off-road

7 Facts About the 2020 Nissan Armada

November 12, 2019 by admin 1 Comment

It can be easy to overlook the Nissan Armada, especially if you’re shopping for a full-size SUV from Chevrolet, Ford or GMC. Like the Toyota Sequoia, the Nissan Armada is another choice that’s worth your consideration. The Armada and its competitors are truck-based utility vehicles, which means that payload and towing are among its strong suits.

The 2020 Armada offers a traditional look with an upscale vibe.

Here are the important facts about the 2020 Nissan Armada:

1. Powerful engine.

Motivating this big Nissan is a 5.6-liter V8 engine. This “Endurance” powerplant makes 390 horsepower and 394 pound-feet of torque. It also powers the Nissan Titan pickup truck. A 7-speed automatic transmission routes power to the rear wheels or all four wheels with models equipped with four-wheel drive.

2. Noteworthy payload and towing.

Big SUVs are prizes for both their superior payload and towing capacities. Regarding payload, this model is rated up to 1,743 pounds. As for towing, it has a pull rating of up to 8,500 pounds, which easily bests the Sequoia’s 7,400-pound limit.

3. As thirsty as they come.

If there is a downside to the 2020 Armada, then that would be its fuel economy. This SUV makes 13 mpg in the city and 18 mpg on the highway for a combined 15 mpg. Choose the two-wheel drive and your numbers are 1 mpg better. A similarly equipped Chevrolet Tahoe earns 17 mpg, therefore the differences are small. For that matter, all models in this segment average around 15-16 mpg.

4. Full-size interior.

If you need a big interior, the Armada shines. This SUV seats seven or eight, with ample room in the first two rows. However, if you need more legroom in the third row, the Nissan Pathfinder offers slightly more space.

5. Not quite luxury, but almost.

Credit Nissan with dressing the Armada to compete. Only the base SV trim has cloth seats as every other Armada has leather-wrapped seats. Lots of soft-touch materials, imitation wood, and chrome accents abound, which give this SUV a cut-above look. In Platinum trim, the Armada includes cushiony leather inserts on the doors. Opt for the second-row captain’s chairs as they’re almost as comfortable as the front seats. They also come heated with the Platinum trim.

6. Generous tech features.

Nissan equips the 2020 Armada with an 8-inch touch-screen display, navigation, and a 13-speaker Bose audio system. That’s an impressive package for a mainstream SUV. Nissan includes satellite radio, HD Radio, Bluetooth, and four USB ports. You’ll even find a CD player! Make your way up the trim range and you’ll find an additional USB port and a three-zone entertainment system with dual 8-inch monitors to keep your second- and third-row passengers entertained.

7. Safety features galore.

Manufacturers understand that consumers want advanced safety tech. Nissan responds by including forward collision warning, adaptive cruise control, and automatic emergency braking. Lane intervention, blind-spot warning and intervention, and lane departure warning are also included. Automatic emergency braking is available.

Nissan Armada Parting Thoughts

Nissan offers the 2020 Armada in SV, SL, Platinum and Platinum Reserve trims. It is a well-equipped vehicle for the money. Even the base trim offers a decent starting point which means that a four-wheel-drive Armada can be had for about $50,000. Compare this model to the Chevrolet Tahoe, Ford Expedition, and the GMC Yukon.

2020 Nissan Armada Specifications

Nissan	2020 Armada
Segment	Large SUV
Price Range	From $$47,100 to $68,030
Destination Charge	$1,395
Standard Engine	5.6-liter, V8
Horsepower	390 hp @ 5,800 rpm
Torque (lb.-ft.)	394 lb.-ft. @ 4,000 rpm
Transmission	7-speed automatic
Seating	7 or 8
Curb Weight (pounds)	5,577 to 5,958
Wheelbase (inches)	121.1
Length (inches)	208.9
Width (inches)	79.9
Height (inches)	75.8
Headroom (f,r…inches)	40.9, 40.0, 36.4
Legroom (f,r…inches)	41.9, 41.0, 28.4
Shoulder room (f,r…inches)	63.8, 63.4, 60.5
Hip room (f,r…inches)	59.2, 58.4, 48.8
Storage (cubic feet)	16.5, 49.9, 95.4
Gross vehicle weight (pounds)	7,300 to 7,500
Towing (pounds)	8,500
Payload (pounds)	1,542 to 1,723
Fuel	regular
Fuel Tank (gallons)	26.0
EPA Fuel MPG (city/highway/combined)	14/19/16 (2WD); 13/18/15 (4WD)
Manufacturing Plant	Kyushu, Japan

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

See Also — Nissan Armada Reprise, Platinum Style

Photo copyright Nissan Motor Co., Ltd.

Lexus GX:
The Good, the Bad, and the Ugly

November 5, 2019 by admin Leave a Comment

It may be an aged design, but the Lexus GX 460 possess off-road chops.

Toyota builds several modern and forward-thinking models, but the Lexus GX 460 is not one of them. Indeed, this midsize traditional body-on-frame utility vehicle features an aged design, which is undergirded by the same platform supporting the Toyota 4Runner.

The Lexus has a modern look, which does its best to match this marque’s persona. Underneath, its powertrain is old and inefficient, although we give it props for its off-road prowess. Here’s what we find are its good, bad, and ugly attributes.

The Good

1. Who doesn’t love a traditional SUV?

Well, we must admit that many people these days are looking for a modern model, particularly a crossover with unibody construction. Those vehicles have rigid bodies, great steering, and a smooth ride. The GX 460 boasts none of these. Instead, it delivers capable approach and departure angles, although we must admit our frustration of not knowing precisely what these measurements are. We do know that ground clearance measures 8.3 inches, which is about average for the segment.

2. We also like that the Lexus GX has full-time four-wheel drive.

Why mess with two-wheel drive when this vehicle’s main strength is its off-road capabilities? You’ll also find active traction control for wet pavement and crawl control available with the off-road package on the top-trim Luxury model.

3. Who doesn’t like captain’s chairs?

This Lexus offers them in the second row and with each one heated. We think they’re almost as good as the seats up front. Almost, but not quite. Other touches we like include the imitation leather seats, which should hold up better than the standard hides. On the upper trims, semi-aniline leather is included or available.

The Bad

1. As far as engines go, the 4.6-liter V8 powering the GX sees like a throwback to another era.

Specifically, it puts out just 301 horsepower, which is the same as Toyota’s 3.5-liter V6 engine. Torque output measures 329 pound-feet, giving just a bit more power for passing and pulling. In other words, the GX starts slow out of the gate and offers leisurely passing performance. We might also take issue with its six-speed automatic transmission, which seems absent several cogs in an era where 8-, 9-, and 10-speed transmissions dominate.

2. Is it good, bad or is it ugly?

We’ll put the GX’s side-swinging rear door the bad category, at least for southpaws as the door swings to the right. In any case, the door’s swing can become an issue when parallel parking or wherever space is tight. Obviously, there is no power-open option as you get with a liftgate.

3. Technology is a mixed bag.

On the one hand, you get Siri Eyes Free. On the other hand, you won’t find smartphone compatibility as neither Apple CarPlay nor Google Android Auto is offered. How sad is that? If you want navigation, you’ll have to pay for it or make the trim upgrade to find it.

The Ugly

1. Perhaps the GX’s greatest weakness is with its fuel economy.

With an EPA rating of 15 mpg city 20 mpg highway and 17 mpg combined, it is one thirsty vehicle. Even then, we doubt you’ll meet the EPA expectations, especially once you venture off-road. Oh, did we mention you must use premium fuel too? That’ll add to your fuel costs.

2. Another area where the GX performs poorly is in all things safety.

Unlike other Lexus models with standard active safety technology, the GX does not have some of these features. What you will find is standard blind-spot monitoring with rear cross-traffic alert. If you want lane-departure warning and adaptive cruise control, you’ll find it within a package on the top-level GX Luxury trim. Full-speed automatic emergency braking is not available, however.

The Verdict

The 2020 GX is the budget-friendly Lexus off-roader with a starting price some $30,000 below that of the top-of-the-line Land Cruiser-based LX. In addition, it is much more than a dressed-up Toyota 4Runner with its own powertrain and luxury embellishments to show for it. However, it is clearly an aged model in a segment that’s gone full modern. That said, its off-road strength beats most competitors, with perhaps the Land Rover Discovery giving it the best run for the money.

