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Ford Introduces Its All-New Bronco Family of Utility Vehicles

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New Ford Bronco has the Jeep Wrangler in its crosshairs.

Pre-production versions of the all-new 2021 Bronco family of all-4×4 rugged SUVs, shown here, include Bronco Sport in Rapid Red Metallic Tinted Clearcoat, Bronco two-door in Cyber Orange Metallic Tri-Coat and Bronco four-door in Cactus Gray.

On Monday, the Ford Motor Company introduced a new series of Bronco vehicles, capitalizing on an iconic name first launched in 1965. The new Broncos, which are composed of two- and four-door SUVs, and one crossover utility vehicle, are designed to help Ford recapture much of the off-road glory it enjoyed in years past.

Bronco SUVs

Production is slated to begin in early 2021 for the standard Bronco models. Ford says the base version will cost $29,995, plus destination. Buyers can reserve one immediately for just $100. The two-door seats four; the four-door seats five.

Ford is touting the new Broncos through its “Built Wild” campaign, which they say is based on “thrilling experiences” through its “heritage-inspired style, engineering and smart off-road technology, plus innovative features to help outdoor enthusiasts create adventures in the most remote corners of the world.” In other words, the new Broncos capture the heritage and capabilities of the original, while incorporating current engineering practices and technologies.

“We created the Bronco family to elevate every aspect of off-road adventure and equipped them with class-leading chassis hardware and exclusive technologies to raise the bar in the rugged 4×4 segment and take people further into the wild,” said Jim Farley, Ford chief operating officer. “They’re built with the toughness of an F-Series truck and performance spirit of Mustang – and come wrapped in one of the most stunning and functional off-road designs that’s true to the original Bronco design DNA.”

Pre-production versions of the all-new 2021 Bronco family of all-4×4 rugged SUVs, shown here, include(left) Bronco two-door in Cyber Orange Metallic Tri-Coat, Bronco four-door in Shadow Black and Bronco Sport in Rapid Red Metallic Tinted Clearcoat.

Standard Four-Wheel Drive

The new Broncos will feature four-wheel-drive exclusively, something that’s certain to catch the attention of off-road enthusiasts. Depending on the configuration, the new Bronco will benefit from as many as seven driver-selectable modes including Normal, Eco, Sport, Slippery and Sand, with Baja, Mud/Ruts and Rock Crawl for off-road driving.

A pair of four-wheel-drive systems are offered on all Bronco models: a base arrangement and a more advanced package. The standard system makes use of a two-speed electronic shift-on-the-fly transfer case, while the optional advanced system features a two-speed electromechanical transfer case that adds an auto mode for on-demand engagement to select between 2H and 4H. Ford says power is distributed to a Dana™ 44 AdvanTEK® solid rear axle and Dana AdvanTEK independent front differential unit – both with available Spicer® Performa-TraK™ electronic locking differentials for improved traction over rough terrain.

Powertrain Choices

Ford has a pair of powertrain choices for the 2021 Broncos. The standard 2.3-liter turbocharged four-cylinder engine is a familiar one, as it is utilized in various Ford products, including the Mustang. In the Bronco, it develops 270 horsepower and 310 pound-feet of torque. Also available is a 2.7-liter twin-turbocharged V6 engine with 310 horsepower and 400 pound-feet of torque.

The base engine works with either a 7-speed Getrag manual or a 10-speed automatic transmission. The Getrag unit is especially interesting as it is composed of the six standard forward gears and one crawler gear. As for the V6, it comes with the automatic only.

An available 12-inch SYNC4 system features over-the-air updates along with seamless integration to the FordPass Performance app with off-road navigation.

Off-Road Prowess

The new Broncos will enjoy excellent off-road capability thanks to its available best-in-class 11.6-inch ground clearance, upwards of a 43.2-degree approach angle, a maximum 29-degree breakover angle, and a 37.2-degree departure angle. Ford also says the new SUV will enjoy best-in-class water fording capability of up to 33.5 inches. The Bronco also has exposed tow hooks in the front and rear and available heavy-duty modular steel bumpers with an integrated Ford Performance accessory winch mount.

Strategically placed steel shields will protect critical hardware. On the higher-capability models, these will include an available front bash plate, along with shields for the engine, transmission, transfer case, and the fuel tank. For drivers tackling the most challenging conditions, Bronco’s available side rock rails are designed to support the weight of each side of the vehicle.

“Bronco two- and four-door models leverage the company’s Built Ford Tough durability and performance testing and take it even further off-road with Built Wild Extreme Durability Testing in the harshest possible environments, including the brutal trails of the King of the Hammers off-road competition,” said Dave Pericak, director, Ford enterprise product line management, Icons.

A pair of Bronco two-door models. The 2021 model with retro styling cues and the original 1965 version.

Heritage Design Cues

Although the all-new Bronco shares nothing with the original, many of the earlier design elements are present, offering a recognizable connection that should instantly win fans.

Up front, the BRONCO insignia makes a bold statement showcasing what this SUV is all about. Other features include dual round headlamps, an upright windshield, removable roof, tight overhangs, and frameless doors that are also removable.

Introducing the Bronco Sport

The Bronco SUVs may arrive after the first of the year, but they’ll be preceded by the Bronco Sport, an entirely different model. This one seats five. The Bronco Sport rides on a unibody chassis, while the Bronco SUVs are true utes with a fully boxed frame arrangement. Thus, the smallest member of the family, which is considered a subcompact (to the compact/midsize Broncos) — likely designed with the Jeep Renegade in mind — won’t have the off-road chops of its siblings.

Nevertheless, it won’t be a mere pretender either – Ford says the cute-ute will have a ground clearance ranging from 7.8 to 8.8 inches, depending on the trim and wheel package. Further, it will have a standard 21.7-degree approach angle, 18.2 degrees on the breakover, and a robust 30.4-degree departure angle. Moving up to the top trims, those numbers rise appreciably to 30.4, 20.4, and 33.1 degrees, respectively.

The 2021 Ford Bronco Sport arrives this fall.

Bronco Sport Motivation

Like the Bronco SUVs, the Bronco Sport features a pair of engine choices. The standard motivator is a 1.5-liter turbocharged four-cylinder engine with 181 horsepower and 190 pound-feet of torque. Also available is a 2.0-liter turbocharged four-cylinder engine with 245 horsepower and 275 pound-feet of torque.

Both engines work with an 8-speed automatic transmission. In the upgraded engine this transmission includes manual shifting and steering-wheel-mounted paddle shifters.

Moving Forward

The Bronco Family represents a sea change for Ford as the company abandons nearly every car model in the states for utility vehicles and trucks. In the Bronco, Ford harnesses a proven and well-respected name, not unlike the Mustang.

Will customers line up for the new models? We think so. We also believe that the Bronco SUVs pose a formidable threat to the Jeep Wrangler which has long enjoyed a near stranglehold on the segment.

The Ford Bronco Sport offers many accessories including this camping kit.

The Bronco Sport should carve a niche, especially as it supplies arguably the best off-road chops in its class, including bettering the Jeep Renegade. Likely, it will do two things:

1), serve as the entry point for the Bronco brand, and

2), introduce more drivers to the pleasure of off-road fun.

Of course, if you’re a trail thumping maven, the standard utility vehicles offer the most appeal. This writer longs for the opportunity to test one on the rugged trails of Uwharrie National Forest in North Carolina, the same place where we drove the Jeep Wrangler and the Ford Ranger.

Photos copyright the Ford Motor Company.

Trail Hopping With the New Ford Ranger

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We test the latest-generation Ranger pickup truck.

The Ford Ranger is back, giving the blue oval brand a midsize complement to the full-size and segment-leading F-150. The latest version rolled out in 2019, ending an 8-year hiatus. The current Ranger is the largest we’ve seen thus far and is no longer available in a regular cab configuration. Instead, buyers have a choice of extended (SuperCab) and CrewCab layouts.

2020 Ford Ranger Review

Ford offers the 2020 Ranger in XL ($24,410/$26,810), XLT ($28,460/$30,635), and Lariat ($32,500/$34,675) trims. The listed prices reflect SuperCab (extended) and SuperCrew cab designs, respectively. Add approximately $4,000 for four-wheel drive and another $1,195 for the destination charge. Ford lent us a Ranger Lariat SuperCrew with the FX4 package that cost about $45,900.

Now in its second year, the fourth-generation 2020 Ranger features light changes to the equipment offerings. An FX2 package is new this year.

Exterior

Forget everything you think about the Ranger when examining the current model. This one is larger in every way, with a footprint that’s about 90 percent the size of the full-size F-150. The original truck was truly a compact, then grew slightly later. Even so, it was always smaller than the competition, but that doesn’t mean it was any less of a truck.

