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Infiniti Overhauls QX80 Trims and Makes This Important Safety Feature Standard

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Infiniti’s big SUV features new trim names and standard SRVM.

2021 Infiniti QX80 Review

The QX80 remains the top model in Infiniti’s product line, a full-size SUV with room for eight. The current generation rolled out in 2011 as the QX56 and was given a new name when it received its first facelift in 2014. In 2018, the QX80 received its second refresh and for 2021 Infiniti debuts new trim names: Luxe, Premium Select, and Sensory. The latest model is in Infiniti showrooms.

The other change of note is that this marque’s smart rearview mirror (SRVM) is now standard. We’ll detail what this system is about following our dissection of the trim groupings.

We reviewed the 2020 Infiniti QX80 here. Given that the changes involve trim packages and the SRVM, we’ll focus on the updates here.

Shoppers might also consider two other Infiniti utility vehicles: the two-row QX50 and the three-row QX60.

Performance Highlights

Every 2021 QX80 is powered by a 5.6-liter V8 engine with 400 horsepower and 413 pound-feet of torque. Power routes to the wheels employing a 7-speed automatic transmission.

Notably, all three trims come with standard rear-wheel drive and available four-wheel drive, a $3,100 upgrade. Infiniti calls the system “all mode,” which means it can operate in three positions: AUTO, 4HI, and 4LO. The first setting mimics all-wheel drive as power shifts to all four wheels automatically, as needed.

We found the big V8 more than sufficient for the task at hand. It reminds us of something the Detroit 3 make, with its naturally aspirated design, whooshing sound, and ample grunt. It supplies engaging steering, very good handling, and a comfortable ride thanks to its rear automatic self-leveling suspension.

Combined with a 7-speed automatic transmission, this SUV pulls up to 8,500 pounds. It comes with a trailer tow hitch.

In four-wheel-drive guise, the QX80 manages most off-road places just fine. On gravel roads, we didn’t need to switch to 4HI, but did. In a few places where clay, puddles, mud, and dirt were common, the QX80 prevailed. We’ve never taken a large SUV to an off-road course, mostly because of its girth. That said, its 9.2-inch ground clearance means capable approach, break-over, and departure angles. While doubtful many buyers of a luxury SUV have that in mind, it’s still attainable.

Luxe – From $70,445

There is no strip model in the Infiniti QX80 lineup. The standard Luxe trim comes with automatic LED headlamps, power-folding and heated side mirrors, and 20-inch all-aluminum wheels. Upgrading to select metallic exterior color choices adds $695.

Inside, the seats are covered in leather and feature a 10-way power driver’s seat with 2-way lumbar support. That seat is very supportive for tall individuals and is all-day comfortable. Other features include wood accents, a power third-row split-bench seat, and second-row captain’s chairs. Those seats are nearly as comfortable as the front thrones. As for the third row, the seats are sufficiently padded, but the legroom is very tight. We’d reserve that seat for youngsters only.

On the tech front, the Luxe comes with a 7-inch touch-screen display, a 13-speaker Bose audio system, navigation, Android Auto and Apple CarPlay smartphone compatibility, Bluetooth, satellite radio, and a Wi-Fi hotspot.

The list of safety features is impressive and includes forward emergency braking with pedestrian detection, predictive forward-collision warning, backup-collision intervention, lane-departure warning, lane-departure prevention, blind-spot warning, blind-spot intervention, and an around-view monitor. Full-range cruise control is also included.

Swapping out the captain’s chairs for a bench seat is a no-cost upgrade. We highly recommend it if the eighth seating position is not needed.

Premium Select – From $75,440

The middle of three QX80 trims features black touches across the grille, trim, and mirror caps. Matching 22-inch dark finish forged aluminum-alloy wheels add pop.

Inside, the Premium Plus offers upgraded trim and additional seating colors.

Sensory – From $81,595

While the changes from the Luxe to Premium Select trims were modest, upgrading to the Sensory level delivers a more comprehensive adjustment in features. Our test model was the Sensory 4WD, therefore we’re most familiar with what this one offers.