2020 Lexus GX Specifications

Lexus	2020 GX
Segment	Full-size SUV
Price Range	$53,000 to $64,265
Destination Charge	$1,025
Standard Engine	4.6-liter, V8
Horsepower	301 hp @ 5,500 rpm
Torque (lb.-ft.)	329 lb.-ft. @ 3,500rpm
Transmission	6-speed automatic
Seating	7
Curb Weight (pounds)	5,130 to 5,198
Wheelbase (inches)	109.8
Length (inches)	192.1
Width (inches)	74.2
Height (inches)	74.2
Headroom (f,r…inches)	38.0, 40.4, 35.2
Legroom (f,r…inches)	41.7, 34.1, 29.3
Shoulder room (f,r…inches)	55.4, 57.3, 54.5
Hip room (f,r…inches)	56.5, 55.2, 43.1
Storage (cubic feet)	64.7
Gross vehicle weight (pounds)	6,600
Towing (pounds)	6,500
Payload (pounds)	NR
Fuel	premium
Fuel Tank (gallons)	23.0
EPA Fuel MPG (city/highway/combined)	15/20/17
Manufacturing Plant	Tahara, Japan

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

See Also — Experienced: Lexus LX 570

Off-Road Prowess: GMC Sierra AT4

July 3, 2019 by admin 3 Comments

Special upgrades including front tow hooks set the AT4 apart from most Sierra models.

GMC is GM’s “professional grade” brand, a tagline which suggests that carpenters, home builders, and landscapers are among its chief buyers. Although all three invest in pickup trucks and SUVs, GMC is much more than that: it is brand prized by families and outdoorsmen as well.

Very recently, GM began seeking to offer some distinction between GMC and Chevrolet, the latter representing the lion’s share of the automaker’s sales, including pickups and utility vehicles. GMC still doesn’t have any models unique to the brand as it typically shares platforms with Chevrolet and to a lesser extent Buick and Cadillac. That said, we’re beginning to see some features exclusive to GMC rollout, including an available six-function “multipro” tailgate — more about that later.

The 2019 GMC Sierra launches this model’s fourth-generation line of pickup trucks. Interestingly, GMC still offers the third-generation model, now renamed the Sierra 1500 Limited. However, it is only available as a double cab truck with a standard box. Further, it comes in standard and SLE trims and is powered exclusively by a 5.3-liter V8 engine mated to a six-speed automatic transmission.

The Sierra crew cab consumes an entire parking space and then some.

Why is GMC still offering the previous-generation truck? To account for the transition from the old to the new model. In particular, it takes time to roll out a new vehicle, especially a full-size pickup truck with many different configurations.

The GMC comes in three distinct cab styles — regular, double and crew. GMC launched the crew cab first, followed by the regular and double cabs. As of this writing, production has finally switched to the new model only. Still, you’ll find the 1500 Limited on dealer lots, perhaps until the end of the calendar year.

Besides the “trick” tailgate, GMC now offers a new AT4 trim. This model is GMC’s equivalent of the Silverado TrailBoss, equipped with standard four-wheel drive, a two-speed transfer case, a two-inch suspension lift, skid plates, and a locking rear differential. GMC says the AT4 line will spread to its other vehicles, supplying the brand with a second distinct sub-brand to market. The other sub-brand is, of course, Denali. Thus, the AT4 line reflects the brand’s off-road prowess, while the Denali line touts its luxury attributes.

Comfortable and supportive front bucket seats garnish the Sierra AT4.

The split-folding rear bench seat folds up and down.

A 2019 Sierra AT4 arrived in June, serving as my test model for one week. The focus of this review is on the AT4, although the following specifications supply an overview of the entire Sierra line.

All 2019 GMC Sierra AT4 models have a standard 5.3-liter V8 engine making 355 horsepower and 383 foot-pounds of torque. Power is routed to the wheels by means of an 8-speed automatic transmission. The AT4 comes with hill descent control, a traction select system and it rides on all-terrain tires. Design elements exclusive to this model include a machined-face, dark-tinted appearance to the wheels.

See Also — GM Diesel Pickup Fast Facts

Other AT4 features include Rancho off-road-tuned monotube shock absorbers, red vertical recovery hooks, and unique black chrome touches, and body-color grille surround. As for the interior, it has its own special design attributes, which is especially evident in the seat layout.

Now about that “trick” tailgate. It is an unusual feature, something you won’t find with any other pickup truck. Indeed, it is evident at first glance that something special is present with the cut-out design.

The way the tailgate works takes a bit getting used to. Like any truck tailgate, it opens and closes conventionally. But unlike other units, this one has an inside panel that supplies all the difference. Here, you’ll find an inner gate which folds up to provide a vertical barrier for longer items.

You can also drop the gate for access to the box floor, which makes it easier to place items in or remove from the box. The tailgate also converts to a full-width step, an inner gate load stop, and to an inner gate work surface. The latter is especially helpful when working on a project, such as a laptop or for assembling fishing gear.

I equate the MultiPro tailgate to a Swiss Army Knife. At first glance, the knife doesn’t seem unusual. Start pulling out the various features and you’ll find a blade, nail file, screwdriver, scissors, key ring, tweezers, and even a toothpick. In the same way, the upgraded GMC tailgate provides features you wouldn’t expect at first glance.

The multipro tailgate is easy to spot, even when not in use.

Pop open the inner tailgate and it is useful as a work surface.

Extended items, such as plywood, are held in place by the vertical stop.

A full-length step bumper is another feature of the multipro tailgate.

When you need to get a bit closer to the bed with the tailgate open.

What is the cost of the tailgate? Well, first of all, it isn’t available with the base, SLE and Elevation trims. And with the SLT and AT4 trims, it is standard equipment. You’ll have to opt for either the double or crew cabs too, as the regular cab is only available in base form. Thus, your starting price for a Sierra when equipped with the Multipro tailgate is about $45,000.

Our AT4 Crew Cab cost $66,445, which included options totaling $12,250. An off-road performance package ($4,940) added the 6.2-liter V8 engine, a 10-speed automatic transmission, along with special wheels and tires. An AT4 Premium Package ($3,100) included a power sliding rear window, navigation, a Bose audio system, wireless charging, and several driver-assist features, including lane change alert and side blind zone alert. The Technology Package ($1,875) added such features as a head-up display, rear camera mirror, and a digital driver’s information center. Other upgrades included such individual or bundled items as a power sunroof ($995), advanced driver-assist features ($745), and red quartz tint coat finish ($595).

Beyond the tailgate, the AT4 is no mere full-size pickup truck. We’ve already alluded to its off-road prowess and that’s something we tested frequently over the course of a week. With its standard four-wheel drive, the Sierra AT4 is ready for the road or terrain ahead. At most times you’ll likely operate in two-wheel drive, but keeping the dial set to “auto” for automatic 4 Hi is ideal wherever road conditions vary. Keep in mind, though, that this choice degrades efficiency and can gradually take it toll on the four-wheel-drive driveline.

The added height of the AT4 gives this truck a compelling edge in off-roading. You’ll enjoy improved approach, breakover, and departure angles, and find this truck ready for the toughest off-road conditions. We weren’t able to put it through the most rigorous paces as we did with the Jeep Wrangler, but we tackled enough tough terrain to know that this Sierra is up to the task.

The cavernous interior offers ample storage space too.

All Sierra models feature a double glove box.

Our only concern (as we have with any full-size truck) is the Sierra’s size — brush and grille guards. A bull bar with a skid plate may be best when conquering rocky terrain. These items are typically available through aftermarket sources. If you want deflectors, fender flares, and off-road lighting, you’ll find GMC has them listed under accessories.

The all-new Sierra in AT4 guise is a formidable entrant among big off-road pickup trucks. Not only is it an option to the Chevrolet Silverado Trailboss, but it should be compared to the Ram Rebel and Ford F-150 Raptor. If you’re needing something a bit smaller, yet with strong off-road capabilities, the GMC Canyon All Terrain is a logical choice.

2019 GMC Sierra

Model Line Specifications

- Seats three to six
- Engine No. 1: 4.3-liter V6 gas
- 285 horsepower @ 5,300 RPM
- 305 foot-pounds of torque @ 3,900 RPM
- 6-speed automatic transmission
- Engine No. 2: 2.7-liter turbo I4 gas
- 310 horsepower @ 5,600 RPM
- 348 foot-pounds of torque @ 1,500 RPM
- 8-speed automatic transmission
- Engine No. 3: 5.3-liter V8 gas
- 355 horsepower @ 5,600 RPM
- 383 foot-pounds of torque @ 4,100 RPM
- 8- or 10-speed automatic transmission
- Engine No. 4: 6.2-liter V8 gas
- 420 horsepower @ 5,600 RPM
- 460 foot-pounds of torque @ 4,100 RPM
- 10-speed automatic transmission
- Engine No. 5: 3.0-liter turbo I6 diesel (late availability)
- TBD horsepower @ TBD RPM
- TBD foot-pounds of torque @ TBD RPM
- 10-speed automatic transmission
- Wheelbase (inches): 126.5 (regular); 147.4/5 (double); 147.4/5 or 157.0/1 (crew);
- Length (inches): 210.8 or 229.7 (length); 231.7 (double); 231.7 or 241.2 (crew)
- Width: 81.2 inches
- Height: 75.6 to 78.5 inches
- Passenger volume: NR
- Storage volume: 5-foot, 8-inch or 6-foot, 6-inch or 8-foot box
- Towing capacity: 9,800 to 12,200 pounds
- EPA: 16/23 mpg city/highway (5.3L V8 2WD)
- Fuel Type: Regular or Premium (6.2L) gasoline; diesel for 3.0L
- Fuel tank: 28.3 (regular); 24.0 (double, crew) gallons
- Curb weight: 4,531 to 5,015 pounds
- IIHS safety rating: Good, most categories; Marginal, Small overlap front: passenger-side; Poor, headlights
- Limited vehicle warranty: 3 years/36,000 miles
- Powertrain warranty: 5 years/60,000 miles
- Corrosion warranty: 6 years/100,000 miles
- Vehicle assembly: Fort Wayne, Indiana and Silao, Guanajuato MEXICO

Happy trails and other off-road adventures await you.