We like the look of the Ranger, from its high beltline to its sleek design. It goes beyond the slab-side design common to all pickup trucks, adding curves and substance along the way. Importantly, the Ranger is not an F-150 derivative – it’s based on its dedicated ladder-frame and has a distinctive look.

Ford equips the base XL with halogen headlights, front tow hooks on four-by-four models, blacked-out trim, and 16-inch steel wheels. It’s a basic arrangement with several upgradeable packages available.

Move up to the XLT trim and Ford adds LED taillamps, power-controlled side mirrors, keyless entry, and 17-inch painted aluminum wheels. The top-of-the-line Lariat replaces the blacked-out trim with body-colored touches. You’ll also find more chrome, LED lights (headlights, fog lamps, and cargo lamp), heated side mirrors with security approach lamps, and 18-inch machined aluminum wheels.

There are a pair of packages worth considering and they’re available on all three trims: FX2 (for two-wheel drive) and FX4 (for four-wheel drive). Both build on the STX Package (including halogen fog lamps, upgraded wheels, and tow hooks). The FX2 brings in an off-road-tuned suspension system, an electronic-locking rear differential, off-road tires, special decals, and an upgraded instrument panel. The FX4 builds on this, adding underbody protection, including a steel bash plate, skid plates for the fuel tank, transfer case, and steering gear, and a terrain management system.

Interior

The two cabin choices give customers much to consider when examining the 2020 Ranger. The SuperCab seats four with a pair of rear seats with removable cushions. Furthermore, customers have the option of deleting the rear seat.

Shoppers will find hard plastics in abundance throughout the interior with the Lariat featuring a stitched dashboard. Most competing models offer nicer materials, so you’re getting a basic package here regardless of the trim.

As for the SuperCab model, this one seats five. Behind the front bucket seats is a three-passenger bench seat with a fold-down center armrest and two cupholders. Although three can sit back there, the narrow hip room makes it ideal for two. Both cabs come with rear under-seat storage.

Among the standard features you’ll find black vinyl flooring, cloth-trimmed seats, a manual tilt-and-telescopic steering column, and a vinyl steering wheel with audio controls. Work crews may substitute the cloth seats for vinyl. Features such a remote keyless entry, power door and tailgate locks, and cruise control are bundled within an upgradeable package.

Move up to the XLT trim and Ford includes carpeted flooring, an overhead console with sunglasses holder, dual-zone climate control, and power door and tailgate locks. At the Lariat level, the Ranger comes with leather touches, ambient lighting, power-controlled and heated front seats, and a manual sliding rear window.


Safety

Beyond the standard safety features, including the rear-view camera with dynamic hitch assist, all Ranger models have pre-collision assist with automatic emergency braking.

Bundled under the available Ford Co-Pilot360 banner are additional driver-assist features. These include: pre-collision assist with automatic high-beam headlamps, automatic emergency braking, a blind-spot information system, a lane-keeping system with alert, and a reverse sensing system.

These are the kind of safety features we’re seeing on nearly all new vehicles these days, including pickup trucks. But not all competing models offer them, including the Nissan Frontier.

Technology

Ford equips the XL trim with a basic 4-speaker audio system with Bluetooth. But to get other features, such as a 4.2-inch center console screen and USB ports, requires a package upgrade.

Move up to the XLT and Ford rolls out the features most consumers want, including an 8-inch touch-screen display with the company’s useful SYNC3 infotainment system, Android Auto and Apple CarPlay smartphone compatibility, satellite radio, and two USB ports. The Lariat is also where shoppers gain a 6-speaker audio system. Also, they can opt for an equipment group upgrade that includes a 10-speaker audio system with HD Radio.

As for navigation, this feature becomes available at the XLT level. Ford also offers a 110-volt power outlet with the Ford Co-Pilot360 system.

Performance

Buyers looking for a choice of engines in this segment typically will find just one and that’s a stark contrast to their full-size counterparts.

Powering every 2020 Ranger is a turbocharged 2.3-liter four-cylinder engine with 270 horsepower and 310 pound-feet of torque. A 10-speed automatic transmission routes power to the rear or all four wheels.

This engine is a gamer and one of our favorites in the segment. The turbo spools quickly, then delivers large V6-equivalent power. Where step-off acceleration is competent, the Ranger’s passing power is fantastic. We found the transmission up to the task, as it quickly fired off cogs and did so without hunting for gears.

With a trail-busting FX4 on hand, we set out to Uwharrie National Forest to put it through the paces. This version is replete with a torque-distributing electronic rear differential – power travels to the wheel that needs it most. The FX4 package also adds off-road traction modes for powering down trails at preset speeds. It’s the off-road version of cruise control.

Uwharrie features eight trails featuring varying degrees of difficulty, with all operating under the Badin Lake OHV Trail Complex banner. Last year, at nearly the same time, we put a Jeep Wrangler through the paces, choosing the Dickey Bell TR 91 trail for our experience. That trail is rated “difficult” and we soon found out why – it features a steep drop off near the end. We didn’t finish the course, but we covered most of it.

See Also — Notes From Uwharrie: 2019 Jeep Wrangler

For the Ranger, we decided to find the easiest trail, not wanting to navigate anything too rigorous, especially as our test model came with side steps. We knew that the Dickey Bell and the equally challenging Dutch John were out. And certainly, the extremely difficult Daniel trail was not on our list.

The meat of the trail network is composed of a quartet of moderate-rated trails: Falls Dam, Rocky Mountain Loop, Saw Mill, and Slab Pile. We considered those, but settled on the “easy” Wolf Den for trail exploration.

Like the other Baden Lake trails, the Wolf Den still requires careful navigation. A boulder here, a rut there, and then suddenly a challenge presents itself. We navigated the first quarter-mile with ease, then faced our first obstacle: a trio of berms.

Taken alone, the berms were challenging, yet passable. But the issue we soon faced had everything to do with the side steps – we just couldn’t risk damaging them even with careful axle articulation. While the approach and departure angles seemed doable, the breakover was the biggest risk especially as the bottom of the side steps touched the top of the first berm

Deft wheel play enabled us to move forward, but the subsequent berms were too close for comfort. Removing the side steps would have quickly resolved the problem, but we had neither the tools nor the permission from Ford to do so.

Within 15 minutes of starting our voyage, we abandoned the trail.

Despite not completing even one Uwharrie trail, we decided to navigate the main gravel road that rings the lake. It presented its own challenges in various places, but the tires gripped, and we passed through a few mud sloughs along the way. The Ranger performed as we expected. We only wish it came without the step rails.

Off the trail, we like the Ranger’s weighted steering and precise handling. It’s not the most comfortable truck in its class, however, as we felt more bounce than what we’d prefer or expect. That said, the current Ranger is an improvement over the previous generations in many ways – it has a more solid feel and is designed to take more punishment. But it isn’t especially efficient as it averages about 20 mpg. On the other hand, its robust 7,500-pound towing capacity makes it a gamer.

Competitive Set

The midsize pickup truck segment was just about dead a few years back when the Chevrolet Colorado and GMC Canyon twins revived it with their 2015 return. Today, there are several models to consider, including the segment-leading Toyota Tacoma.

Other trucks in this category include the Nissan Frontier, Jeep Gladiator, and the Honda Ridgeline. The Ridgeline is the only car-based model among them, but it should be suitable for anyone who isn’t looking for off-road grit.


Our Recommendation

We can’t see buying a base Ranger as this model is too minimal for most needs. Also, our pick is the CrewCab, which is ideal for anyone who expects to carry more than two adults at any time. The SuperCab’s back seat is suitable for small children or additional storage, but it isn’t an ideal environment for adults.

An XLT SuperCab with four-wheel drive is the most sensible model in our book. This one goes for $36,475. We’d encourage anyone to opt for the FX4 Off-Road Package ($1,295), which brings your cost to just under $38,000. A $495 Tow Package is a must for anyone desiring the Ranger’s maximum towing capabilities.

2020 Ford Ranger Specifications

Ford 2020 Ranger
Segment Midsize Pickup Truck
Price Range $24,410 to $32,500
Destination Charge $1,195
Standard Engine 2.3-liter, turbo I4
Horsepower 270 hp @ 5,500 rpm
Torque (lb.-ft.) 310 lb.-ft. @ 3,000 rpm
Transmission 10-speed automatic
Seating 4 or 5
Curb Weight (pounds) 4,145 to 4,441
Wheelbase (inches) 126.8
Length (inches) 210.8
Width (inches) 85.8
Height (inches) 71.1
Headroom (f,r…inches) 39.8, 38.3
Legroom (f,r…inches) 43.1, 34.5
Shoulder room (f,r…inches) 56.7, 56.3
Hip room (f,r…inches) 55.8, 53.5
Storage (cubic feet) 6-foot (SuperCab) or 5-foot (SuperCrew) bed
Gross vehicle weight (pounds) 6,050
Towing (pounds) 7,500
Payload (pounds) 1,560 to 2,080
Fuel regular
Fuel Tank (gallons) 18
EPA Fuel MPG (city/highway/combined) 21/26/23 (2WD)
Manufacturing Plant Wayne, Michigan

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Ford Ranger Fun Facts
Photos copyright the Ford Motor Company.