A pair of mechanical offerings exclusive to this trim are worth noting. To begin with, this one adds hydraulic body motion control. Although you won’t take corners with abandon, the system noticeably reduces body roll and that’s laudable. The second feature is the vehicle speed-sensitive power steering. Here, the steering lightens as the speed increases.

This trim offers more chrome highlights than the other two and has forged aluminum-alloy wheels to match. An adaptive front lighting system with automatic-leveling headlights is also included.

Inside, the Sensory lives up to its name with the Charcoal Burl trim with gradient finish. The semi-aniline leather seats are extra plush and beautiful to behold. Heated and ventilated front seats are standard; models with the optional second-row bench seat benefit from outboard heated seats.

As for tech features, this is precisely where the Sensory pulls out all the stops. To begin, a 17-speaker Bose audio system is included. Further, a rear-seat entertainment system features a pair of 8-inch displays. Other improvements include an additional USB port and a 120-volt power outlet. The power outlet is one feature we’d love to see offered on the other trims, but it isn’t.

About SRVM

We like tech features as long as they do what they’re purported to accomplish. Some driver-assist features are annoying, but there isn’t anything we hate more than automatic on/off engine shutoff that cannot be contravened by the driver.

One of the more useful features offered by Infiniti is its nifty SRVM system. The system utilizes the rear-view mirror, easily switching between a standard mirror and an LCD monitor that benefits from a rear-mounted camera to display a high-definition image. In effect, the system “looks past” obstacles such as lighting, passengers, and cargo to supply a clear view of what’s behind the vehicle. We like this feature because of the extra safety measure it provides.

Competitive Set

Each of the major luxury marques offers a large SUV. This wasn’t always the case as the BMW X7 is a more recently offered model.

Besides BMW, shoppers might compare the Cadillac Escalade and Lincoln Navigator. Both offer something that the Infiniti does not: standard and stretched wheelbase versions.

The Mercedes-Benz GLS Class, Lexus LX, and the Land Rover Range Rover Sport are other models to consider. The competition is tough, but we think this Infiniti holds its own.

Our Recommendation

As much as we enjoyed the Sensory model, we think the standard Luxe trim has many of the creature features customers want built in. Thanks to every safety feature made standard, the Luxe has much to offer.

We would consider upgrading to four-wheel drive, given that the system mimics all-wheel drive when roads are slippery. The added measure of grip support can certainly come handy on slick roads and not just where icy or snowy conditions prevail.

2021 Infiniti QX80 Specifications

Infiniti 2021 QX80
Segment Full-size luxury SUV
Price Range $69,050 to $83,300
Destination Charge $1,395
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) 5,678 to 5,813
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 7,435
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 Japan

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.

Ford F-250 Super Duty and a Trail-Stomping Tremor Package

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Tremor shakes things for the Ford Super Duty, but in a good way.

The Ford Super Duty with the available Tremor Package navigates the Sandhills of central North Carolina. Maximized off-road capabilites are its strong suit.

America loves her pickup trucks with millions of units sold annually. The Ford F-150 is the most popular nameplate, but there’s also a Super Duty line comprised of F-250, F-350, and F-450 models. These heavy-duty light trucks offer the largest engines in the segment and come with payload and towing numbers that should meet or exceed nearly every need.

We found out just how capable and big the F-250 is when a Crew Cab model dressed in Lariat trim and outfitted with the Tremor Package appeared for a week’s worth of on- and off-road fun.

2020 Ford F-250 Super Duty

Ford offers six trims with the 2020 F-250, but not all six are available across the board. For instance, the Regular cab comes in XL ($34,035) and XLT ($38,815) trims. Choose the SuperCab and you’ll find three trims: XL ($36,370), XLT ($41,480), and Lariat ($46,930). Add $1,695 for the destination charge. Taxes, tags, and registration are extra.