See Also — GMC Introduces Off-Road Sierra AT4 Line

Toyota FJ Cruiser: One and Done

May 10, 2019 by admin

The Toyota FJ Cruiser is a unique sport utility vehicle, one that pays tribute to the Land Cruiser FJ40, a 1960s era off-road model. The FJ Cruiser, itself based on a modified version of the platform underpinning the previous generation Toyota 4Runner, enjoyed an eight-model-year run from 2007 through 2014. In ending its production Toyota kept its promise to make the FJ Cruiser a one-generation model and be done with it.

Toyota FJ Cruiser Overview

Toyota’s intent with the FJ Cruiser was to provide a limited production run, then cancel the vehicle. Toyota developed the FJ Cruiser “…as a basic, capable and affordable off-roader aimed specifically at serious off-roaders looking to push the limits.” It successfully achieved what it set out to do, finding its way into the hands of more than 200,000 U.S. owners across its eight-year lifespan. Many are in mint condition, fetching close to the price paid by the owners. Common and easily fixable problems include scraped bumpers, rock chip repair, and underbody cladding.

Throughout its product run, buyers could choose an FJ Cruiser with a rear-wheel 4×2 or part-time 4×4 layout or a full-time 4×4 layout. Its lone engine is a 4.0-liter 24-valve V-6, rated at 260 horsepower at 5,600 rpm and 271 foot-pounds of torque at 4,400 rpm. A five-speed automatic transmission was standard with all models except with the 4×4 edition. All 4×4 models were paired with a six-speed manual transmission standard or the automatic as an option.

Toyota FJ Cruiser Highlights

What distinguished the FJ Cruiser from the 4Runner was it shorter wheelbase and overall length. Its retro design, simple interior and generous trail handling capabilities were its chief attributes. On the other hand, the Toyota FJ Cruiser was noisy inside, hard to maneuver, with access to the cramped rear seat compartment difficult. Where off-road purists opted for the FJ Cruiser, enthusiasts with families chose the 4Runner.

Important characteristics of the FJ Cruiser included its squared-off shape, enhanced by a two-tone exterior featuring a color-keyed body with a white rooftop. Underbody skid plates, a high ground clearance, and frame rail protected components made this model wholly suited to climb rocks, cross streams and take on mud sloughs.

Toyota outfitted the FJ Cruiser with 17-inch off-road tires and included a rear door-mounted full-size spare tire. Other exterior features included silver painted rear view mirrors, a rear liftgate glass window, halogen headlamps, daytime running lights, black bumpers, power outside mirrors, and an automatic dimming rearview mirror with an integrated backup camera.

Inside, every FJ Cruiser was equipped with air conditioning, water-resistant fabric-trimmed seats, a tilt steering wheel, analog instrument meters, a digital clock, map lights, in-door map pockets, four cup-holders, two bottle holders, all-weather flooring, and a 60/40 tumble/removable rear bench seat.

Swan Song Special Edition

To mark the FJ Cruiser’s final year of production, Toyota introduced an FJ Cruiser Trail Teams Ultimate Edition at the 2013 Specialty Equipment Market Association (SEMA) Show in Las Vegas. It represents a commemorative final edition, limited production model with no more than 2,500 units built. This model draws close to the Land Cruiser FJ40 by offering a special white grille paint-surround and a “Heritage Blue” paint scheme that is derived from the earlier model’s look.

The Toyota Racing Development (TRD) was unleashed to modify the final FJ Cruiser with a new suspension system featuring Bilstein shock absorbers for improved handling and control. Other updates included a new skid plate for improved underbody protection and approach, 16-inch bead lock wheels with BF Goodrich A/T KO tires, rock rails and roof rack. The special edition, available only as a 4×4, also provided active traction control, crawl control, vehicle skid control with an off switch, and a locking rear differential.

Toyota’s rich history of SUV building has been punctuated by the FJ Cruiser, a model that effectively demonstrated to a new generation the company’s off-road capabilities. It’s an SUV that is destined for collector status, one of the few true off-road SUVs of the 21st century.

Off-Road Warrior:
Jeep Wrangler Unlimited

January 24, 2019 by admin

2018 Jeep Wrangler Unlimited — The Jeep Wrangler Unlimited adds 22 inches and a pair of rear doors over the standard model.

What has been said about the Jeep Wrangler that hasn’t been uttered before? Not much, especially as this traditional body-on-frame Jeep utility vehicle product defines its own segment. Further, the nameplate enjoys tremendous brand recognition thanks in part to its lofty history, which can be traced all the way back to 1941 when the first government-issued models rolled out for the war effort.

The current Wrangler remains a fitting tribute to the original, although it certainly has evolved enough to bring with it some modern touches. The jouncy ride remains, but at least the current model is better behaved on-road than before. As for its off-road antics, this is the stuff of legends. Happily, the story continues with no interruption.

For 2018, it was a tale of two Wranglers. That’s because Jeep produced both the previous- (JK) and current- (JL) generation models concurrently. Jeep intended to fill orders for the JK version as it ramped up production of the JL. Further, Jeep initially distanced itself from the Wrangler Unlimited name, a term used to describe the four-door version and its near two-foot stretch between the axles. That decision may hold true internally, but the four-door is still referenced as the Wrangler Unlimited nearly everywhere else. We’ll do likewise here.

2018 Jeep Wrangler Unlimited

2019 Jeep Wrangler Unlimited Overview

Jeep offers the 2019 Wrangler Unlimited in four standard trims: Sport ($31,545); Sport S ($34,745); Sahara ( $38,395); and Rubicon ($41,545). Add $1,445 for the designation charge. [A special edition Moab model ($51,300) is also available, adding a dual power-dome vented hood, front and rear black tow hooks, Jeep Performance Parts rock rails and the Selec-Trac Full-Time 4×4 System].

Three of the four trims correspond to the two-door Wrangler. Only the Sahara is exclusive to the Wrangler Unlimited. All models are four-wheel drive and have a standard V6 engine paired with a six-speed manual transmission. An eight-speed automatic is available, as is a turbocharged four-cylinder engine.

New this year is an updated Advanced Safety Group package, which now includes adaptive cruise control and forward collision warning. It isn’t available on the base model, but it is an option on the other three trims.

A Matter of Design

We like that Jeep exercised much restraint when designing the all-new Wrangler. They could have come up with a modern interpretation of the classic, but they did not. Instead, the designers were tasked with keeping the best of Jeep, while adding a few new touches.

The “best of” features include several removable parts — windshield, doors, and roof. The big wheel flares are present as is the side-hinged rear door with spare tire mount. Among the important changes include LED lights on the front of the front wheel fenders and an update of the iconic seven vertical slat grille. The “new” look has the headlights encroaching on each of the outer slats. But it really isn’t something truly new — earlier CJ models sported the same design.

2018 Jeep Wrangler Unlimited

Inside, the dashboard is lower and the controls sit up higher. These changes make it easier to see everything, while maintaining its rustic look. The center console is dominated by a color display, which is as large as 8.4 inches in some models. The remaining controls are found in the console and include the window switches.

Jeep dresses the seats in one of three materials: cloth, washable cloth or leather. The middle selection is the choice of mudders everywhere — when you can bring a hose inside and wash out the interior, then you know its a good day [all models have removable carpeting with drain plugs]. Just be careful not to allow the backwash to nail your electronics.

The main difference between the two- and four-door Wrangler versions is seating. The two-door sits two in comfort up front and another two in the rear in a pinch. The rear compartment is otherwise more useful for storage than for anything else. In the Wrangler Unlimited, Jeep supplies the extra doors and desirable space to make this a true four-seater [five in a pinch].

2018 Jeep Wrangler Unlimited

On and Off Road

But enough with the looks. Where the Wrangler truly shines is behind the wheel — in particular, when operating off-road. On pavement, the ride is harsh at times, thanks to its ladder frame and solid axles. Steering also trails the competition, but as for acceleration, the V6 does not disappoint.

Your main dilemma comes in the choice of engines as both appear nearly even in the performance department. That said, the turbo offers more low-end grunt and may be the engine of choice for anyone who takes their off-roading seriously. It doesn’t offer the manual transmission, but the eight-speed automatic is no slouch here.

Ground clearance ranges from 9.7 inches on the Sport models to even 10 inches on the Sahara, topping out at 10.8 inches on the Rubicon. The Rubicon also has the best approach, breakover, and departure angles of all models with the two-door besting the four-door in the first two categories. It also comes with big 33-inch tires, lockable front and rear differentials, and a disconnectable front stabilizer bar.