The Second-Generation Nissan Frontier Leaves With a New Powertrain

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Nissan’s Frontier is at the end of its second generation. A new model follows in 2021, but for its swan song the current one receives a new engine and transmission.

We’re at the end of the second generation for the Nissan Frontier. The current model was rolled out in late 2004 for the 2005 model year and is now in its sixteenth year.

Although Nissan hasn’t said as much, we believe the delay has everything to do with this automaker launching its full-size Titan/Titan XD pickup trucks a few years back. It was a big project for a manufacturer best known for its extensive line of cars and crossovers.

Soon, we’ll see an all-new 2021 Frontier, launching this midsize truck’s third generation. We don’t know much about the new truck, but Nissan did something highly unusual for the last year of the current model: it rolled out the powertrain slated for the future truck to close out the second generation.

2020 Nissan Frontier Review

Nissan offers the 2020 Frontier in King Cab and Crew Cab configurations. Prices range from $26,790 to $30,560 for the King Cab and from $27,900 to $37,490 for the Crew Cab. Add $1,095 for the destination charge. The Frontier comes in standard rear-wheel drive (4×2) and available four-wheel drive (4×4).

Production delays due to the coronavirus pandemic mean the 2020 model won’t enter Nissan showrooms until July. Likewise, it’ll be a brief model year run with the 2021 Frontier arriving early next year.

Exterior

The current Frontier is slightly smaller than other models in this segment. That said, it is the about the right size for its class, at least in my opinion. Immediately, I noticed the difference as some of the newer models are slightly wider and longer. Odd as it may seem, this is the first time I’ve ever driven a Frontier.

Size is an important component and the current Frontier will fit inside most garages without a problem, while the larger Titan may not. The Frontier’s look is straightforward with a tamer version of Nissan’s V-motion grille present. Upright pillars. A high beltline. Distinct wheel wells. These are some of the attributes of the Frontier.
Our test PRO-4X model went a step further with its all-terrain tires, sporty wheels, special decaling, unique roof rails, and underbody cladding. It’s the look you’d expect with any truck, will trail-pounding in mind. As for the bed choices, you’ll find either 5- or 6-foot options, depending on the style.

Interior

The Nissan Frontier seats up to five, but even then those sitting in the back seat should be small in stature and not especially picky about legroom or space between the passengers. The best seats are, of course, up front – both offer generous back and hip support.

The cabin itself seems dated and it is. The layered dashboard offers a combination of soft and hard surfaces. The instrument panel is an older design, but its analog displays are bright and therefore easy to read. Our text model had attractive orange highlights – you’ll find dual accent stitching and perimeter trim on the vents.

Other features of note include the wide door pockets up front and the fold-up split-bench seat in the rear. That’s standard fare for the segment.

Safety

We looked at the Frontier’s safety scores and they trail every model in the class. This is where the Frontier’s age is apparent – a new design should mean that it offers superior protection in various crash-test and rollover scenarios.

What’s frustrating is the total lack of advanced safety gear. Beyond the mandated suite of airbags and rearview camera, you won’t find the usual features, including lane warning assist, automatic emergency braking, and rear braking. It may not be a showstopper for a cohort of pickup truck drivers, but it will to others.

Technology

Nissan’s tech also trails the competition, but not nearly as badly as it does in safety. For one, you get several features including a small touch-screen display, one USB port, Siri Eyes Free, and Bluetooth connectivity. The list of options include an upgraded audio system and navigation.

There were a few features missing from the options list. One was surprising: a 110/120-volt power outlet. The other was a wireless charging pad. We’re thinking the new model will offer both. Additional USB ports, an app suite, and a modern touch-screen display are other features we want.

Performance

Everything important about the 2020 Frontier is what you don’t see. Unless you raise the hood or lift the truck.
Last year’s truck offered two engine choices: a 2.5-liter inline-four and a 4.0-liter V6. Both engines were paired with 5- or 6-speed manual gearboxes or mated with a 5-speed automatic transmission. Those powertrain choices are gone in favor of the one new pairing. Yes we have no manuals.

Under the hood of every 2020 Frontier is a 3.8-liter V6 with 310 horsepower and 281 pound-feet of torque. It works with a 9-speed automatic transmission that Nissan says is similar to the one sending power to the wheels of the burly Nissan Titan.

We don’t know a whole lot about the new engine other than the overwhelming majority of its parts are unique and not shared with any other engine. Still, if there are elements in this direct injection engine’s design that are similar to the praiseworthy 3.5- or 3.7-liter V6s long powering various Nissan and Infiniti products, then that’s noteworthy.

Like the other V6s, this one supplies ample low-end grunt and excellent passing power. Nissan wisely developed a 9-speed transmission that quickly shifts through cogs and in a seamless manner. Not once did we sense it hunting for gears – it always found its place, helping to motivate the Frontier with authority.

It was smart for Nissan to place the new powertrain in the old model. That way, if any issues do arise with the new truck, the powertrain shouldn’t be one of them. And as near as we could tell, this one should hold up under stressful conditions, including when towing, under heavy payload, and while working off road.

Alas, our favorite trails remained closed as the COVID-19 pandemic raged on. This seems odd as much social distancing is practiced when beating down paths less traveled. Nevertheless, we managed to hit a few places where the Frontier strutted its stuff, including a nearby agricultural area.

In PRO-4X guise, the Frontier acquitted itself, tackling gravel-covered roads, navigating ditches, and staying steady on uneven terrain.

Finally, the Frontier’s fuel economy is an improvement over the previous model, with 20 mpg attainable. That’s a strong improvement over the 15 mpg the previous V6 offered.

Competitive Set

The competition is formidable and the current Frontier is clearly outclassed by each of the newer models. Nonetheless, we think its new V6 offers much promise – if you wait a year, it’ll power an all-new model.

This year, the Frontier goes up against the perennial segment-leading Toyota Tacoma. You’ll also find the Chevrolet Colorado, GMC Canyon, Ford Ranger, and the Jeep Gladiator. There is also the Honda Ridgeline. We expect Ram will join in with a model of its own in the next year or two.

Our Recommendation

If you can’t wait for the new model, the 2020 Frontier and its powertrain pairing are sure to please. That said, you’re still buying a truck without the advanced driver-assist features available elsewhere these days.

Beyond trim, we’d go with a 4×4 for off-road fun. The PRO-4X is not as pricey as the Tacoma TRD Off-Road, but the age of the former, makes it difficult to go up against the latter, especially with the Toyota’s automated crawl control capabilities.

The Big and Burly Toyota Sequoia

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The Toyota Sequoia is an enormous sport utility vehicle with room for seven. It is part of a small breed of traditional, truck-based models. In this case, it shares its underpinnings with the full-size Toyota Tundra pickup truck.

Though the market has shifted dramatically to car-based crossover utility vehicles, the Sequoia maintains its appeal in a niche dedicated to recreational pursuits, including camping, boating, fishing, and off-roading.

2020 Toyota Sequoia Review

For 2020, the Toyota Sequoia serves up its first TRD Pro trim, which was our test model. This year, the Tundra gains a new 7-inch touch-screen display with Apple CarPlay and Android Auto capability. Toyota offers the 2020 Sequoia in standard rear-wheel drive or available four-wheel drive. There are five trims for the choosing: SR5 ($49,980), TRD Sport ($52,695), Limited ($58,990), Platinum ($66,020), and TRD Pro ($64,105). Add $1,395 for the destination charge.

Exterior

What sets the TRD Pro apart from the Sequoia pack? A few things, including its big “TOYOTA” grille, Rigid LED fog lights, its Army Green patina, TRD black roof rack, 18-inch BBS forged-aluminum beaded wheels, and its black running boards. Together, these features represent distinctive items on the Sequoia.

The Sequoia’s canvas is as you would expect: raised, with strong shoulders, upright pillars, a slab body, and huge doors. Most trims come with LED headlamps, power-controlled and heated side mirrors, a power tilt-and-slide moonroof with a sunshade, and a power liftgate.

Interior

The Sequoia, along with the Toyota Land Cruiser, bring the full-bodied interior room to bear. But the Sequoia is slightly larger and better suited to hold the seven people it is designed to carry. The first two rows hold two individuals each with three-placement seating in the third row.

As expected, the best seats are upfront. They’re designed to cosset the driver and passenger, with ample back, hip, and thigh support. Do you wonder why some people are drawn to these types of vehicles? If they’re 6-foot-5-inches or taller, you’d understand.