The Crew Cab pulls out all the stops with XL ($37,625), XLT ($43,310), Lariat ($49,260), King Ranch ($59,335), Platinum ($66,225), and Limited ($83,930) trims. The top trim features the diesel engine. Fully loaded you may see a find price around $90,000!

Our test single-rear-wheel Lariat Crew Cab model with the Tremor Package, four-wheel-drive, and the 160-inch wheelbase came in at just above $71,000.


Exterior

Full-size pickup trucks are huge. The heavy-duty versions are simply massive, especially when dual rear wheels are present. Our test model had a single-rear-wheel-chassis, but it was easily the largest pickup truck we’ve had to date.

Ford still offers three cabin sizes: Regular, SuperCrew and Crew Cab. The Regular cab seats up to three, the SuperCrew five or six, and the Crew Cab up to six. Depending on the chosen cab, you’ll find five wheelbase lengths: 142-, 148-, 160-, 164-, and 176-inch choices. Our crew cab came right in the middle, although the longest wheelbase is also available. The longest wheelbase brings in the 8-foot bed, whereas a 6-foot-, 9-inch bed is standard.

In its longest form, the F-250 measures 266.2 inches long – that’s 22 feet of mass! Compare that to the Smart Fortwo that’s just under 9-feet long and those differences are quite stark.

The Super Duty is a moving slab of sheet-metal. A large chrome grille with menacing daytime running lights are intimidating to say the least. The lengthy profile seems to stretch on and on, but it was the huge side mirrors that caught our attention the most – we could imagine them touching the coasts whenever the truck was faced due north or south. In reality, they’re no bigger than the tow mirrors you find on many pickup trucks. What we appreciated the most about them is that they automatically fold close when the truck is off – at least if you select the right trim package.



Interior

Crew cab models have cavernous interiors and the F-250 did not disappoint. Our test model featured a pair of bench seats. Up front, the 40/20/40 layout affords ample space for three, but we think that with the middle seating position flipped forward with the huge storage compartment exposed is the way to go. In the rear is a 60/40 split fold-up bench seat.

Is the Super Duty luxurious? No, but it does have premium touches worth considering. Its bigly interior alone sets it apart from luxury sedans, but there’s still enough plastic present to remind everyone that this is a mainstream model. At the Lariat level, leather seats come in – they’re cushy and comfortable, but they’re not “nappa” or among many of the other fine hides available. That said, they’re a nice upgrade over cloth.

Move up to the top three trims and the brightwork trim gives way to real wood or brushed metal. This is a better look, but the hard plastics on the bottom of the dashboard, the door inlays, and seats remain. All trims come with carpeting or can be swapped out for vinyl flooring that’s recommended for work crews.


Tech

You need to look beyond the XL trim to find the tech amenities that most people want. The XL serves as the work truck here with few creature features of note.

Begin your shopping at the XLT level and Ford’s SYNC 3 interface kicks in. It’s a vast improvement over the previous systems and nearly on par with the industry’s best, namely Fiat Chrysler’s Uconnect and GM’s Intellink telematics. The domestics offer the best systems among mainstream models in our opinion.

Ford includes a 5-speaker audio system in the Regular cab and seven speakers in the other two cab choices. You’ll also find satellite radio, a 110-volt outlet, and USB ports. Move up the trim range and a 10-speaker B&O audio system is standard. Navigation, a wireless charging pad, and a surround-view camera are also available.

Safety

If you’re looking for crash test scores for the Super Duty you won’t find them. The federal NHTSA and the private IIHS don’t perform tests on big pickup trucks. Certainly, if you are in an accident with one, the sheer size of these trucks will help absorb some of the impact. But don’t rely on girth alone to keep you safe.

Look beyond the base XL trim and the Super Duty features a suite of driver-assist features. These include lane-keep alert, cross-traffic alert, blind-spot monitoring, and automatic emergency braking. Adaptive cruise control is available. Looking ahead, we believe pickup trucks will offer the same safety features as cars – an all-new 2021 Ford F-150 should presage what a future Super Duty model has on tap.