As for the supplied Wrangler Unlimited Sahara edition, it finds its own place in the model universe. True, if you’re going off-road alone, you’ll want to know your terrain before tackling same. My area has seen an unusual amount of precipitation this past year with some muddy areas turned into ponds and lakes overflowing their banks to consume a forest. I eyed a few spots I wouldn’t have hesitated tackling before, choosing to avoid them in their present state.

Happily, there were enough places to splash through, sail over, climb and descend without wondering if “stuck” would become part of my experience. Most of the time, operating in 4H was sufficient, but whenever grip became an issue, shifting to 4L ensured forward progress. It also ensured that the frequent smile on my face didn’t turn to a frown or a look of consternation. There are few vehicles that imbue the confidence of a Wrangler. Heck, even most other Jeep models should avoid anything approaching climbing rock outcrops.

2018 Jeep Wrangler Unlimited

Safety & Technology

Jeep has certainly kept pace with the industry in terms of technology offerings. It doesn’t do a bad job with safety tech either.

All models come with an 8-speaker audio system, a USB port, and a color display. The displays range in size from a standard 5 inches to 7 or 8.4 inches. Options include satellite radio, additional USB ports, and a 9-speaker Alpine audio system. Bluetooth voice command is available, but only as a package upgrade with the Sahara and Rubicon editions. Both top trims also have a 115-volt power outlet.

If there is a weak area in the Jeep universe, then that would have to do with its safety tech. On the one hand, you won’t find such features as lane departure warning or lane keep assist, but blind-spot monitoring and rear park assist are included in an available Jeep Active Safety Group package ($995). Building on this package is an available Jeep Advanced Safety Group package ($795) with adaptive cruise control and forward collision warning with emergency braking. Again, these packages are not available with the base model.

2018 Jeep Wrangler Unlimited

Auto Trends Recommends

What flavor is your ideal Wrangler Unlimited? We think starting with the Sport S trim is the way to go as it opens a path to the driver safety tech that isn’t available elsewhere. Opting for the available turbocharged four-cylinder engine ($1,000) may prove preferable for anyone serious about off-roading.

The available Selec-Trac III Full-Time Four-Wheel-Drive System ($595) supplies automatic four-wheel-drive, which acts more like an all-wheel-drive system. You get this system with the Sahara trim.

The Jeep Wrangler Unlimited does everything we expect and does so while remaining faithful to its roots. There’s nothing else quite like it, which is why it remains the popular vehicle it is.

2018 Jeep Wrangler Unlimited

2019 Jeep Wrangler Unlimited Specifications

Jeep	2019 Wrangler Unlimited
Segment	Midsize Sport Utility Vehicle
Base Sticker Price	$31,445 (plus $1,445 destination fee)
Price as tested	$48,000 (Sahara)
Standard Engine	3.6-liter, V6
Horsepower	285 @ 6,400 RPMs
Torque (lb.-ft.)	260 @ 4,800 RPMs
Transmission	Six-speed manual or eight-speed automatic
Optional Engine	2.0-liter; turbocharged inline-four
Horsepower	270 @ 5,250 RPMs
Torque (lb.-ft.)	295 @ 3,000 RPMs
Transmission	Eight-speed automatic
Seating	2+3
Curb Weight (pounds)	4,200 to 4,455
Wheelbase (inches)	118.4
Length (inches)	188.4
Width (inches)	73.8
Height (inches)	73.6
Head room (f,r — inches)	40.7, 40.2
Leg room (f,r — inches)	41.2, 38.3
Shoulder room (f,r — inches)	55.7, 55.7
Hip room (f,r — inches)	53.9, 56.7
Storage (cubic feet)	31.7, 72.4
Gross vehicle weight (pounds)	NR
Towing (pounds)	3,500 pounds
Payload (pounds)	880 to 1,000
Fuel	regular
Fuel Tank (gallons)	18.5
EPA Fuel MPG (city/highway)	17 or 18/23 (V6); 22/24 (2.0L turbo)
Manufacturing Plant	Toledo, Ohio

2018 Jeep Wrangler Unlimited

See Also — Highlights of the 2018 Jeep Wrangler

A Whole Lot of Awesome:
Chevrolet Colorado ZR2 Bison

September 7, 2018 by admin 9 Comments

A tricked-out truck for the midsize range.

2019 Chevrolet Colorado ZR2 Bison — This ZR2 Bison has the attitude and off-road cred to go with it.

Chevrolet just raised the bar in the midsize performance pickup truck category by introducing its latest model, the Colorado ZR2 Bison. The Bison builds on the off-road-ready ZR2 thanks to a collaboration Chevrolet has with American Expedition Vehicles (AEV), a premium off-road aftermarket manufacturer.

The new model goes on sale in January 2019. Here’s what you need to know about this tricked-out Chevy.

1. Five Underbody Skid Plates

2019 Chevrolet Colorado ZR2 Bison If you’re a serious off-roader, then you know your pickup truck needs protection. Jagged terrain can puncture a gas tank or destroy expensive moving parts.

The ZR2 Bison gets five underbody skid plates, which is more than the usual three or four typically offered.

The skid plates cover the fuel tank, the engine oil pan, the transfer case and both the front and rear locking differentials. AEV designed the plates, which are made of hard, durable hot-stamped Boron steel. The steel not only protects, but it adds minimal weight.

2. Additional Reinforcing Steel

The ZR2 Bison benefits from reinforcing stamped steel for the front and rear bumpers. The idea here is to provide an additional measure of protection for drivers as they climb obstacles.

3. Lettering and Decal Changes

You’d expect Chevrolet to make the ZR2 Bison stand out in other ways, right? Well, you won’t be disappointed.

It begins with the unique flow-through “CHEVROLET” lettered grille, which replaces the expected bow-tie insignia. It is a look competing manufacturers have successfully employed (Ford and Toyota, for instance) and something customers seem to appreciate.

Other decorative changes include special “Bison” decals on the bed sides along with an “AEV Bison” logo on the tailgate. Inside, AEV logo floor liners and front head restraints complete the look.

(See Also — Ram Gets a Midsize Pickup Truck)

2019 Chevrolet Colorado ZR2 Bison

Building on the Best

Go with the Bison and you’re building on the many attributes of the ZR2, including the unique front and rear locking differentials, which no competing model offers. Special Multimatic DSSV dampers are also unique to the segment.

The ZR2 models come with off-road rocker protection, cast-iron control arms and an Autotrac transfer case. Both models have a modified 3.42 ratio rear axle along with front and rear tracks widened by 3.5 inches and a suspension lifted by 2 inches over a Colorado Z71. These models ride on 31-inch tires.

Chevrolet will offer the ZR2 Bison in both extended- and crew-cab configurations. The truck is powered by a 3.6-liter V6 engine or customers may upgrade to the 2.8-liter turbo-diesel four-cylinder engine. Available equipment includes an accessory snorkel, which enhances air filtration on dusty trails.

ZR2 Bison: Looking Ahead

Chevrolet hasn’t shared pricing information yet, but we wouldn’t be surprised if the ZR2 Bison ends up costing at least $45,000. Choose the diesel engine and your final cost might push $50,000. That’s likely in the same territory that a future Ford Ranger Raptor model would cost, based on Ford’s midsize truck, which is also debuting this January.

2019 Chevrolet Colorado ZR2 Bison

King of all Trucks: Ford F-150 Raptor

July 20, 2018 by admin 6 Comments

Raptor sport truck antics, part two.

2018 Ford F-150 Raptor — The second-generator Raptor delivers unmatched performance.

Give someone a Raptor and their lives are forever changed. Okay, maybe that’s a bit of an exaggeration, but then the Ford F-150 Raptor isn’t your typical pickup truck.

That point was driven home to me last year when a 2017 Raptor showed up. It was big, bulky and badass — four huge doors and a honking footprint and stance to match.

This time around Ford delivered a 2018 Raptor SuperCab. Instead of four full-size doors, this one has half-size rear doors hinged at the rear roof pillar. And you know what? I liked the look of the “smaller” Raptor as its proportions seemed just right (it is a foot shorter between the axles).

The Raptor isn’t the most expensive model in the F-150 line — the King Ranch, Platinum and Limited are priced higher. But it is the only one of seven F-150 trims with Ford Performance craftsmanship.

This means the Raptor along with the Fiesta ST, Focus ST/RS, Mustang Shelby GT350 and the GT supercar are in special company. We’ll see what Ford does when the Fiesta and Focus go away next year, although we do know an Edge ST model is waiting in the wings.

As for the F-150 Raptor, it is everything a performance or sport truck should be. Let’s take a look at the highlights of this macho thrill machine:

1. Coming at you.

The Raptor’s stance is formidable, but even before you gaze over its handsome body, you’ll take in its massive grille. That front fascia has unique FORD block letters and integrated marker lights.