We’re glad Toyota didn’t try to squeeze a bench seat in the second row. One would fit (and is available, if you must), but it would have rendered the third row mostly useless, especially for tall individuals. The second-row captain’s chairs, however, are supportive and comfortable on their own. They also fold and move forward for ease of access to the third row. That last row is best used by children, but adults can fit there for short trips.

The Sequoia’s interior is well behind the pack. It is more than a decade old and it looks it. The Expedition is the standard-bearer here and the two are far apart in looks (new GMC and Chevrolet models are on the way for 2021). The big knobs overwhelm the already large dashboard and the bulky center console. Average materials cover the cabin, including various painted silver trim touchpoints. We like the big center storage console and the double glove box, however.

You’ll find climate control, full power accessories, and power-controlled front seats. Most trims feature leather-covered seats. Heated and ventilated front seats are available.

Tech

Toyota cautiously expanded its smartphone capabilities, by first ensuring both Apple CarPlay and Android Auto were compatible with its systems. Once it closed whatever gaps in proprietary software there were, it introduced the former followed by the latter. This year, the Sequoia has both systems available and a new touch-screen display at the ready.

The Sequoia TRD Pro comes with an 8-speaker audio system, satellite radio, HD Radio, Bluetooth and Amazon Alexa connectivity, and two USB ports. Some trims include or offer navigation, but with Apple CarPlay and Android Auto, it isn’t necessary. JBL audio systems and a rear DVD entertainment system are other options of note.

Safety

Every Sequoia trim comes with Toyota Safety Sense P (TSS-P), a package that includes automatic headlamps, a pre-collision system with pedestrian detection, lane departure alert, and dynamic cruise control. That’s not as generous a package and you’d find on more modern Toyota models, which come with such features as lane tracing assist and rear braking, but it is a welcome offering nonetheless.

Some trims, including the TRD Pro, come with blind-spot monitoring with rear cross-traffic alert. Lane change assist and trailer sway control are also included.

Performance

Motivating the 2020 Sequoia is a Toyota V8 mainstay: a 5.7-liter engine with 381 horsepower and 401 pound-feet of torque. It is the largest V8 that Toyota has ever offered in the U.S. Power travels to the rear or all four wheels, utilizing a 6-speed automatic transmission.

This powertrain combination is up to the task, but it isn’t the best in the industry. Ford with its twin-turbo V6 and GM with its small-block V8 offers more powerful and/or efficient options. Indeed, the Ford Expedition delivers more power and efficiency, while the Chevrolet Tahoe’s engine utilizes cylinder deactivation for improved fuel economy. Both manufacturers pair these engines with 10-speed automatic transmissions.

The Sequoia shows no lack of step-off power, accelerating steadily as it approaches highway speeds. But it is when operating under full throttle that the differences between this powertrain and its chief competitors become noticeable. The Sequoia’s transmission simply takes its time to find the right gear for the moment, whereas the Ford and GM units work fast and seamlessly.

No big SUV can handle twisty roads and cornering like a car, and we wouldn’t expect it to. After all, the high profile and steep payload combine to limit what this vehicle can do when it isn’t driving in a straight line.

Perhaps one of the most favorable attributes of our TRD Pro test model is its off-road capabilities. We weren’t able to take it on our favorite trails, which were still closed for the winter. But, gravel-covered backroads and adjacent clay sloughs proved its mettle. Indeed, we wouldn’t hesitate to take the Sequoia off-road except down narrow trails where a big SUV simply doesn’t belong.

In TRD Pro guise, the Sequoia shines brightest, thanks to ample under-body cladding. It also comes with Fox shock absorbers, designed to increase damping force for a more comfortable ride on the toughest terrain. It has a cat-back exhaust system, one that purrs when idling and roars under hard throttle.

Depending on the model, the 2020 Sequoia pulls between 7,000 to 7,400 pounds. That’s less than its competitors, but at least Toyota supplies a strong engine to handle the work. As for fuel efficiency, you’ll be hard-pressed to achieve the EPA-estimated 15 mpg combined this model delivers. At least it takes less-costly regular grade unleaded gasoline.

Competitive Set

There are very few mainstream competitors operating in the full-size SUV sphere. You’ll find the Ford Expedition, GMC Yukon, and Chevrolet Tahoe, along with the Nissan Armada. There are a few other models to consider, including the Chevrolet Suburban and the GMC Yukon XL.

Our Recommendation

If you’re in pursuit of off-road adventuring, then the TRD Pro is the right place to look. It comes fully loaded with no options packages available, making its approximate $65,000 published cost a decent value in the segment. Discounting, though, should shave several thousands of dollars off your final cost.

2020 Toyota Sequoia Specifications

Toyota 2020 Sequoia
Segment Full-size SUV
Price Range $49,980 to $66,020
Destination Charge $1,395
Standard Engine 5.7-liter, V8
Horsepower 381 @ 5,600 rpm
Torque (lb.-ft.) 401 @ 3,600 rpm
Transmission 6-speed automatic
Seating 8
Curb Weight (pounds) 5,730 to 6,000
Wheelbase (inches) 122.0
Length (inches) 205.1
Width (inches) 79.9
Height (inches) 77.0
Headroom (f,r…inches) 34.8, 34.9, 34.5
Legroom (f,r…inches) 42.5, 40.9, 35.3
Shoulder room (f,r…inches) 66.4, 65.6, 65.7
Hip room (f,r…inches) 62.5, 59.9, 50.4
Storage (cubic feet) 18.9, 66.6, 120.1
Gross vehicle weight (pounds) 7,100 to 7,300
Towing (pounds) 7,000 to 7,400
Payload (pounds) 1,300 to 1,405
Fuel regular
Fuel Tank (gallons) 26.4
EPA Fuel MPG (city/highway/combined) 13/18/15 (2WD) 13/17/14 (4WD)
Manufacturing Plant Princeton, Indiana

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — The History of the Toyota Sequoia

Photos copyright Auto Trends Magazine. All rights reserved.

Bold and Beautiful: 2020 Infiniti QX80

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This beefy QX80 is the largest of four Infiniti utility vehicles.

The Infiniti QX80 is part of a niche cohort of full-size luxury SUVs. It goes up against some very heady competition, including the Lexus GX, Cadillac Escalade, Mercedes-Benz GLS-Class, Lincoln Navigator, Land Rover Range Rover, and the BMW X7. The segment remains robust as more than half the players are new or feature updated models. Soon, a Genesis GX90 model will join the fray.

The current or second-generation model rolled out in 2010 and was once known as the QX56 until Infiniti overhauled its model naming convention in 2014. Largely the same since then, the QX80 received refreshes in 2014 and 2017. For 2020, a special Edition 30 Package rolls out, offering a tribute to this marque’s 30th anniversary.

2020 Infiniti QX80 Overview

Other changes for the year include now standard Apple CarPlay and Android Auto smartphone compatibility and a new infotainment interface. Infiniti offers the 2020 QX80 in Luxe RWD ($66,750), Luxe 4WD ($69,850), and Limited 4WD ($91,450) trims. Add $1,395 for the destination charge.

The Edition 30 Package ($3,500) is available with the Luxe trims only. It brings in such features as a black front mesh grille, black mirror caps, dark chrome exterior parts, special badging, 22-inch, dark forged aluminum-alloy wheels with black center caps and 275/50R22 H-rated all-season tires, first-row illuminated steel kick plates with EDITION 30 inscribed, and a graphite headliner, sun visors, sun shades, and pillars. Our test Luxe 4WD model was dressed accordingly and retailed for about $75,000.

Aged to Perfection

Okay, this is an exaggeration. The Infiniti QX80 hasn’t aged to perfection, but the current look simply looks great. This SUV has a commanding presence with its oversized chrome-edged grille, narrow headlamps, and broad lower intake that combine sportiness with luxury. The look is even a bit intimidating and that’s alright.
This SUV’s long profile features a raised beltline, extended roofline, chrome embellishments, and nifty wheel designs. This is where the Infiniti shows its age. From the rear, an oversized liftgate dominates; chrome trim connects the taillamps and covers the top of the bumper.

Inside, the cabin is large, quiet, and nicely appointed. There is ample room in the first two rows. The third row is a tighter fit, although the flip and fold forward captain’s chairs make it easy to get back there.

Depending on the trim, you’ll find such features as quilted leather seats, leather trim, wood and metal touches, power-adjustable and heated front seats, and second-row captain’s chairs are additional other highlights.
If you need room for eight, you can swap out the captain’s chairs for a bench seat – but only do this if you must as the second-row thrones are almost as comfortable as the front seats. Among the upgrades are cooled front seats, heated captain’s chairs, and various accessories.