Performance

For the past decade, the Ford F-250 has been a tale of two V8 engines: a 6.2-liter gas and a 6.7-liter turbo-diesel. Both have performed quite well for the Super Duty line, but this year they’re joined by an optional 7.3-liter V8 engine.

The third engine, the newest in Ford’s arsenal, replaces a 6.8-liter V10 available in the Super Duty through 2010 and more recently in Ford’s E-Series vans and other truck applications. Those vans are no longer available to consumers, as the Transit is the model of choice. You can still buy an E-Series Cutaway to build an ambulance, school bus, delivery, or other commercial vehicle and that’s where the new engine is found.

With the V10 aged and ready to sail away, Ford developed a new engine to cover its super duty light duty trucks, the vans, as well as its commercial Class 6/7 models. Ford might have considered a twin-turbo layout as per its EcoBoost engine line, but it chose a naturally aspirated V8 and went big there.

Why another V8? Figure that Ford wanted a workhorse V8 that wouldn’t rely on turbochargers for added power. That’s probably a smart choice too as the turbos would have been under constant pressure to move, in some cases, tens of thousands of pounds of mass, payload, and towing.

It’s one thing to propel the F-150 for its targeted recreational and light-duty commercial owners. It’s another thing to call on a turbocharged engine to constantly handle the heavy work of a Super Duty model – we doubt that there are turbos in existence that can take a constant pounding.

The new V8 is no slouch as it develops 430 horsepower and 475 pound-feet of torque. That’s just below the maximum 450 horsepower/510 pound-feet of torque in the 3.5-liter EcoBoost V6 found in the F-150 Raptor, but it’s well above the 385 horsepower and 430 pound-feet of torque in the standard engine. And it blows the old V10 away, which produced only 288 horsepower and 424 pound-feet of torque.

Before we move on, the engine upgrades carry a line item extra cost. For the upgraded V8, you’ll pay an additional $2,045 to procure one. With the turbo-diesel, the cost is $10,495. That’s quite a difference, but if you’re looking at long-term ownership, the diesel may be the better deal. The diesel also has the best pulling power of the three, with 475 horsepower and an outstanding 1,050 pound-feet of torque at the ready. Both engine options work with a 10-speed automatic transmission.

Our Tremor came with the new engine. After a week’s worth of driving and off-road shenanigans, the new engine’s capabilities came into focus. And we were pleased: the near-four-ton beast moved with authority from a dead stop and seemed to defy physics as it romped down the highway. Kudos to Ford with matching this engine with a 10-speed automatic transmission, its gear-changer of choice in most models these days. Clean shifts under a variety of driving conditions proved its worth. The only question we have is how does this transmission behave under heavy loads? It’s not uncommon for them to hunt for gears when pulling more than 10,000 pounds.

The Tremor’s size is a nonfactor on paved roads, but we can imagine it’s a whole ‘nuther thing when tackling off-road trails. In fact, the trail loops in our state are best used by midsize trucks and similar-sized SUVs, such as the Jeep Wrangler and the upcoming Ford Bronco. We don’t see anyone buying a Super Duty for trail fun anyway, but with its huge tires and nice lift, water fording up to 33 inches is possible. Further, if you’re on a country road that turns to mud or sand, the four-wheel-drive system comes in handy – we tackled the Sandhills in our area and the truck wasn’t going anywhere in two-wheel drive. But the moment we activated four-wheel drive, there was no slowing down its forward progress.

So, what makes the Tremor Package special besides its placarding? Several things, beginning with the maximum-traction 35-inch all-terrain tires. An off-road-tuned front and rear suspension, 1.7-inch twin-tube dampers, and the rock crawl and trail control mode are other benefits. Yes, the trail issue comes up again – you may need to buy grille and brush guards if you have trail stomping in mind. These are just a few of the many factory and third-party accessories available with any Ford truck.

Competitive Set

The usual suspects vie with Ford to produce a full-size pickup truck. From GM are the Chevrolet Silverado HD and GMC Sierra HD twins. Another domestic producer with its hand in the mix is the Ram 2500/3500. Two Japanese manufacturers build their big trucks in the U.S.: Toyota Tundra and Nissan Titan. However, neither the Tundra or Titan are available in heavy-duty guise, although the Titan XD comes closest.