When the Raptor pulls up behind another vehicle, its presence is certainly intimidating. Make it all the more so by keeping the headlights on during the day as I often did!

2018 Ford F-150 Raptor

2. Under the hood.

You may remember that the previous Raptor (2010-2014) offered two V8 engine choices with 5.4- and 6.2-liter displacements. The larger of the two banged out 411 horsepower and 434 pound-feet of torque. Both were paired with a six-speed automatic transmission.

For the latest Raptor (2017 on), Ford started from scratch, delivering an all-new powertrain. Under the hood is a high-output 3.5-liter twin-turbo V6 engine. No, it isn’t the same EcoBoost engine found in other Ford products, instead Ford developed a new one with twin direct and port-fuel injection, a redesigned twin-turbocharger system and other power-enhancing modifications.

The result is an astounding 450 horsepower and 510 pound-feet of torque with a new 10-speed automatic transmission sending power to the wheels.

Hold on and shut up!

2018 Ford F-150 Raptor

3. Road and dirt ready.

Develop a sport pickup truck and you better make it dominant on and off-road. For the Raptor, it doesn’t matter what surface you have in mind — it is just as suitable on the road as it is off.

Helping matters, of course, is its standard four-wheel-drive system. The ground clearance is 9.9 inches versus 9.3 inches for the other 4×4 trucks. It also comes with Fox Racing shocks, designed to provide smooth rides on road, while preventing the Raptor from bottoming out off-road. Without them, the Raptor wouldn’t be the King of the Road and Off-Road.

Protecting the Raptor’s fully boxed frame you’ll find heavy-duty front and engine skid plates. The standard cast aluminum running boards make it easy to get in and out. This truck rides on 315/70 R17 BFGoodrich All-Terrain T/A KO2 tires and is dressed in cast aluminum wheels. Other features include manual folding side mirrors, a power locking tailgate and four tow hooks — two in the front and another two in the back.

2018 Ford F-150 Raptor

4. Manage your terrain.

Not only does the Raptor thrive off-road, but it gives you a six-mode terrain management system. On the road, you’ll leave it in normal, switching to sport when you want a more aggressive drive. The wet/snow mode is ideal when conditions warrant it, while mud/sand will ensure that you don’t become stuck. Rock crawl will take you up and down the toughest terrain.

We’ve counted five modes so far. So, what is the sixth? That’s none other than Baja — what mimics the conditions of the Baja 1000, the world’s greatest off-road race. This mode is designed for high-speed desert racing for more linear power and improved engine response. The transmission shifts faster, but it also holds gears longer in rev range. Thus, the Baja mode isn’t just for racing, it is for winning!

2018 Ford F-150 Raptor

5. Take it inside.

The F-150 King Ranch, Platinum and Limited may have a leg up on the Raptor and other models when it comes to premium features, but that doesn’t mean the Raptor is devoid of creature comforts. Yes, cloth seats are the standard here, but the look and feel is upscale. Besides, leather would take a pounding by Baja-loving drivers. You need something that is washable and highly durable.

Whether you choose the Raptor SuperCab or SuperCrew, the front seating compartment is gigantic. Two very big bolstered, yet comfortable seats comprise the front compartment, which is split by an oversized center stack and console. That console is large and deep enough to hold a small cooler. You can also stuff inside your backpack, pocketbook or a day bag.

The list of standard features includes full power accessories, a power driver’s seat, a tilt-and-telescopic steering column, a leather-wrapped steering wheel, Ford Performance aluminum scuff plates and unique trim. If that’s not enough there are various package upgrades that add heated and cooled power front seats, leather seating surfaces, carbon fiber trim and dual-zone climate control. These are the features found in the Limited or Platinum trims.

2018 Ford F-150 Raptor

6. Outfitted with today’s technologies.

It can be frustrating to purchase a vehicle only to learn that certain technologies we take for granted are either extra cost add-ons or are just not available. Some European luxury makes charge $300 for an Apple CarPlay upgrade alone, while not offering Android Auto at all. Mainstream brands such as Ford “get it” and deliver the goods we want.

The Raptor comes with front and rear power points (12 volts), USB ports, auxiliary audio input, front and back 110-volt-/400-watt power inverters and SYNC telematics. You also get a 7-speaker audio system, Bluetooth connectivity, the previously mentioned smartphone tools, satellite radio and a 4.2-inch display screen.

Upgrades include an 8-inch touch-screen display as found in my test model. You can also opt for SYNC 3, which is a far superior and usable system than the base arrangement. An available 10-speaker B&O audio system raises the sound quality appreciably.

2018 Ford F-150 Raptor

7. Safety is not secondary.

The sheer size of the Raptor is a safety attribute insurers love. It can withstand a crash better than small car models, but this should never give drivers a false sense of security. Sure, you ride above the crowd and the look is intimidating, but when push comes to shove or metal comes into contact with metal, you’ll be glad that the standard safety features such as antilock brakes, stability and traction control, and an airbag suite are in place.

By law, all vehicles built after May 1, 2018, must have a rearview camera. In the Raptor, Ford goes a step further by adding dynamic hitch assist to the camera system. The system helps line up the truck with the trailer from inside. It utilizes a black dotted line that adjusts when you move the steering wheel. A zoom button makes it easy to spot the hitch as it connects to the trailer. So, there is no need to leave the truck to check your connectivity progress, nor do you need a spotter to assist you.

Other standard features include curve control, a post-crash alert system and a blind spot information system with rear cross-traffic alert. Driver-assist technologies are bundled under a Raptor Technology Package ($1,950). This package brings in rain-sensing wipers, automatic high beams, adaptive cruise control, lane keep assist and lane departure warning.

Ford Performance

8. Raptor miscellany.

There are many other standard and available features with the Ford Raptor and they’re easy to overlook when you have a vehicle for a week or so as I usually do. For instance, on top of the hood is a large hood vent that’s fully functional. It expels heat from the engine, keeping it within an acceptable temperature range. You’ll find functioning front fender vents as well.

In the trunk bed, you’ll find an included box link or what Ford calls a “flexible, configurable universal pickup box interface system” that is useful for including such accessories as ramps, dividers and storage bins. The available spray-in bedliner is a must for many truck owners. It came in useful when I had to take bulky items to the dump with no worry that I might scratch the bed’s surface.

I also liked the FORD tailgate appliqué, which came with one of the two available equipment packages. The appliqué makes the same bold statement as the FORD block letters across the grille.

2018 Ford F-150 Raptor

Driving the King of all Pickup Trucks

My first time with the Raptor included much off-road travel. This time, I took the Raptor on lengthy road trips to better gauge its on-road prowess. Needless to say, I wasn’t disappointed.

The Raptor simply never lacks for power. Move away from a full stop and this 5,500+ pound beast feels light on its feet (or wheels!). Some credit should be given to the aluminum-intensive body as that along with the lighter engine reduce its weight by 500 pounds from the previous Raptor.

Initially, I was concerned how the 10-speed automatic transmission would work with the engine. It does just fine. In fact, it is entirely absent the gear hunting you may find on some powertrains. The transmission always seems to “know” which gear to deliver and does so without hesitation.

Under full throttle the beastly side of the F-150 Raptor is apparent. The exhaust system bellows as the engine booms, which almost seems odd coming from a V6. One of my longer routes took me on roads that rose and fell with regularity. I found myself almost struggling to hold down my speed. The ride is quite comfortable, the truck’s steering is spot on and the Raptor handles as well as you would expect any raised profile vehicle outfitted with big tires and sporting a brawny body should.

The Raptor’s speed numbers are quite good, moving this truck from 0-60 mph in about five seconds. That’s faster than any truck on the market and quicker than many SUVs. The performance edge it has becomes apparent when off-roading, by means of its previously mentioned Baja mode.

2018 Ford F-150 Raptor

Parting Thoughts: 2018 Ford F-150 Raptor

We’ve established that the F-150 Raptor is unlike any other pickup truck, including any other Ford model. Because it is in a league of its own, people who are seriously considering one will evaluate it strictly on its own merits.

Manufacturers and brand ambassadors routinely hype products, and unless consumers are wary, they’ll fall for the pitches and may end up being disappointed if any of the claims fall short or are misunderstood.

If there is anything about the Raptor that might give consumers pause beside the initial cost outlay, then fuel type and fuel consumption are two areas to keep in mind. With the former, you must use premium grade gasoline. With the latter, the Raptor makes an EPA-estimated 15 mpg in the city and 18 mpg on the highway. As for this driver, I averaged 15.2 mpg, covering 450 miles before my time with this amazing truck came to an end.