Storage is excellent with ample door pockets, closed compartments, drink holders, and other places to stash stuff. Cargo space measures just 16.6 cubic feet behind the third-row seat. Behind the second row, it measures 49.6 cubic feet. Behind the first row, you’ll find 95.1 cubic feet. It doesn’t match the long-wheelbase versions of the Cadillac and Lincoln models, but it is within the range of the BMW and Mercedes-Benz.

Tech & Safety

The biggest tech need for the QX80 was resolved this year. All models now come with an Infiniti InTouchTM System with an HD twin-screen display, a new 7-inch TFT meter display, and standard Apple CarPlay and Android Auto. These features put Infiniti in the thick of the luxury SUV segment, delivering the amenities customers want and expect. They also build on the 8-inch touch-screen display, navigation, and standard 13- or available 17-speaker Bose audio systems that are also present.

Also available is a rear entertainment system (Theater Package, $2,000) with dual eight-inch screens. This package allows second-row passengers to play their games or movies, a great way to keep the children occupied on those excursions away far away from home.

On the safety front, you’ll find such features as forward emergency braking with pedestrian detection, adaptive cruise control, an enhanced rear-view mirror, predictive forward collision warning, blind-spot warning with blind-spot intervention, and lane departure intervention. These features are standard on the top trim or a $2,200 ProAssist Package upgrade on the Luxe.

Under the Hood and On the Road

Every Infiniti QX80 comes with a 5.6-liter V8 engine generating 400 horsepower and 413 pound-feet of torque. Power travels to the rear or all four wheels utilizing a 7-speed automatic transmission. If the engine sounds familiar, you’re correct: it powers the Nissan Armada and the Nissan Titan/Titan XD. It isn’t uncommon for brands to share a big V8 – witness the 6.2-liter V8 powering the Chevrolet Tahoe and Suburban, GMC Yukon/Yukon XL, Cadillac Escalade and Chevrolet and GMC trucks.

There are always pros and cons to such a big engine. On the plus side, this engine puts down excellent power. When properly equipped, it pulls up to 8,500 pounds. On the flip side, it runs on premium gasoline and its 13/19/15 mpg city/highway/combined fuel economy is about as low as you can go.

But the QX80 is all about the performance, something that’s quite evident as soon as you pull away from a stop and while passing. Its weight isn’t much of a factor, even though the QX80 approaches three tons without payload.
Decent handling and firm braking are two of this model’s strengths. But keep in mind that its girth and high profile mean carefully entering corners and pulling out of the same. Kudos also for a comfortable ride and the interior quiet to go with it.

An air suspension is available, which supplies a more comfortable ride. You can also opt for 22-inch wheels, but these may diminish ride quality.

Parting Thoughts

Now in its eleventh year, the Infiniti QX80 has aged well. Interim refreshes have benefited the exterior the most.

Inside, the cabin still looks good, although the bar is now set much higher with the likes of the Lincoln Navigator. A future model may have a twin-turbo V6 engine and a 10-speed transmission, but for now, we have a powertrain that no longer seems ahead of the curve.
We think most people will choose the base model, select a few packages, and pay between $75,000 and $80,000 to outfit their QX80.

2020 Infiniti QX80 Specifications

Infiniti 2020 QX80
Segment Full-size luxury SUV
Price Range $15,650 to $18,750
Destination Charge $945
Standard Engine 5.6-liter, V8
Horsepower 400 @ 5,800 rpm
Torque (lb.-ft.) 413 @ 4,000 rpm
Transmission 7-speed manual
Seating 7 to 8
Curb Weight (pounds) 5,679
Wheelbase (inches) 121.1
Length (inches) 210.2
Width (inches) 79.9
Height (inches) 75.8
Head room (f,r…inches) 39.9, 40.0, 36.8
Legroom (f,r…inches) 39.6, 41.0, 28.8
Shoulder room (f,r…inches) 63.8, 63.5, 60.5
Hip room (f,r…inches) 59.2, 58.4, 48.8
Storage (cubic feet) 16.6/49.6/95.1
Gross vehicle weight rating (pounds) 7,300 to 7,385
Towing (pounds) 8,500
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 26.0
EPA Fuel MPG (city/highway/combined) 14/20/16
Manufacturing Plant NR

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — New and Improved! 2019 Infiniti QX50

Photos copyright Auto Trends Magazine. All rights reserved.

Performance SUV:
The All-New 2020 Ford Explorer ST

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The 2020 Ford Explorer in ST trim.

The Ford Explorer is one of the early names that sparked the modern sport utility vehicle revolution, a 1991 model year replacement for the Bronco II. Since its inception, it’s been a proven seller, a midsize SUV that’s now in its sixth generation.

Beginning in 2020, the Explorer returned to its roots, at least in one important way. After switching to a front-wheel-drive platform beginning with the fifth-generation model in 2011, the sixth-generation Explorer once again features standard rear-wheel drive. The main difference, though, between the current model and those from 2010 and earlier, is this one features unibody construction for improved body rigidity (which makes for a quieter and smoother ride and better handling). On the other hand, the first four generations offered a classic body-on-frame build, which remains common to trucks to this day.

Explorer Trims

As a three-row midsize model, the 2020 Ford Explorer makes room for up to seven passengers. Like most other models in this segment, though, the third row is most useful for children. Adult passengers can squeeze in, but the space (including legroom) is much more limited than it is in the first two rows. One exception in this segment is the Volkswagen Atlas.

Ford offers the 2020 Explorer in four trims: XLT ($36,675), Limited ($48,130), ST ($55,025), and Platinum ($58,535). Add $1,195 for the destination charge. All-wheel drive, which is optional on the XLT, Limited, and Platinum, but standard with the ST (it’s actually four-wheel drive), is a $2,000 upgrade. Quite easily, you’ll pay at least $40,000 for an Explorer before outfitting one to your personal specifications.

And what about the previous “base” Explorer model? It is still available, but to fleets only. It starts about $4,000 less than the XLT, but is essentially a bare-bones model with space for seven.

Big wheels and red-wrapped brake caliper covers on the Explorer ST.

Design Highlights

The all-new Explorer has a more truck-like persona this time around, with pronounced edges, a bold grille, and upright roof pillars. Its size is nearly the same as before, but with one important difference: there is an additional seven inches between the axles.

Inside, only the base model offers seven-passenger seating. Most trims supply room for six as the middle-row bench seat is replaced by a pair of captain’s chairs. Interestingly, this is the same arrangement offered by the now retired Ford Flex, the quirky wagon-like utility vehicle that existed throughout the previous-generation Explorer’s build span.

The dashboard is layered, offering an upscale vibe with chrome-like trim separating the sections. That style also runs across the doors. Lots of useful pockets and storage compartments dot the interior. The available panoramic roof simply brightens the cabin.

We found the front seats very comfortable and generously bolstered. The leathering is handsome and sporty. Available features such as heated and ventilated front seats with massaging give the Explorer a class-above feel, not unlike the Kia Telluride and Hyundai Palisade.

The list of standard exterior features include LED lighting, a black mesh grille insert with chrome bars, 18-inch painted aluminum wheels, and a power liftgate. Make your way up through the various trims and package offerings, and the Explorer adds chrome-like garnishment, full LED lighting, power-controlled side mirrors with heating, larger and more elegant or sporty wheels, and a roof rack.

Inside, all models come with a three-zone climate control system. You’ll also find standard full power accessories, a tilt-and-telescopic steering column, remote start, and keyless entry with push-button start. Among the upgrades included are heated captain’s chairs, a leather interior, second-row sun-blinds, and a power-fold third-row seat.

A tablet-like display screen dominates the center console. Photo: Ford Motor Company.

Engine Choices

Our test model for the week was the Explorer ST. This four-wheel-drive model comes well equipped, although there are a few upgrades of note. First, a Performance Package ($1,705) adds such features as 21-inch aluminum wheels, red painted brake calipers, and high-performance brakes. Second, a Technology Package ($1,195) comes with multi-contour front seats with active motion (massaging), a 10.1-inch touch-screen display with pinch and zoom capabilities, and a 980-watt, 14-speaker Bang & Olufsen audio system.

Add in special paint choices ($395 to $595) and your cost approaches $60,000.

This year, Ford adds the first hybrid variant to the Explorer line. We’ll touch on that model in a bit, but first we’ll review the two engine choices available with the standard Explorer.

To begin, Ford utilizes a 2.3-liter turbocharged four-cylinder engine with the base XLT trim. This engine, which also powers the Ford Mustang, bangs out 300 horsepower and 315 pound-feet of torque. The ST and Platinum models share a 3.0-liter turbocharged V6 engine, but with modest power differences. In the Platinum, this engine makes 365 horsepower and 380 pound-feet of torque. In the ST, Ford tweaks things to increase the output to 400 horsepower and 415 pound-feet of torque.

