off-roading

Trail Hopping With the New Ford Ranger

June 22, 2020 by admin 4 Comments

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.

Jeep Gladiator Fun Facts

October 14, 2019 by admin 11 Comments

The all-new Jeep Gladiator (l) and the Jeep Wrangler (r).

More than a quarter of a century has passed without a Jeep pickup truck, but that extended hiatus finally came to an end this year. The all-new Jeep Gladiator is out, adding yet another model to the expanding midsize pickup truck segment.

You have to go all the way back to 1992 when the Jeep Comanche, this brand’s last pickup truck, was built. The Comanche had a 7-year model run, but demand never reached the manufacturer’s expectations. Indeed, just over 190,000 units were produced for the U.S. market, which meant the automaker was unable to justify keeping the truck around.

Times have certainly changed as both the segment and the brand have evolved to where consumers are giving these trucks a closer look. Notably, sales of the new Gladiator are robust and Jeep is likely to sell as many of its new model in about two years as did the previous one in seven.

Here are some fun facts about the 2020 Gladiator:

Naming convention.

The back drama to the new Jeep pickup truck centers on its name. Jeep considered using the Comanche name, but out of sensitivity to the tribe, it decided against this move. Another name, Scrambler, was also considered, but eventually, it was dropped. The Scrambler served as a sub-model to earlier CJ models. As for the Gladiator, Jeep is simply striking out in a new direction, choosing a tough image name to go with its new truck.

Styling optics.

The Gladiator’s look is similar to the Wrangler as the two models share the same platform and many components. The two models are nearly identical from the front bumper to the rear roof pillar. The addition of a truck bed is the difference-maker. Like the Wrangler, the Gladiator is available in soft and removable hardtops. You can also remove the doors and fold the windshield, just as you would do with the Wrangler.

Rubicon dressage.

Jeep offers the Gladiator in Sport, Sport S, Overland, and Rubicon trims. The Rubicon is the off-road maven of the four and is the same top trim offered on the Wrangler. According to Jeep, you’ll get a four-wheel-drive transfer case with special gearing for low-speed off-roading, Fox shock absorbers, locking front and rear differentials, a disconnecting front sway bar, larger fender flares, and muscular all-terrain tires. Rock crawling, anyone?

Powertrain choices.

Well, to begin, the 2020 Gladiator offers just one engine: a 3.6-liter V6 with 285 horsepower. This one works with either a six-speed manual or an 8-speed automatic transmission. But it won’t be the only engine for long as Fiat Chrysler’s 3.0-liter turbo-diesel V6 will roll out later. It’ll work with the 8-speed transmission too. Look for exceptional fuel economy and pulling power once it debuts.

Trailering antics.

Depending on how this truck is equipped it carries a two rating ranging from 4,000 to 7,650 pounds, the latter rivaling the top-end of the segment. Dana 44 solid axles front and rear, coil springs everywhere, and a rear suspension borrowed from the Ram 1500 makes this one robust truck. Payload varies from 1,105 to 1,700 pounds.

Stout clearances.

The four-wheel-drive-only Gladiator is one heck of a stout model. You’ll find 10 inches of ground clearance (11.1 inches in the Rubicon) as well as stellar approach (40.8; 43.4 degrees Rubicon), break-over (18.4; 20.3 degrees Rubicon), and departure (25; 26 degrees Rubicon) angles. Clearly, the Jeep Gladiator has superior off-road credibility than competing models, including the Chevrolet Colorado, Nissan Frontier, Ford Ranger, and GMC Canyon. The Toyota Tacoma TRD Pro may be its strongest competitor.

Jeep: There’s Only One

Along with the Wrangler, the all-new Gladiator represents the best of all things Jeep. It blends iconic styling with modern touches to deliver a truck that won’t be mistaken for anything else. By no means is it perfect — the starting price is much higher than competing models and the top-end pricing blows past $50,000. You also have to pay for certain driver-assist equipment included by its competitors, namely adaptive cruise control. All in all, the Gladiator does what it needs to do to meet pent up demand and make a case for itself in the pickup truck market.