2018 Ford F-150 Raptor

Ford F-150 Raptor

Sticker price from $50,675 (SuperCab); $53,660 (SuperCrew) — (plus a $1,495 destination fee)
Price as tested: $65,000 (estimate)
Seats five
Engine: H.O. 3.5-liter twin-turbocharged V6 gas
450 horsepower @ 5,000 RPM
510 foot-pounds of torque @ 3,500 RPM
10-speed automatic transmission
Wheelbase: 134.2 (SuperCab); 146 (SuperCrew) inches
Length: 220 (SuperCab); 231.9 (SuperCrew) inches
Width: 86.3 inches (without mirrors)
Height: 78.5 inches
Passenger volume: N/A
Storage volume: 52.8 cubic feet
Towing capacity: 6,000 (SuperCab); 8,000 (SuperCrew) pounds
EPA: 15/18 mpg city/highway
Regular gasoline
Fuel tank: 26 (SuperCab) or 36 (SuperCrew) gallons
Curb weight: From 5,525 pounds; 5,697 (SuperCrew)
IIHS safety rating: NR
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years/unlimited miles
Vehicle assembly: Dearborn, Michigan

See Also — Beast of Prey: Ford F-150 Raptor

Jeep Wrangler: There’s Only One

May 31, 2018 by admin 5 Comments

The fourth-generation Jeep Wrangler is a worthy successor to the original.

2018 Jeep Wrangler Rubicon — There is only one Jeep Wrangler, except for 2018 there are two.

How do you update one of the most iconic models from one of the most recognized automotive brands in the world? If you are Jeep, you do so with extreme caution. After all, you risk tampering with a product that essentially sells itself.

That product is none other than the Jeep Wrangler, the spiritual successor to the General Purpose U.S. Army “Jeep” widely used throughout the European and Pacific Theaters of World War Two. Neither sand, mud, hills or debris were obstacles powerful enough to stop these indomitable off-road vehicles.

When the war ended, returning servicemen purchased the surplus stock, individuals who had first-hand experience with them. Civilian versions of the Jeep were then designed and a star was born.

Fast forward to today and the Jeep brand is now widely available in markets well beyond the U.S. and Canada. Indeed, with the formation of Fiat Chrysler, the Jeep brand has expanded to include more models as well as countries served than before. War footage may serve as the best indicator of Jeep prowess, enabling the company to reach consumers in new markets with relative ease.

A Tale of Two Jeeps: 2018 Wrangler (JK & JL)

2018 Jeep Wrangler Rubicon The Jeep Wrangler name rolled out in 1986 when then-owner the American Motors Company replaced the previous CJ with a new model. The change marked a clear departure away from war-derived models to a modern canvas outfitted with structural improvements undertaken to meet stiffer safety requirements.

The Wrangler itself is now in its fourth generation, with the new model rolling out for the 2018 model year. Although for 2018, Jeep had been producing both third- (JK) and fourth-generation (JL) models, enabling the automaker to ramp up production of the new one as it ended the old.

Jeep started JL production late last year and ended JK production in April, so if you want the latest model, you need to ask for it. Slight changes in design make it easy to tell the two apart. You can also reference a placard affixed to the inside rear door as it will identify which two-letter designation applies.

2018 Jeep Wrangler (JL)

Before we look at the JL at hand, here is what you need to know about the latest model. For starters, the new Wrangler has a base price of $27,495 or $3,750 more than the previous one. The difference is quite striking — 11.5 percent more — and much higher than what we would expect. The prices mentioned here include a $750 increase on the new model since it came out for all two- and four-door (Wrangler Unlimited) models.

Jeep offers three trims for the two-door Wrangler: Sport ($28,940), Sport S ($32,140) and Rubicon ($38,940). Choose the four-door Wrangler Unlimited and the prices are as follows: Sport ($32,440), Sport S ($35,640), Sahara ($38,940) and Rubicon ($38,940). Prices reflect a $1,445 destination charge.

2018 Jeep Wrangler Rubicon

Charting the Changes

At first glance, the untrained eye may have a difficult time spotting the changes between JK and JL Jeep Wrangler models. Happily, Jeep did not mess with the overall look by abandoning its traditional layout, sharp edges, strong shoulders and powerful stance.

Just imagine if the Jeep acquired contemporary fluidic crossover lines — the hue and cry from the faithful would have been enormous. Never mind the sound of heads rolling around on the floor at corporate headquarters….

The following are the important changes and highlights of the New Wrangler, Jeep’s internal name for the new model:

1. Discreet exterior changes.

2018 Jeep Wrangler Rubicon The new Wrangler features a widened track and updated fender flares with available LED lights. The timeless seven-slot vertical grille layout continues. This time the now larger headlamps press into the exterior slots. The side-hinged tailgate design continues.

Standard equipment includes halogen headlamps, fog lamps, tow hooks, skid plates and 17-inch steel wheels. Upgrades bring in LED reflector headlamps, rock rails, power-heated side mirrors, a modular hardtop, all-terrain tires and an upgraded soft top roof.

2. Expanded powertrain choices.

The venerable 3.6-liter Pentastar V6 returns as the base engine with the new Wrangler. Jeep pairs it with a standard six-speed manual gearbox or a newly available eight-speed automatic.

This year, Jeep adds an optional 2.0-liter turbocharged inline-four engine. The interesting thing here is that the performance numbers are not that different from the standard engine. Indeed, the V6 makes 285 horsepower and 260 pound-feet of torque, while the turbo delivers 270 horsepower and 295 pound-feet of torque. Unlike the base engine, this one comes with the automatic transmission only.

Next year, a third engine choice arrives: a 3.0-liter turbo-diesel V6, generating 260 horsepower and 442 pound-feet of torque. It also comes with the automatic transmission. We omitted mention of the diesel in the specifications because it arrives in the JL’s second model year.

2018 Jeep Wrangler Rubicon

3. A vastly improved interior.

One of the complaints with the previous model was the overpowering dash assembly. Somehow, it just did not look or feel right in this SUV. This time, you will find a more subdued face and a lowered one too, matching the dropped down beltline. The cabin feels more open, which is especially helpful for anyone who tends to feel claustrophobic in tight quarters.

Mounted high is the controls. As you move your eyes down the center console you will find everything neatly labeled. It tends to get a bit busy there too— take note of the automatic window controls as they are placed in the middle of the console. Odd, yes.

The rear seat is about as snug as ever. It is most useful for children, although young adults will gleefully fit, especially when the roof is off and the doors removed. Certainly, this arrangement makes for a great way to cruise the strip!

Standard equipment remains thin with air conditioning worked in as an option on the base model. Cloth seats, a tilt-and-telescoping steering column and a washout interior come standard. Options include power windows and door locks, upgraded cloth or leather seats, a heated steering wheel and heated front seats. If you are looking for the premium features found in today’s SUVs, the Jeep Cherokee or Grand Cherokee may be the better choice.

4. Technology and safety considerations.

2018 Jeep Wrangler Rubicon Jeep equips the 2018 Wrangler (JL) with an eight-speaker audio system. You will also find a media hub with a USB port and an auxiliary port, a second USB port in the center console and SiriusXM traffic. Also available are 5-, 7- and 8.4-inch color displays, satellite radio, a 9-speaker audio system, a 115-volt power outlet and a navigation system.

Among safety matters, the Wrangler has a standard rearview camera. Options include hill-descent control, blind-spot monitoring and rear park assist. You will not find such features as adaptive cruise control or emergency braking. Expect future models to offer such a package.

Taking to the Road or Off

Jeep supplied me with a Wrangler Rubicon with the base engine paired with the manual transmission. I cannot recall the last time I had a four-wheel-drive model with a stick shift. I remember riding in one, but I cannot say for certain that I have ever driven one.

Well, the Wrangler with a stick gets the job done. The transmission does not shift as smoothly as a sports car (as expected) and clutch uptake can take some getting used to. What is cool is that both the transmission and drivetrain controls are stick operated. That is something I like and different from the usual knobs and switches most four-wheel-drive systems have.

2018 Jeep Wrangler Rubicon I drove the Wrangler more than 100 miles on the highway one day to attend a Cars and Coffee event in another city. The ride is not especially comfortable, but it was not jarring either. Steering is wobbly — part of the blame rests with the all-terrain tires. Still, this Jeep is best explored beginning on soft or gravel roads, then on mud sloughs and hills.

You can leave the Wrangler in two-wheel drive much of the time, but you will want to switch to 4H for better footing. The Wrangler acquits itself on uneven surfaces and goes where other models fear to tread. In the one area where mud filled the tracks, 4L came in handy. Carefully work your way through and the mud splatters everywhere, offering proof to all of a fun time had.

Improvements this year include new Dana axles and a Selec-Trac full-time two-speed transfer case. These go with the front- and rear-axle lockers and a limited-slip differential. Both four-wheel-drive systems supply full-time torque management and superior grip in low-traction situations.

Parting Thoughts: 2018 Jeep Wrangler (JL)

Based in part on what others have told me about the Wrangler, along with my personal experience with one, the new model is everything we expect, with perhaps a few surprises in the mix. These surprises include the expanded engine choices — I cannot comment on either, other than to say the turbo-diesel is also available in the Ram 1500, where the added pulling power and improved fuel efficiency are among its best attributes.