The Explorer Hybrid, arriving this spring, comes with a naturally aspirated 3.3-liter V6 engine, electric motors, and a hybrid battery pack. This one delivers a 318 horsepower and 322 pound-feet of torque. Like the two other engines, this engine works with a smooth-shifting 10-speed automatic transmission. Yes, the Explorer Hybrid will be available in standard rear-wheel drive or available all-wheel drive.

When it comes to trailering, the 2020 Explorer gets it done when properly equipped. Models equipped with the standard engine pull up to 3,500 pounds, which equals the Honda Pilot. The ST and Platinum are rated to pull 5,600 pounds, which is better than the GMC Acadia, although just short of the Nissan Pathfinder. Even the Explorer ST offers robust towing capabilities as it is rated up to 5,000 pounds.

Drilling Down: Explorer ST

The Explorer ST demonstrates its performance bona fides straight out of the gate. Its throaty exhaust system booms and continues to percolate while driving. Step-off acceleration is excellent, but so is the passing power. This SUV is fast, although not as quick as the slightly smaller and lighter Jeep Grand Cherokee SRT we drove a few years ago.

Nevertheless, the Explorer ST does what you’d expect from any vehicle modified by Ford Performance. Direct and weighted steering, responsive handling, and firm braking are its strengths.

On twisty roads, you’ll feel the body roll as you navigate each turn – there is no way to engineer out that feeling of a high-profile vehicle, though its beefy tires keep this SUV planted. Slam on the brakes and the Explorer ST comes to a quick and confidence-building stop.

The ST features unique seating with special embossing. Photo: Ford Motor Company.

The ST’s performance attributes include steering-wheel-mounted paddle shifters and the available terrain management system. The rear-wheel-drive model has its own set of drive modes, while the four-wheel-drive ST supplies seven. These are: normal, eco, slippery, sport, tow/haul, trail, and deep snow/sand. On rear-wheel-drive models, switches control the settings, while a dial manages the same for all-wheel drive. Your selected drive mode appears on the instrument panel display.

How fast is the Explorer ST? Ford says it has a 0-60 mph time of just 5.5 seconds. That’s outstanding for this class vehicle. Ford also says that up to 100 percent of the power can shift to the rear wheels, otherwise, the system maintains a near 50:50 front-to-rear torque split.

We considered taking the Explorer ST to a regional four-wheel driving “course” as the trails in Uwharrie National Forest are closed for the winter. But with its handsome and costly performance upgrades, we reconsidered, limiting most of drive time to the open road. That’s where the majority of Explorer drivers will go, with most off-road venturing limited to gravel roads and well-worn trails. If you’re looking for an off-road beast from Ford that isn’t a pickup truck, hold on: the 2021 Bronco will fulfill that need. The Bronco is Ford’s answer to the Jeep Wrangler.

Safety and Tech Features

Ford does a good job with technologies, including a long list of standard and available driver-assist features. All models come with automatic headlamps with high beam control, a blind-spot information system with cross-traffic alert, a lane-keeping system, and a pre-collision system with automatic emergency braking. Also available is adaptive cruise control with full stop and go, lane centering, evasive steering assist, and speed sign recognition.
We can also laud Ford for its in-cabin tech, including an 8-inch touch-screen display and 6.5-inch instrument panel display. The standard features include a six-speaker audio system with satellite radio, multiple powerpoints and USB ports, Apple CarPlay and Android Auto smartphone compatibility, and a Wi-Fi hotspot.

Ford also offers many upgrades, including some that are trim specific, while others are bundled within available packages. On some trims you’ll find a 12-speaker B&O audio system from Bang & Olufsen, WAZE navigation compatibility, and wireless charging.

Exploring New Roads

The all-new 2020 Ford Explorer represents a nice step forward for this venerable nameplate. We’re happy Ford returned to its rear-wheel-drive roots, a move that improves handling and the driving experience. The ST is an example of where Ford Performance is heading as it moves away from cars to trucks and utility vehicles. Yes, a crossover utility vehicle can be fun to drive!

Competition in this segment is fierce, as every major manufacturer offers at least one model. On the top end, pricing pushes past $60,000, easily within the range of luxury models. We’ve driven the similar Lincoln Aviator, which pulls out all the luxury stops with a high price to go with it. You can’t buy a base Explorer anymore, unless you’re a fleet owner. Thus, expect a well-equipped model to cost you at least $50,000.

Quad exhaust rips and a diffuser bring up the rear.

2020 Explorer ST Specifications

Ford 2020 Explorer ST
Segment Midsize crossover SUV
Starting Price $55,025
Destination Charge $1,195
Standard Engine 3.0-liter, twin-turbo V6
Horsepower 400 @ 5,500 rpm
Torque (lb.-ft.) 415 @ 3,500 rpm
Transmission 10-speed automatic
Seating 6
Curb Weight (pounds) 4,701
Wheelbase (inches) 119.1
Length (inches) 199.3
Width (inches) 76.0
Height (inches) 78.9
Headroom (f,r…inches) 40.7, 40.5, 38.9
Legroom (f,r…inches) 43.0, 39.0, 38.9
Shoulder room (f,r…inches) 61.8, 61.9, 54.6
Hip room (f,r…inches) 59.2, 59.1, 40.9
Storage (cubic feet) 12.7, 43.4, 78.5
Gross vehicle weight rating (pounds) NR
Towing (pounds) 5,600
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 20.2
EPA Fuel MPG (city/highway/combined) 18/24/20
Manufacturing Plant Chicago, Illinois

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — At a Glance: 2020 Ford Explorer

Spotlight on the Toyota Land Cruiser Heritage Edition

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2020 Toyota Land Cruiser Heritage Edition.

In the world of SUVs, the Toyota Land Cruiser is a rare breed. This traditional body-on-frame utility vehicle is designed to handle the most rugged terrain. But it also delivers around-town comfort, putting it within an exclusive family of luxury models.

That dichotomy makes the Land Cruiser so unusual. Few mainstream models dare to compete against loftier brands, but then the Land Cruiser predates most. Indeed, the forerunner of this four-wheel-drive vehicle rolled out in 1951, evolved, and has stayed in production since. More than 10,000,000 units have been built with distribution scattered across the globe.

Special Heritage Edition

The current U.S. version dates to 2007, but has benefitted since with significant changes made in 2013, 2015, and again in 2020. This year, a limited-edition Heritage edition is in place, marking the 60th anniversary of the introduction of the FJ40, which is largely recognized as the spiritual successor to the current model. The Heritage is a five-seat SUV and only 1,200 units are available in the U.S. this year.

Adding the Heritage trim effectively doubles the Land Cruiser’s model offerings. Besides eliminating the third-row seat, the Heritage drops the running boards, adds BBS 18-inch wheels, and brings in a roof basket. Access to the cargo area is still the same employing a split power-controlled tailgate: the top part lifts; the lower part drops down.

The Heritage edition leaves off the chrome, gains special wheels and has a basket roof rack.

Inside and Out

The Toyota Land Cruiser is a throwback, at least with its design. Despite modern touches such as LED lights, daytime running lights, a power moonroof, power tailgate, and alloy wheels, the canvas ties in well with earlier models.

Happily, Toyota doesn’t skimp on the details either, as it includes fog lamps, a roof rack, heated side mirrors, a rear spoiler, chrome embellishments (except on the Heritage edition), and aluminum running boards on the standard model.

Inside, the cabin is swathed in leather, which covers the seats, wraps the steering wheel, and tops the transmission shifter. Soft-touch materials, wood grain trim, and limited use of hard plastics in out-of-the-way places are other features of note.

The Land Cruiser comes with full power accessories, including a power-controlled tilt-and-telescopic steering column. Four-zone climate control is standard as is a cooler box between the front seats. The front seats are thick and all-day comfortable and come with heating and cooling control. The driver seat has 10-way control with lumbar support, while the passenger seat delivers 8-way control.

The second row 40-20-40 split-bench seat slides, reclines, folds, and tumbles. The outboard positions are heated. In models with the third-row 50-50 bench seat, that one folds flat as well.

Tech & Safety

Toyota equips the Land Cruiser with a 14-speaker JBL audio system, navigation, and a Qi wireless charging pad. Other features include a 9-inch touch-screen display, satellite radio, HD Radio, Siri Eyes Free, Bluetooth connectivity, and USB ports.

Sadly absent is smartphone compatibility as neither Android Auto nor Apple CarPlay integration is available. This fact stands even as more Toyota and Lexus products integrate the two systems, especially the latter.

But props are due to Toyota for including sought-after driver-assist safety features as standard equipment. Indeed, under the Toyota Safety Sense P umbrella, the Land Cruiser comes with automatic high beams, sway warning control, adaptive cruise control, lane departure warning, and a pre-collision system with pedestrian detection.

However, Toyota’s version of active lane control – lane tracing assist – isn’t included. And although crash tests haven’t been conducted, we’re confident that the Land Cruiser’s mass makes this vehicle a whole lot safer than most any small car.