Our Recommendation

We don’t see much use for a Regular cab in this segment and we find the SuperCab too confining for tall people. Moving up to the Crew Cab from the SuperCab means a slight bump in cost. You also get the full range of trim features with the Crew Cab and that’s the overarching appeal in our opinion.

Our recommendation means shopping for a Crew Cab with the single rear wheels, but choose the double if maximum towing is your thing. The standard engine is more than sufficient, but opt for the new V8 if you need some extra kick. It isn’t an efficient model by any stretch – we averaged 13.4 mpg over 253 miles – but that’s only slightly below the 15 mpg similar trucks usually average. Only go with the turbodiesel if long-term ownership and top towing capabilities are factors in your shopping consideration, otherwise the spend-up is a hard one for most people to justify.

2020 Ford F-250 Super Duty Specifications

Ford 2020 F-250 Super Duty
Segment Full-size pickup truck
Base Sticker Price $54,140 (including a $1,695 destination charge)
Price as tested (estimated) $71,185
Engine No. 1 6.2-liter, gas V8
Horsepower 385 @ 5,750 RPMs
Torque (lb.-ft.) 430 @ 3,800 RPMs
Transmission 6 or 10-speed automatic automatic
Engine No. 2 7.3-liter, gas V8
Horsepower 430 @ 5,500 RPMs
Torque (lb.-ft.) 475 @ 4,000 RPMs
Transmission 10-speed automatic automatic
Engine No. 3 6.7-liter, turbodiesel V8
Horsepower 475 @ 2,600 RPMs
Torque (lb.-ft.) 1,050 @ 1,600 RPMs
Transmission 10-speed automatic automatic
Seating 6
Curb Weight (pounds) 7,874
Wheelbase (inches) 141.6 to 176
Length (inches) 231.8 to 266.2
Width (inches) 80.0 (SRW); 96.0 (DRW)
Height (inches) 78.8 to 82.2
Headroom (f,m,r…inches) 40.8, 40.3/4
Legroom (f,m,r…inches) 43.9, 33.5 or 43.6
Shoulder room (f,m,r…inches) 66.7, 65.8/9
Hip room (f,m,r…inches) 62.5, 64.7
Storage (cubic feet) 11.6/31.6/52.1
Gross vehicle weight (pounds) 9,900 to 10,800
Towing (pounds) 13-15,000 (std.); 21,700 (5th)
Payload (pounds) Up to 3,110 to 4,260
Fuel Regular
Fuel Tank (gallons) 29/34/48
EPA Fuel MPG (city/highway) NR city/highway/combined
Manufacturing Plant Louisville, Kentucky or Avon Lake, Ohio

See Also — King of all Trucks: Ford F-150 Raptor

2020 Ford F-250 Super Duty photos copyright Auto Trends Magazine. All rights reserved.

Smart Concept: Jeep Grand Wagoneer

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The Wagoneer line will elevate Jeep’s profile.


The long-awaited return of the Jeep Grand Wagoneer is nearly complete. On Thursday, Fiat Chrysler revealed the Jeep Grand Wagoneer Concept, a full-size SUV that blends the brand’s off-road credentials with luxury. The Grand Wagoneer represents one part of a Wagoneer sub-brand that will serve as the top-tier of the Jeep brand. Much in the same way Land Rover utilizes Range Rover for its elite line, Jeep appears ready to do the same.

As with any concept, this one isn’t the production version, but we think it will be very close. The concept clearly demonstrates where Jeep is headed as the Wagoneer features an elegant grille, 24-inch polished wheels, a long greenhouse, and LED touches.


From Ram to Jeep

To develop the Wagoneer line, Jeep turned to Ram’s platform underpinning the Ram 1500 pickup truck (one difference is that the Jeep will not utilize the solid rear axle in the Ram, utilizing an independent rear suspension).