If there is one concern (or surprise) I have about the Wrangler JL is its significant price increase. Most people just will not opt for the base model as it is thinly equipped. So, you must start at the Sport and work your way up from there. Choose a Wrangler Unlimited and your price point pushes near $40,000. That may not be a lot of cash for established consumers, but for people entering the game, many compromises are in order. Yes, Jeep also affordable models, but then they are not anything like the Wrangler.

All in all, the Jeep mystique continues as best wrapped in a Wrangler or Wrangler Unlimited. With a pickup truck on the way and reports of new Wagoneer and Grand Wagoneer models persisting, Jeep along with Ram should continue to provide the profit drivers for Fiat Chrysler.

2018 Jeep Wrangler Rubicon

2018 Jeep Wrangler (JL) Specifications

Jeep	2018 Wrangler (JL)
Segment	Small Sport Utility Vehicle
Base Sticker Price	$27,495 (plus $1,445 destination fee)
Price as tested	$47,665 (Rubicon 4×4)
Standard Engine	3.6-liter, V6
Horsepower	285 @ 6,400 RPMs
Torque (lb.-ft.)	260 @ 4,800 RPMs
Transmission	Six-speed manual or eight-speed automatic
Optional Engine	2.0-liter, turbocharged inline-four
Horsepower	270 @ 5,250 RPMs
Torque (lb.-ft.)	295 @ 3,000 RPMs
Transmission	Eight-speed automatic
Seating	2+2
Curb Weight (pounds)	3,955 to 4,345
Wheelbase (inches)	96.8
Length (inches)	166.8
Width (inches)	73.8
Height (inches)	73.6
Head room (f,r — inches)	40.7, 40.2
Leg room (f,r — inches)	41.2, 35.7
Shoulder room (f,r — inches)	55.7, 57.7
Hip room (f,r — inches)	53.9, 45.0
Storage (cubic feet)	31.7, 72.4
Gross vehicle weight (pounds)	NR
Towing (pounds)	2,000 pounds
Payload (pounds)	NR
Fuel	regular
Fuel Tank (gallons)	18.5
EPA Fuel MPG (city/highway)	18/23 (V6); 22/24 (2.0L turbo)(
Manufacturing Plant	Toledo, Ohio

See Also — Highlights of the 2018 Jeep Wrangler

First Impressions of the Second-Generation Volkswagen Tiguan

June 22, 2017 by admin 8 Comments

The 2018 VW Tiguan debuts in late July.

Volkswagen’s rejuvenation continues apace, with its second all-new SUV this year set to arrive later this summer. The 2018 Volkswagen Tiguan launches this compact SUV’s second generation, a model that is larger, updated and offers the latest technologies.

The 2018 Tiguan (pronounced tig-wahn) follows the 2018 VW Atlas to the market, giving Volkswagen a strong 1-2 punch in the continually expanding SUV segment. VW still has the low-volume, five-passenger Touareg SUV, but the company hasn’t said whether it will return for another model year.

Modular Transverse Matrix (MQB) Architecture

The Tiguan along with the Golf and Atlas are each based on Volkswagen’s MQB platform. As a modular platform, MQB may be infinitely resized to accommodate a variety of vehicles and powertrains. The upfront costs are steep, but long-term gains come from expanding MQB to multiple models.

At a press event held in Denver, Colorado, and attended by this writer (Volkswagen covered the airfare and hotel accommodations to make this trip possible), company representatives took turns explaining what the Tiguan is about and VW’s outlook.

Restoring Customer Confidence

Once again, Volkswagen acknowledged that it needed to regain customer confidence, lost when a 2015 diesel scandal revealed widespread cheating. The automaker paid billions of dollars in fines, repurchased affected vehicles, and fixed others. A company spokesperson explained that the automaker could regain customer trust by building good product.

Enter the 2018 Volkswagen Tiguan.

The first-generation Tiguan was a bit player in the market, easily outsold by nearly every model, including the Honda CR-V, Ford Escape, Toyota RAV4, Nissan Rogue, Chevrolet Traverse, and others. When introduced in 2009, the market was already shifting to larger compact models. Unfortunately, the original Tiguan was one of the smallest in its class — size matters and customers shopped elsewhere.

The original Tiguan’s shortcomings served as a lesson for the automaker, something taken into account while developing a new model. Indeed, the company looked specifically at the US market and decided to redesign and engineer the next Tiguan with the American consumer in mind.

That decision produced a model that is 10.6 inches longer, with much of that gain apparent between the wheels. Instead of being the smallest SUV in the compact range, the 2018 Tiguan is now one of the largest. And so much so that the front-wheel drive models automatically include a third-row seat with the extra row serving as a $500 option on all-wheel drive models.

2018 Volkswagen Tiguan

Volkswagen offers the 2018 Tiguan in four grades: S ($25,345), SE ($29,080), SEL ($32,550), and SEL Premium ($36,250). Add $900 for destination and another $1,300 for all-wheel drive.

All 2018 Tiguan models have a single powertrain offering. A 2.0-liter turbocharged four-cylinder engine with 184 horsepower and 221 pound-feet of torque moves each one.

Volkswagen says the updated engine features a modified Miller cycle for greater efficiencies. Fuel economy is now 22/27 mpg city/highway, up from the previous 20/24. Also helping matters is an all-new eight-speed transmission, offering two additional gears than before.

On the Road

Volkswagen held nothing back when mapping drive routes for us follow. I teamed with Derick Page of Black Book, taking turns behind the wheel as we embarked on a pair of 50-mile drive segments.

In Denver, you’re already starting your drive at a high elevation — the Cherry Creek section of the city measures 5,358 feet, just above the 5,280-foot “mile high” designation. Our initial trip started out on the interstate before connecting with Colorado SR 36 pushing through Boulder.

The real fun began when we made our ascent through Rocky Mountain National Park on two-lane roads with some of the most amazing scenery in the west. As we climbed ever higher, the valley below faded to near nothingness. Yet we remained thousands of feet below several distant summits (including Longs Peak), still snow-capped even as our local conditions neared 90 °F (32.22 °C).

Volkswagen supplied us with sufficient warning that the paved roads would eventually give way to gravel and just like that they did. Our test 4Motion with Active Control (all-wheel drive) features four settings — on-road, snow, off-road and custom off-road. A quick switch to the off-road setting provided improved handling management, especially as we edged perilously close to the side with no guard rails and only thin forest present to slow what could have been a deadly descent.

Under most conditions, the 2018 Tiguan’s engine performed admirably, although on the steepest inclines it labored a bit. We topped out at 8,018 feet with the turbo adjusting just fine to the thinner air. Steering is sufficiently weighty, handling adept, and the firm brakes quickly brought our Tiguan to a firm stop.

Parting Thoughts

My first impressions of the 2018 Tiguan were mostly favorable. Then again, we had access only to well-equipped SEL models due to time constraints which meant that we gave the S and SE trims only a cursory inspection.

That said, the new Tiguan offers an exterior look that is more polished and upscale than before and an interior supplying a healthy mix of premium and common materials. On the tech front, the only fault we found was the size of the screen, but it still offered a clear presentation. I’m familiar with VW’s Car-Net connectivity system and I like its usefulness.

As for the third-row seat, consider it sufficient for youngsters, although cramped legroom is in the offing. If you choose the all-wheel drive model, it may not be worth the $500 investment to gain the extra seat. Otherwise moving up to the midsize Atlas supplies the best balance of passenger and utility space for large families.

2018 Volkswagen Tiguan Specifications

Volkswagen	Tiguan
Segment	Compact SUV
Base Sticker Price	$25,345 ($26,245, including $900 for destination)
Price as Tested	NA
Standard Engine	2.0-liter, turbo I4
Transmission	Eight-speed manual
Horsepower @ RPM	184 @ 4,400
Torque (lb.-ft.) @ RPM	221 @ 1,600
Seating	2+3+2 or 2+3
Curb Weight (pounds)	3,885 to 4,043
Wheelbase (inches)	109.8
Length (inches)	185.1
Width (inches)	72.4
Height (inches)	65.3
Headroom (f,m,r — inches)	39.6, 39.1, 33.8
Legroom (f,m,r — inches)	40.2, 36.5, 27.9
Shoulder room (f,m,r — inches)	57.0, 55.9, 47.8
Hip room (f,m,r — inches)	NR, NR, NR
Storage (cubic feet)	3-Row Models: 12/33/65.7; 2-Row Models: 37.6/73.5
Gross vehicle weight (pounds)	NR
Towing (pounds)	1,500
Payload (pounds)	NR
Fuel	regular
Fuel Tank (gallons)	15.3 (FWD); 15.9 (AWD)
EPA Fuel MPG (city/highway)	FWD: 22/27; AWD: 21/27
Manufacturing Plant	Puebla, Mexico

See Also — Big-Time Hit: 2018 Volkswagen Atlas SUV

Crawl Control: Toyota Tacoma TRD Pro

May 25, 2017 by admin 6 Comments

Return of the ultimate Tacoma pickup truck.

Upward bound: 2017 Toyota Tacoma TRD Pro.