2020 Jeep Gladiator Specifications

Jeep	2020 Gladiator
Segment	Midsize pickup truck
Price Range	$33,545 to $43,545
Destination Charge	$1,495
Standard Engine	3.6-liter, V6
Horsepower	285 @ 6,400
Torque (lb.-ft.)	260 @ 4,400
Transmission	8-speed automatic or 6-speed manual
Seating	5
Curb Weight (pounds)	4,650 to 5,072
Wheelbase (inches)	137.3
Length (inches)	218.0
Width (inches)	73.8
Height (inches)	75.0, 73.1
Headroom (f,r…inches)	42.8, 42.8
Legroom (f,r…inches)	41.2, 38.3
Shoulder room (f,r…inches)	55.7, 55.7
Hip room (f,r…inches)	53.9, 55.9
Storage (cubic feet)	81.3
Gross vehicle weight (pounds)	NR
Towing (pounds)	4,000 to 7,650
Payload (pounds)	1,105 to 1,700
Fuel	Regular
Fuel Tank (gallons)	22
EPA Fuel MPG (city/highway/combined)	17/22/19 (automatic); 16/23/19 (manual)
Manufacturing Plant	Toledo, Ohio

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

***

See Also — Jeep Wrangler: There’s Only One

Notes From Uwharrie:
2019 Jeep Wrangler

June 4, 2019 by admin 9 Comments

The Jeep Wrangler before it got “down and dirty.”

The Jeep Wrangler has a reputation for off-road prowess, but you’d never know how well this utility vehicle performs unless you personally put it to the test. Admittedly, my previous two times with the Wrangler barely touched on its capabilities, although navigating through several ruts offered a tantalizing taste of what it can do.

With a 2019 Jeep Wrangler four-door (Wrangler Unlimited to some) included in my media fleet rotation this past May, I knew I needed to up my game. That meant turning my sights two hours southwestward to the Uwharrie National Forest near Troy, NC.

Uwharrie has eight trails for SUV off-roading with ratings of easy (1), moderate (4), difficult (2), and extremely difficult (1). I immediately ruled out the latter as it isn’t suitable for stock SUVs. I chose one of the difficult trails quite by accident — it was the first one we came upon. I say “we” because my wife, Ruthie, was my sidekick. I had given her a small taste of what off-roading was about a few years back with a Nissan Armada and she wanted more. Sunday afternoon date, here we go!

Notes From Uwharrie National Forest

This isn’t your typical new vehicle review. Instead, you’ll find my notes detailing our Uwharrie adventure. For my most recent reviews of the Wrangler JL, you can find both two- and four-door stories on this site.

1. Badin Lake Recreation Area.

The Uwharrie National Forest covers some 50,000 acres in south-central North Carolina. It is closer to Charlotte than it is to Raleigh and is due south of Asheboro, which is the home of the North Carolina Zoological Park. If you’re traveling from South Carolina, it’s about 60 miles north of the border.

The Badin Lake section is comprised of one hiking trail, 25 horse/hiking/biking trails, and the eight trails reserved exclusively for off-roading. Within the recreation area are campgrounds, horse camps, and shooting ranges.

If you use one of the OHV trails the fee is $5 per day or $30 per year. You can buy passes at the ranger station or through local merchants.

2. Dickey Bell Trail Overview.

The trail of choice for me was the Dickey Bell, a winding route that begins on the Dutch John Road and eventually connects with the Rocky Mountain Loop, which has a moderate rating. Many of Uwharrie’s trails connect, although there are places where the main road crosses, which supplies an option for an early exit.

The Dickey Bell features a wide variety of obstacles and terrain. What’s described as a “technical hill climb” is the most challenging aspect of this trail.

3. Jeep Wrangler Unlimited Sahara.

Fiat Chrysler lent me a Jeep Wrangler Unlimited Sahara for a week of adventuring. This one comes with a turbocharged 2.0-liter four-cylinder engine, which is an upgrade from the standard 3.6-liter V6. By next year, Jeep will offer a turbo-diesel engine. A hybrid is also on the way and rumors of an all-electric Wrangler persists.

Jeep pairs the four-wheel-drive-only Wrangler with an eight-speed automatic transmission. The additional 21.6 inches between the axles was a difference maker for this Jeep while off-roading.

The Jeep marque essentially controls the segment with the Toyota 4Runner its nearest competitor. An all-new Ford Bronco arrives in 2020.

4. Up and Down the Trail.

The Dickey Bell trail starts out easy, then quickly gives way to a handful of humps that should be navigated with care. This is where you’ll get your first taste of axle articulation.

If you’re a relative novice like me, the humps are ideal for gauging the Jeep’s approach (41.8 degrees), breakover (21 degrees), and departure (36.1 degrees) angles. The first two angles roughly split the difference between the S/Sport and Rubicon models, although the two-door has a superior breakover. The Sahara’s ground clearance is exactly 10 inches, compared to 9.7 inches for the standard models and 10.8 inches for the Rubicon.