No third row seat means more standard cargo room for the Heritage edition.

Under the Hood and Off-Road

Powering every 2020 Land Cruiser model is a 5.7-liter V8 engine. This engine works with an 8-speed automatic transmission and outputs a robust 381 horsepower and 401 pound-feet of torque. Moreover, it has an “old school” feel to it and supplies the accompanying roar of a big V8 under hard acceleration.

The Land Cruiser’s four-wheel-drive system uses a TORSEN limited-slip locking center differential and a two-speed transfer case with a selectable low-range. When locked, the rear wheels turn in unison, regardless of traction. The transfer case aids in off-road chops, enabling the Land Cruiser to tackle the toughest terrain, including mud, which is where low transmission gearing comes in. These features underscore the Land Cruiser’s legendary status.

A solid rear axle and a ladder frame are two attributes particular to the Land Cruiser. It’s what enables this model to shine off-road, although it also means the Land Cruiser is bouncy around town, outmatched by the unibody design of the Mercedes-Benz GLC, for instance. Further, the steering is light to the touch, not especially weighted, and lacks the feedback we’d prefer.

Yet, once taken off-road, the Land Cruiser is in its element. It’s one of the few models that isn’t a Jeep Wrangler that also isn’t afraid to tackle the most challenging terrain. Sadly for us, our favorite trails at Uwharrie National Forest were closed for the winter, the same place where we navigated a Wrangler four-door last summer.

Still, there were plenty of other options nearby which weren’t as lengthy, yet were still challenging. Happily, the Land Cruiser responded with ease, with every approach, breakover, and departure angle tested with frequency. On one stretch of muddy terrain, the low-speed gearing proved its mettle. Essentially, the only difference between the Jeep and the Toyota is in its size as there are trails where the latter is too wide or at least should be outfitted with additional gear, including brush and light guards to protect vulnerable areas.

We’d be remiss if we omitted two other points about the Land Cruiser. First, this SUV pulls up to 8,100 pounds, when properly equipped. Thus, the Toyota keeps up with other big SUVs, including the Ford Expedition and Chevrolet Tahoe. Second, the Land Cruiser has a 24.6-gallon fuel tank. That’s a large hold, but also necessary as this SUV consumes gas with abandon. Fortunately, you’ll fuel up with regular grade instead of premium fuel, thus managing your costs somewhat.

A split-folding tailgate is standard and power operated.

Land Cruiser Considerations

Opting for a Land Cruiser is an $85,415 investment, plus a $1,395 destination charge. The Heritage edition costs $87,745.

The only package available is a rear-seat entertainment system ($2,200). This one comes with the standard model only and includes a pair of 11.6-in display screens, RCA jacks, HDMI input, a remote, and two wireless headphones.

In all, the Land Cruiser delivers maximum trail-tackling fun, along with a relatively upscale cabin. Yet, it doesn’t match the interior detailing of select BMW and Land Rover models. For that reason, the Lexus LX delivers the full amenities to take on the top tier, although its lower bumpers mean it cannot match the Land Cruiser’s off-road chops.

2020 Toyota Land Cruiser Specifications

Toyota 2020 Land Cruiser
Segment Full-size SUV
Price Range $85,415 to $87,745
Destination Charge $1,395
Standard Engine 5.7-liter, V8
Horsepower 381 @ 5,600 rpm
Torque (lb.-ft.) 401 @ 3,600 rpm
Transmission 8-speed automatic
Seating 5 or 8
Curb Weight (pounds) 5,715 or 5,815
Wheelbase (inches) 112.2
Length (inches) 194.9
Width (inches) 77.95
Height (inches) 74.0
Headroom (f,r…inches) 38.3, 38.9, 35.8
Legroom (f,r…inches) 42.9, 34.4, 28.3
Shoulder room (f,r…inches) 61.0, 61.1, 62.3
Hip room (f,r…inches) 59.4, 58.6, 56.6
Storage (cubic feet) 16.1/41.4/82.8
Gross vehicle weight rating (pounds) 7,385
Towing (pounds) 8,100
Payload (pounds) 1,320
Fuel regular
Fuel Tank (gallons) 24.6
EPA Fuel MPG (city/highway/combined) 13/17/14
Manufacturing Plant Tokyo City, Japan

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Iconic SUV: 2017 Toyota Land Cruiser

Photos copyright Auto Trends Magazine. All rights reserved.

Highlights of the 2021 GMC Yukon/Yukon XL

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(L to R) 2021 GMC Yukon Denali and AT4

GMC took the wraps off of its next-generation full-size pickup trucks this month, introducing all-new 2021 Yukon and Yukon XL models. These flagship SUVs represent standard and stretched wheelbase versions of its largest utility vehicles and feature many changes, including an upgraded Denali line. The new models will be built in Texas and go on sale this summer.

Here are the highlights of GMC’s dynamic SUV duo:

1. Bigger than before. GMC’s big SUVs get even bigger for 2021. Both models enjoy at least a four-inch extension in their respective wheelbases and are up to half-foot longer than before. Cargo space in the Yukon is up at least 10 percent along with big gains in third-row legroom.

2. Three engine choices. GMC’s familiar gas engines return, although both are updated. This year, the two engines once again feature Dynamic Fuel Management, enabling the big SUVs to operate on as few as two cylinders. The third engine is a 3.0-liter turbocharged diesel V6, which is currently utilized in other GMC models. All three engines work with a 10-speed automatic transmission with push-button control.

3. Air suspension and a limited-slip differential. The 2021 Yukons will offer a new air suspension system as well as four-wheel drive with an electronic limited-slip differential. The differential continuously monitors road conditions and reacts by improving traction, handling, and control.

2021 GMC Yukon Denali

4. New AT4 line. Just as Denali has taken hold as a GMC sub-brand, the AT4 line is doing likewise. For 2021, the Yukon gets the AT4, one that includes several significant features. These include a two-speed transfer case, 20-inch all-terrain tires, hill descent control, a traction select system with off-road mode, skid plates, special AT4 leather-trimmed seats, a unique black interior, a heated steering wheel, heated and ventilated front seats, and heated outboard second-row seats.

5. Upgraded Denali trim. The Denali sub-brand brings a premium look and features to the Yukon line. In service since 1999, Denali is available across the GMC model line, but remains a favorite with the Yukon. Indeed, GMC says some 60 percent of Yukon models are Denalis. This year, the Denali has gained a bolder exterior and an all-new and exquisite interior. The cabin features a new instrument panel, unique seats, and four interior color choices. A larger chrome grille, upgraded exterior lighting, and a special lighting design amplify the outside. Other standout features include the latest magnetic control system, a 15-inch head-up display, rear pedestrian alert, and a high-definition surround-view camera.

6. Robust technologies. We already mentioned the available head-up display. Other improvements include a standard 10-inch diagonal center stack or an available 12.6-inch display. GMC also says that the Yukons’ processing power is five times as robust as before, allowing for future upgrades, including Super Cruise. Super Cruise is a semi-autonomous driving feature currently offered on Cadillac models and may eventually come to GMC.

7. Expanded technologies. Staying with the technology theme, the new Yukons will also benefit from a “broader availability of active safety features.” For instance, automatic emergency braking becomes standard across the Yukon line. The previously mentioned safety features including the HD surround vision camera, rear pedestrian alert, and a rear camera mirror are also noteworthy.

2021 GMC Yukon Denali

8. Improved trailering features. New trailering features designed to help improve hitching and imbue driving confidence when towing a trailer roll out. These include trailer profiles, trailer tire, pressure/temperature monitoring. and trailer side blind zone alert.

Looking Ahead

The one unknown about the 2021 Yukon has to do with price. Currently, a base Yukon model costs about $50,000, while the XL starts around $53,000. The top-trim models cost about $20,000 more, but with various package selections and individual upgrades, the cost can easily top $80,000. We think the high-end will now approach $90,000, but that’s still far less than the Cadillac Escalade, which can easily top six figures.

In all, the GMC duo will do what is expected, enabling GM to continue to dominate the segment. Indeed, about two-thirds of all large SUV sales are under a GM brand, with Chevrolet, GMC, and Cadillac easily outselling Ford and Lincoln, its closest competitors.

See Also — By the Inches: Chevrolet Tahoe v. Chevrolet Suburban

Photos and news details courtesy of GMC.

The History of the Toyota Sequoia

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The 2020 Toyota Sequoia TRD Pro in Army Green.

The Toyota Sequoia is a full-size SUV, based on the platform underpinning the Toyota Tundra pickup truck. This SUV competes in a narrow segment, one dominated by the Chevrolet Tahoe, GMC Yukon, Ford Expedition and represented in later years by the Nissan Armada.

