crazy.

Not only is this place big, but it has a semitruck and trucking museum, the biggest truck customizing store you've ever seen, and more custom rigs in the parking lot than you'll find anywhere in the world. And if you want huge food and coffee selection, or home-cooked food, or a relaxing massage, or movie theater, you have everything you could want under one gigantic roof.

We will say, especially since we got a later start on the day due to our Madison detour, that getting through Iowa to the Nebraska border seemed like it took forever. These are long states, and it wasn't fun driving west at sunset when you still have to get two hours down the road. Eventually we made it to Omaha, where we needed a quick fill-up (and to clean off all the dead bugs from our windshield and grille) to be ready for tomorrow's early morning start. I dragged my grumpy passenger out for a photo here.

We didn't have much time to stop and do any sightseeing, but we did pass through the birthplaces of Ronald Reagan and John Wayne, as well as Madison Country, famous for all those picturesque bridges. During this section, a good-sized storm was southwest of us, so we had a constant headwind pushing us around for about six hours of our drive. That had to hurt our fuel economy. Average speed, according to the trip computer, was 68 mph.

By the time we pulled into the hotel parking lot, the Cabela's across the street was closed. It would have been nice to spend some time there, but we still had work to do at night and probably a little more the next morning.

Two days of driving and almost 1,500 miles added to the Avalanche's odometer with just three fill-ups. Not bad. At our fill-up in Wisconsin earlier in the morning, the computer said we averaged 17.7 mpg, while our calculations told us we got 17.9 mpg. That evening in Omaha, our computer told us we were averaging 18.4 mpg, while our own calculations reported 17.2 mpg.

Next stop: the Rockies.

We assumed this would be important, since it might not be the best idea to leave plastic bags of clothing, stuffed luggage, a refrigerator and what seemed like an endless number of toiletry bags exposed to the elements. Plus, we'd be stopping at a hotel each night, and we didn't want to unload or repack the entire vehicle each time.

Regardless, the Avalanche was a good choice, but packing a year's worth of “girl stuff” into an abbreviated bed (with two small side bins) required all of our condensing skills. In the end, with only our luggage and bedding (and computers and backpacks) in the backseat of the Chevy, we managed to squeeze an entire college student's life into one Avalanche bed — no small feat because the bed area is just 4 feet long, a little over 4 feet wide and 22 inches tall. But then again, with a $55,000 sticker price, this thing should be making us coffee each morning as well.

Our trip started by getting out of Washington, D.C., early in the morning. And if you've ever been to there, you know that getting in or out of that town is not easy. Thankfully, in less than an hour we were out of Maryland and on our way into the Allegheny Mountains, headed toward the famous Allegheny tunnel. This was my first time through these mountains, and it was impressive, with gorgeous rolling hills and all the trees getting deep into their spring leaves. I need to get back there to spend more time, or even stop and take a picture. But our first day's end zone was a possible dinner stop in downtown Chicago, so we needed to make good time.

The Avalanche is quite comfortable, and the constantly adjusting Autoride suspension knocks off any sharp edges from rough roads or expansion joints. The six-speed automatic transmission is a good pairing with the aluminum-block 5.3-liter V-8, but waiting for the transmission to kick down when getting into the throttle is beginning to bug me. Our test vehicle had over 4,000 miles on the odometer, and if it's been spending time on the East Coast, I'd assume it's done quite a bit of city duty, so the fact that the software seems slow to downshift is a bit puzzling. We did find that driving around empty in Tow/Haul mode helped a little.

During highway cruising, with total payload (cargo and passengers) weighing less than 1,000 pounds, it was easy to drive between 65 and 70 mph with the engine loafing along under 1,500 rpm. The trip computer told us we were getting about 18 mpg, but we really like that all Avalanches come with a 31.5-gallon fuel tank, and the computer told us we had almost 600 miles to go before needing to fill up. However, as is often the case, we found the computer's numbers to be fairly optimistic about calculations of mileage and fuel economy.

Our first fill-up was in Ohio, at one of the wonderful Travel Stations along Interstate 80. With the fuel gauge on empty and the dashboard warning light on for almost 20 miles, we put in a touch under 28 gallons of fuel into the tank. It's nice that this fuel tank still gives us a good reserve even after the range calculator says you have zero miles left.

Our computer told us we had used 27.5 gallons of fuel, and we averaged 18.2 mpg. The pump told us we had pumped 27.9 gallons of gas, and if you divide the number of miles driven by the gallons actually pumped, we averaged 17.9 mpg. We should note that about 30 of those initial miles were city driving in Washington.

We made good time getting to Chicago after the fill-up, gaining an extra hour of driving time moving from Ohio to Indiana and then Illinois. After a quick tour of downtown Chicago for the young one who had never been there, we headed to an inexpensive hotel outside the city.

With the first day complete, we made it through five states and two big cities. But there wasn't much to look at from the road. We did drive past the Chevy Cruze plant in Lordstown, Ohio, and made our way through the RV Industries production headquarters in Elkhart, Ind., and we even got to see Tirerack.com's world famous wheel and tire warehouse facility.

And after 12 hours of driving, my butt and back were sore, even with the liberal use of the seat heater. Day 2 means a lot of Wisconsin, Iowa and Nebraska.