The third-generation Toyota Tacoma is the best one yet, although admittedly the footprint remains the same as before. What’s different is the sheet metal and interior, along with new technologies, including available crawl control.

Toyota supplied a TRD Pro, a four-wheel drive (4WD) model with excellent off-road credentials, as a recent test model. This wasn’t my first experience with a TRD — I’ve driven both the Sport and Off-Road grades. Indeed, in August 2015, Toyota hosted a media event near Tacoma, Washington, to showcase the all-new pickup. While there, journalists had ample opportunity to take the available 4WD models out on the roads and finally to the various off-road tracks and obstacles developed or set aside for our experience. You can find my report here.

2017 Toyota Tacoma

As before, the 2017 Tacoma is available in extended (Access) and Double Cab configurations. You have a choice of four-cylinder and V6 engine models and standard rear-wheel drive (2WD) and available four-wheel drive (4WD). Six grades are available: SR, SR5, TRD Sport, TRD Off-Road, Limited and TRD Pro. FYI, the TRD stands for “Toyota Racing Development,” now comprising precisely half of all Tacoma grades.

For 2017, the TRD Pro is new — it was not offered for the 2016 model year, although it made a brief appearance late in the second-generation Tacoma’s history. Consider this the ultimate Tacoma, a vehicle based on the off-road racers that have long defined the brand. Once again, the TRD Pro covers three Toyota models — Tacoma, Tundra, and 4Runner.

2017 Toyota Tacoma TRD Pro

Heritage and TRD Looks

The TRD Pro offers a distinctive look with its heritage-inspired “TOYOTA” front grille replacing the usual Toyota symbol. That’s a look common to the now discontinued FJ Cruiser, itself a heritage model.

You’ll also find a blacked-out hood scoop and graphic; power side mirrors with turn signal indicators; black over fenders; and color-keyed grille surround, door handles, and rear bumper. Just three color choices are available: White, Cement, and Barcelona Red Metallic. My test model was white.

But the fun doesn’t stop there. The TRD Pro features 16-inch TRD black alloy wheels set within Goodyear Wrangler all-terrain tires. You’ll also find a TRD Pro aluminum skid plate, TRD-tuned front springs with a one-inch lift, a TRD-tuned rear suspension with progressive-rate off-road leaf springs, projector beam headlights, Rigid Industries LED fog lights, and TRD Pro badging and trim embellishments. Included is a standard V6 tow package.

2017 Toyota Tacoma TRD Pro

Your Double Cab Interior

The TRD Pro is a Double Cab-only model. That’s good news for anyone who wants to squeeze in a few extra folk in the back seat. Space back there is tight, but three can fit in a pinch. Just don’t look for generous leg room as you won’t find it. Three adults sitting side by side is a challenge too, so go with two.

Up front is where it’s at — there is plenty of room for the driver and passenger. Thus, it is doubtful that many people buy this truck for work crew or family. Instead, check out the full-size Toyota Tundra to meet those needs.

The TRD Pro features leather seats (with red double stitching). This may seem like a bit of a contradiction for people who love to off road, especially if you drag in dirt or clay from the outside.

Every model comes with a tilt and telescopic steering column, full power accessories, a 6.1-inch touch-screen display, a six-speaker audio system with a CD player, USB outlets and audio jacks, Bluetooth, Siri Eyes Free, and a rearview camera. Also, you’ll find dual-zone climate control, a security system, four cup holders, and eight in-door drink holders.

The glove box features a two-tier interior — ideal for organizing the owner’s manual and other important documents. A large, open compartment at the base of the stack is ideal for holding a smartphone and connecting to the USB port immediately above.

2017 Toyota Tacoma TRD Pro

Let’s Go Four-Wheel Driving!

Directly to the right of the ignition button is the drive controller. Naturally, it defaults to 2WD, but with a push of the switch, you’ll move to 4Hi or 4Lo. On top of the roof directly above the rear view mirror is the multi-terrain system (MTS) with crawl control.

Here, you’ll want to shift into neutral, then choose 4L before pressing MTS and dialing in the terrain settings to control wheel spin, what effectively adjusts the engine throttle and braking.

The Tacoma TRD Pro is a model that *wants* to go off road. I say this because its on-road manners are very much truck-like — “Taco” seems heavy, it picks up speed deliberately, and it has a wide turning radius.

2017 Toyota Tacoma TRD Pro These are the reasons why some people prefer car-based utility vehicles, exchanging off-road prowess for occasional light-duty travel on graveled roads or across the grass.

As for the TRD Pro, you’ll want to take this beast off road as soon as you can. This model delivers the best approach (35 degrees), break over (23.9), and departure (26) angles of any Tacoma, providing a much-desired edge for devotees.

In my area, there are a few places to take your off-roader without breaking the law. That said, my first off-road adventure involved a mud hole on unmarked property.

Once done, I headed back to the main road, where an approaching state trooper signaled me to stop. I rolled down my window, explaining we just turned around and were heading back to the main road (that was the truth, once we exited the mud). Fortuitously, my explanation satisfied the trooper. Perhaps having my wife riding shotgun demonstrated we were simply an ordinary couple out for a Sunday afternoon drive. We just happened upon a slough of mud.

But I was far from satisfied with that first experience, as it gave me little chance to use crawl control. Happily, my second voyage involved traveling for miles on clay and loose rock trails, where it seemed few people ventured and there was little chance I would get stuck or flagged down my police.

2017 Toyota Tacoma TRD Pro

The prized feature, however, wasn’t the trails. Instead, it was a beautifully formed heap of clay with a steep incline, what encouraged a thorough testing of crawl control. Once engaged, I released my foot off the gas and brake pedals, allowing Taco to climb the hill with little steering involvement. It is on these steepest inclines where the mechanical clanking of crawl control is most noticeable. Slowly, but steadily she climbed before reaching the top, which was only about eight feet high.

I stopped the truck, got out, inspected the slope on the other side and decided *not* to attempt a forward descent. It turns out the front of the hill was so worn down that the angle was steeper than what I preferred to risk taking. Thoughts of ripping off a section of the grille or damaging the underside went through my mind, even when operated within the safe parameters of crawl control.

Instead, I kept crawl control active as I moved the transmission into reverse and began backing down the hill. That was actually quite a fun experience — the truck gradually moved backward, alternating between crawling and braking, but mostly braking. At 2-3 mph it certainly was a slow crawl, but a well-managed one at that. Once done, I continued my off-road romp, switching from 4Lo to 4Hi, reversing the process. Here, you need to stop and allow the process to complete before moving on.

2017 Toyota Tacoma TRD Pro

Parting Thoughts

Of course, Toyota supplied me with a top-grade 4WD model costing nearly $45,000. Toyota added a few options, including a bed extender ($300), bed mat ($120), all-weather floor liners ($209), paint protection film ($395), and a TRD air filter ($90). Of the five, the bed extender may be the most useful.

In case you think the Tacoma is beyond your reach, the base 2WD S model retails for $24,320. The lowest cost 4WD is the SR Access Cab with a five-speed manual transmission ($25,845). Add $1,550 for the automatic transmission. You’re still looking at a four-cylinder engine, however.

If you have four-wheeling and a V6 in mind, then start your look with a TRD Sport Access Cab and the automatic transmission ($33,970). The Double Cab will cost you $935 more. To get such helpful features as a locking rear differential, hill start assist control, and crawl control, you’re looking at the TRD Off-Road starting around $35,000. Opt for the Double Cab and you’ll pay $36,000. And that’s before choosing such off-road embellishments as all-terrain tires.

Of course, some may find crawl control too gimmicky to justify the cost. I fully understand that argument. What it doesn’t change is that Taco maintains its credibility and market leadership in a strengthening segment. These two factors alone are main appeals with crawl control, a locking rear differential, and a GoPro mount serving as nice-to-have features.

2017 Toyota Tacoma TRD Pro

2017 Toyota Tacoma TRD Pro Specifications

Toyota	Tacoma TRD Pro
Segment	Midsize Pickup Truck
Base Sticker Price	$42,960
Price as Tested	$44,814
Standard Engine	3.5-liter, V6
Transmission	Six-speed automatic
Horsepower	278 @ 6,000
Torque (lb.-ft.)	265 @ 4,600
Seating	2+3
Curb Weight (pounds)	4,425
Wheelbase (inches)	127.4
Length (inches)	212.3
Width (inches)	74.4 (without mirrors)
Height (inches)	71.6
Head room (f,r — inches)	39.7, 38.3
Leg room (f,r — inches)	42.9, 32.6
Shoulder room (f,r — inches)	58.3, 58.9
Hip room (f,r — inches)	57.2, 56.3
Storage (bed length)	60.0 inches
Gross vehicle weight (pounds)	11,360
Towing (pounds)	6,400 (tow package)
Payload (pounds)	1,175 (tow package)
Fuel	regular
Fuel Tank (gallons)	21.1
EPA Fuel MPG (city/highway)	18/23
Manufacturing Plant	San Antonio, Texas

2017 Toyota Tacoma TRD Pro

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