Toyota released the Sequoia in 2001. That first-generation model was built for seven years, then replaced it with the second-generation Sequoia for 2008. That model remains in production until this day, an uncharacteristically long time for a manufacturer to stick with the same generation.

First-Generation Sequoia

Upon its debut, the 2001 Sequoia offered a 4.7-liter V8 engine paired with a four-speed automatic transmission. It is rated at 240 horsepower and 315 pound-feet of torque. Its fuel economy is abysmal, making just 12 mpg in the city, 16 mpg on the highway, for a combined 14 mpg. At least it runs on regular gasoline.

As always, the Sequoia offers standard rear-wheel drive and available four-wheel drive. Its original towing capacity is 6,500 pounds. Its 11-inch clearance beats the competition. Optional stability control and side-curtain airbags are two other features of note. The Sequoia seats eight, while its domestic competitors seat as many as nine.

A Refreshed Sequoia

In 2005, Toyota refreshed the Sequoia by refreshing the front fascia and grille, updating the taillamps, and rolling out new packages. Other new features included push-button engagement for the four-wheel-drive system and an optional navigation system.

Performance improved that year too as the V8 engine makes 282 horsepower and 325 pound-feet of torque. A five-speed automatic replaced the previous four-speed. The fuel economy also improved with the 2005 Sequoia rated as high as 14/17/15 mpg city/highway/combined.

Second-Generation Sequoia

With the second-generation Sequoia, Toyota took another page out of the domestic challenger’s playbook by replacing the original model within the usual 6-7 year timeframe. As before, the Sequoia is based on the Tundra’s latest platform. The 2008 Sequoia gained four inches between the wheels although its overall length is extended by just over one inch.

The big news was the addition of a second V8 engine, this one displacing 5.7 liters and making 381 horsepower and 401 pound-feet of torque. This one works with a six-speed automatic transmission and makes 14/19/15 mpg city/highway/combined.

Among the improvements rolled out were a rear independent suspension and a locking differential on four-wheel-drive models. Other improvements and options included navigation, a rearview camera, a rear entertainment system, Bluetooth, upgraded audio systems, and laser cruise control. The towing capacity also rose to as high as 7,400 pounds.

Changes down through the years included a new 4,6-liter base engine paired to a six-speed automatic transmission beginning in 2010. In 2012, blind-spot monitoring became optional on the top-trim model. Beginning in 2013, the Sequoia offered just one engine, choosing to keep the larger of the two V8s.

A Refreshed Sequoia, Take Two

Instead of replacing the second-generation Sequoia, which had already lasted a full decade, Toyota refreshed the model beginning in 2018. Among the new features were standard LED headlights, daytime running lights, and fog lights. Expanded trim levels and new safety features such as automatic emergency braking rolled out.

For 2020, the Toyota Sequoia benefits from additional changes, including expanded driver-assist features, a new TRD Pro trim, and Apple CarPlay and Android Auto smartphone compatibility.

The Future

We doubt Toyota will roll out a new Sequoia. Sales are quite small, averaging 12,000 to 13,000 units annually. That’s less than half the sales the Sequoia commanded when the latest model rolled out and a far cry from the peak 70,817 units sold in 2002. We expect the Sequoia to have at least a few more years left before it rides off into the sunset.

2020 Toyota Sequoia Specifications

Toyota 2020 Sequoia
Segment Fullsize SUV
Price Range $49,905 to $65,945
Destination Charge $1,395
Standard Engine 5.7-liter, V8
Horsepower 381 @ 5,600 rpm
Torque (lb.-ft.) 401 @ 3,600 rpm
Transmission 6-speed automatic
Seating 8
Curb Weight (pounds) 5,730 to 6,000
Wheelbase (inches) 122.0
Length (inches) 205.1
Width (inches) 79.9
Height (inches) 77.0
Headroom (f,r…inches) 34.8, 34.9, 34.5
Legroom (f,r…inches) 42.5, 40.9, 35.3
Shoulder room (f,r…inches) 66.4, 65.6, 65.7
Hip room (f,r…inches) 62.5, 59.9, 50.4
Storage (cubic feet) 18.9, 66.6, 120.1
Gross vehicle weight (pounds) 7,100 to 7,300
Towing (pounds) 7,000 to 7,400
Payload (pounds) 1,300 to 1,405
Fuel regular
Fuel Tank (gallons) 26.4
EPA Fuel MPG (city/highway/combined) 13/18/15 (2WD) 13/17/14 (4WD)
Manufacturing Plant Princeton, Indiana

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Iconic SUV: 2017 Toyota Land Cruiser

Photo copyright Toyota Motor Sales, U.S.A., Inc.

Highlights of the 2020 Ford Ranger

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The FX-2 package is new with the 2020 Ford Ranger.

The Ford Ranger is back and in some ways it is better than ever. Indeed, the current model, which was released in 2019, is now a midsize pickup truck. This means it is better suited to take on the likes of the Toyota Tacoma, Chevrolet Colorado, Nissan Frontier, Jeep Gladiator, and GMC Canyon.

Joining the F-150 and Super Duty, the Ranger gives Ford a wider breadth in the pickup truck segment, which has been steadily growing over the past few years. We’ll look at the new pickup truck, including where it all began and up to today’s model.

Ford’s Ranger Pickup Truck

1. The original Ranger debuts.

Ford rolled out the original Ranger in 1983, its first home-grown compact pickup truck. That original model replaced the Courier, itself a compact truck built and supplied by Mazda for the previous 11 model years.

2. Three generations, then a long break.

Ford built the original Ranger from 1983 to 2011, covering three generations. The first generation was built until 1992, then followed by the second-generation Ranger (1993-1997). From 1988 to 2011, the third-generation Ranger held sway. Interestingly, Ford supplied Mazda with a variant beginning in 1993. Ford also built a small number of Ranger electric vehicles beginning in 1998.

3. The long hiatus.

Canceled following the 2011 model year, an all-new Ranger debuted for global markets, but North America was kept from having one. Ford vowed that the Ranger would not return stateside, instead deciding to serve the new model abroad while investing in the larger F-Series to serve the domestic market. However, once GM brought back its twin Chevrolet and GMC models to great fanfare, Ford rethought its position and decided to supply a Ranger to the U.S. market once again.

4. The Ranger returns.

Ford’s promised Ranger returned in 2019 following an 8-year absence. The new model features Crew Cab and Super Cab four-door choices with six- and five-foot beds, respectively. Only one powertrain combination is offered: a 2.3-liter turbocharged four-cylinder engine paired with a 10-speed automatic transmission. Ford markets the Ranger in XL, XLT, and Lariat trims. Rear-wheel drive is standard; four-wheel drive is available.

5. Light changes for its second year.

Following the successful launch of its new pickup truck, the second-year model is virtually unchanged. Among the changes are a new FX-2 off-road package and small changes to standard feature availability. As for the FX-2 package, it’s designed for two-wheel-drive models, bundling such features as an electronic-locking rear differential, off-road tires, an off-road-tuned suspension, a front underbody guard, and Ford’s off-road cluster screen.

6. Payload and towing capabilities.

The all-new Ranger has a 7,500-pound tow rating along with a 1,860-pound payload capacity. Only the Jeep Gladiator at 7,700 pounds tops the Ranger in towing, while no other model matches the Ranger’s payload prowess.

2020 Ford Ranger

Costing from $24,410 to $32,500, the 2020 Ranger is in the middle of the pickup truck pack price-wise. Fully loaded, your price will approach $45,000 and that’s several thousand dollars less than the top end for such models as the Jeep Gladiator and GMC Canyon. However, both competing models offer multiple powertrain choices, including a diesel engine, something the Ranger lacks.

2020 Ford Ranger Specifications

Ford 2020 Ranger
Segment Midsize Pickup Truck
Price Range $24,410 to $32,500
Destination Charge $1,195
Standard Engine 2.3-liter, turbo I4
Horsepower 270 hp @ 5,500 rpm
Torque (lb.-ft.) 310 lb.-ft. @ 3,000 rpm
Transmission 10-speed automatic
Seating 4 or 5
Curb Weight (pounds) 4,145 to 4,441
Wheelbase (inches) 126.8
Length (inches) 210.8
Width (inches) 85.8
Height (inches) 71.1
Headroom (f,r…inches) 39.8, 38.3
Legroom (f,r…inches) 43.1, 34.5
Shoulder room (f,r…inches) 56.7, 56.3
Hip room (f,r…inches) 55.8, 53.5
Storage (cubic feet) 43.3
Gross vehicle weight (pounds) NR
Towing (pounds) 7,500
Payload (pounds) 1,560 to 1,860
Fuel regular
Fuel Tank (gallons) 18
EPA Fuel MPG (city/highway/combined) 21/26/23 (2WD)
Manufacturing Plant Wayne, Michigan

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Ford Ranger Fun Facts

Photos copyright the Ford Motor Company.