That body-on-frame platform is currently without an SUV variant, unlike GM and Ford who have built various large SUVs for the Cadillac, Chevrolet, GMC, Ford, and Lincoln brands. As such, the Wagoneer should start somewhere above $60,000 and top $100,000 in its fully loaded Grand Wagoneer guise. A mid-2021 debut is likely with the company’s Warren, Michigan, plant producing the new models.


Elegance and Technology

Jeep did not reveal the Grand Wagoneer’s dimensions, but many of the other details are apparent, including the wood and leather interior, a digital display cluster, upper and lower infotainment screens, a front passenger screen, and additional screens for rear-seat climate control and infotainment. Further, the upscale Jeep will earn the company’s latest infotainment software, Uconnect 5.

The concept also features a 23-speaker McIntosh audio system connected to a 24-channel amplifier. Jeeps says the audio elements are designed in aluminum and gloss black, paralleling the look of McIntosh’s typical high-end home audio systems.


A Three-Row First

This will be the first three-row Wagoneer model. The concept shows a model with room for as many as seven occupants with first- and second-row captain’s chairs and a third-row bench seat.

Quite possibly an 8-row variant will be offered with a bench seat replacing the middle-row thrones. In any case, Jeep is touting this SUV’s interior room, luxury elements, and amenities.

Electrified Powertrain System

We don’t know everything about the various powertrains on tap, but the concept is a plug-in hybrid electric vehicle. Jeep intends to push electrification across the brand, using the concept’s reveal as an opportunity to debut the Wrangler 4Xe, which is also a PHEV. These models follow the Renegade and Compass hybrids already on sale across Europe.

The gas engines in the hybrid fold will likely include the 3.6-liter V6 and the 5.7-liter V8 used by Ram. Quite possibly the turbo-diesel 3.0-liter V6 will also find a place. All three engines work with an 8-speed automatic transmission.

The Grand Wagoneer comes with standard four-wheel drive. Notably, Jeep says it will offer three distinct four-by-four systems and supply an optional air suspension. Thus, the Grand Wagoneer is poised to travel places few big SUVs dare to go. Whether buyers would do so is another matter, but simply having that capability will give Jeep a leg-up in a competitive segment.


Grand Wagoneer Heritage

Jeep launched the first Wagoneer in 1962 for the 1963 model year. It was the first four-wheel-drive vehicle paired with an automatic transmission, effectively pioneering the modern SUV movement.

In 1984, Jeep rolled out the Grand Wagoneer, introducing leather upholstery, air conditioning, AM/FM/CB stereo systems, and extra insulation to deaden sound. These “premium” touches paved the way for competitors to follow, with many not joining the fray until early this century.

An Expanded Jeep Line

With the Wagoneer set to return in various guises, the Jeep brand should easily build on the momentum that has advanced this marque over the past decade. Once the pandemic passes and sales activity returns to normal, Jeep should sell more than 1 million units annually stateside with at least double that globally.

We think the Grand Wagoneer is a welcome addition to the Jeep line, although we’ve been disappointed that Ram never took advantage to build its own modern big SUV.

See Also — Off-Road Warrior:Jeep Wrangler Unlimited

Photos copyright Fiat Chrysler Automobiles. All rights reserved.

Raptor Fighter: Ram 1500 TRX!

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Ram debuts the 1500 TRX, its answer to the Ford F-150 Raptor. Billed as an “apex predator,” Ram claims the new model is the “quickest, fastest, and most powerful mass-produced truck in the world…”

The long-awaited Ram 1500 TRX made its debut on Monday, the brand’s answer to the Ford F-150 Raptor. For the first time since the Raptor’s debut a decade ago, it has a serious challenger, one that Ram calls the “apex predator,” in an obvious rub against Ford’s vaunted truck. The new truck debuts this fall and comes with the same 6.2-liter supercharged V8 engine powering various Dodge Hellcat models.

Ram’s debut was held online, yet another concession to the COVID-19 pandemic that’s turned the world upside down this year. Nevertheless, manufacturers are moving ahead with new and specialty models, realizing that the pandemic will eventually end and customers will continue to crave what’s offered.

The TRX’s engine is rated 702 horsepower and 650 pound-feet of torque, while the 3.5-liter twin-turbocharged V6 engine powering the Raptor delivers 450 horsepower and 510 pound-feet of torque. Ram utilizes an 8-speed automatic transmission to route power to the wheels and that’s the same one found in the Jeep Grand Cherokee Trackhawk. The Raptor has a 10-speed automatic.

Ram claims a 0-60 mph time of 4.5 seconds and 0-100 mph in 10.5 seconds. The current Raptor has a 5.1-second 0-60 mph time. We may see some improvement for the Ford when the all-new 2021 F-150 debuts this fall. That said, the Raptor typically doesn’t arrive until months after a new F-150 debuts.

The TRX features an all-new, unique suspension system with active damping, one that Ram says is inspired by desert off-road racers. This system incorporates forged aluminum front upper and lower control arms with special attention to caster and camber angles during suspension cycling.
TRX uses a Dana 60 solid rear axle with a 3.55 ratio featuring full-floating hubs and axle-hop damper for improved traction and axle control on rough surfaces. An electronic locking
rear differential is standard for increased performance off-road.
The TRX features a fully-loaded interior with a custom, padded, flat-bottom steering wheel.

Based on the same layout at the Rebel, trucks outfitted with a TR Equipment Group welcome passengers with premium cloth and vinyl accents featuring black and Dark Ruby Red surfaces.
Opting for the TR1 or TR2 Equipment Group provides an interior based on the Ram 1500 Limited and features an all-black color scheme with leather and suede to give TRX a unique appearance.
Heated and ventilated premium Natura Plus leather with perforated suede accents
cover the front bucket and rear bench seats.

The TR1 and TR2 Equipment Groups come standard with medium Greystone stitching and Graphite Metallic accents. The TR2 Equipment Group offers TRX red stitching
and carbon fiber accents as an available option.

The 2021 Ram TRX features a 2-inch ride height advantange over the Ram 1500, supplying it with 11.8 inches of ground clearance and capability of up to 32 inches of water fording.

Notably, the TRX has three special off-road modes – Mud/Sand, Rock and Baja. Like the on-road modes, the off-road drive modes control several systems, including the four-wheel-drive system, throttle response, transmission, paddle shifters, suspension and steering.

Other attributes include an 8,100-pound towing capacity and a 1,310-pound payload rating.

The TRX rides on Goodyear Wrangler Territory 325/65/R18 All-Terrain 35-inch tires, which were developed exclusively for Ram TRX. They’re designed to mitigate wear resistance, enhance traction, and reduce road noise. This truck features 15-inch brakes, the largest in the segment.

Ram says the TRX has an approach angle of 30.2 degrees, a breakover angle of 21.9 degrees,
and a departure angle of 23.5 degrees.

The TRX is 8-inches wider than a standard Ram 1500 at 88 inches and carries a 6-inch-wider track. Sizeable 325/65R18 (35-inch) tires cycle through 13-inches of front and 14-inches of rear-wheel travel with Bilstein Blackhawk e2 adaptive dampers controlling the mass. The any-speed rear locker lives in a full-floating Dana 60 rear axle, which raises the minimum ground clearance to 11.8-inches.

Ram 1500 TRX Launch Edition

Ram says the TRX will cost $70,000 plus a $1,690 destination charge. With various upgrades and add-ons included, we’re likely to see some versions top $100,000, an almost unimaginable amount for a pickup truck. Likely, the limited Launch Edition model (702 compies) will set the pace with its special paint scheme, unique red and brushed-aluminum center console badge identifying it as a special, limited-edition TRX model, and a 19-speaker Harmon Kardon audio system, among other features. The Launch Edition arrives this fall.









See Also — King of all Trucks: Ford F-150 Raptor

Photos copyright Fiat Chrysler Automobiles.

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 From $68,000
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