Beyond the humps, the first outcropping of rocks appears. Depending on where you are on the trail, you can avoid the more challenging rocks by staying either to the extreme left or right. In some areas, guardrails are in place, which may keep your Jeep from sliding down a ravine. They also serve as decent markers in low-light settings. Follow the orange diamonds to ensure you’re always on the right trail.

5. Tougher Than Expected.

Credit the trail folk with rating the Uwharrie accurately. Or at least the Dickey Bell trail. By far, it was the most challenging trails I’ve ever taken. Soon after pushing through what seemed like endless rock croppings, we approached a tight bend in the road. That bend seemed partially carved out by earlier trekkers. It was mostly clay covered and very slippery.

In fact, this was the most hazardous part of the trail we took — while navigating the bend, the Jeep’s right wheels lost grip and slid. Fortunately, the Jeep skidded forward and we pulled out of the bend, crossed a shallow creek, and continued on our way.

Further down the trail, the route split briefly. We observed what was ahead of us and chose the easier route. The reasons for this were simple: 1) I did not own the Jeep, and 2) it came with step rails and I wasn’t about to put expose them to the hazards. Still, the off-off-road section was challenging enough and like much of the trail, we simply crawled forward.

6. Our First Meet Up.

Oddly, we didn’t meet a soul on the trail until we were nearly two-thirds of the way down the path. Apparently, much of the “traffic” started on the other end, because soon after we met one Jeep, other four-wheel-drive vehicles showed up.

I quickly learned the rules of the trail — yield, wherever possible. In this case, everyone yielded to me, but it also gave us a chance to stop, meet people, and discuss what lay ahead. The first guy we met simply pulled his Wrangler up on a hill and stopped. While we navigated forward, he took a video of our movement. Unfortunately, we didn’t ask for a copy.

Moments later, as we moved forward, we met a caravan of Wrangler drivers who encouraged us to make our way forward. Soon thereafter, we met yet another caravan and this time we stopped and turned around. Apparently, there was a big tie-up further down the trail. There was also a precipitous drop and with the encouragement of a young couple behind the wheel of a similar Wrangler, we decided to heed their advice and turn around. The last thing I wanted was this story to turn into a catastrophe narrative!

7. Follow the Leader.

When it comes to off-roading, sometimes you need to follow, not lead. Once we decided not to take on the most rigorous segment of the trail, heading back was the only option. But that decision wasn’t without some consternation. After all, some of the trail already taken was difficult enough. Further, instead of descending as we did on the way to our turnaround spot, most of the trail heading back would do the opposite: ascend.

But I soon learned something important about off-roading: few people do this alone. By this, I mean few people take to the trail without other vehicles present.

Happily, the second group of offroaders was happy to guide us back to the trailhead. Indeed, when the road got tough, the lead Jeep or one of the other followers ahead of us, got out and guided us through the rough patches. Multiple right-center-left turns of the wheels brought us through. We were also advised to avoid the same side trail we took earlier — it was ideal for descending, but not for ascending. Especially in a stock Jeep.

As challenging as the return was, it seemed we made it faster. We knew what was ahead of us, which certainly helped. Again, the most significant part of the trip back was following — we were always behind at least two Jeeps until our safe return to the trailhead.

8. The Jeep Culture.

Once at the trailhead, we drove on to the lot where most off-roaders gather to plan their excursions. We met the first group of off-roaders, who had tightly parked their collection of four Wranglers and were standing away from their vehicles talking. It was the first time off-roading at Uwharrie for one couple, whose seasoned leader guided them through the entire Dickey Trail.

But it wasn’t their last trip either — up next was the 2.1-mile Daniel trail, the only one carrying an “extremely difficult” rating. This group of 20-somethings was up to the challenge and I’m sure they completed their trip even with much difficulty.

You see, the Jeep Culture is such that it mimics the Army Ranger motto — leave no man behind. If you go out together, you’ll finish as a unit. One person’s problem quickly becomes a group effort to fix it, whether by means of personally navigating a tough stretch or winching a comrade from the muck.

Uwharrie: Mission Accomplished

The Jeep Wrangler with the new turbocharged engine proved itself. On the road, the extra torque came in handy for passing. Off-road, the little engine that could never be flagged. It was easy to forget what was under the hood, especially while crawling and the turbo remaining silent for the most part.

The additional space between the wheels gives the four-door Wrangler a “leg up” in some cases, particularly where the breakover is long, but not especially tall. The fuel tank and transfer case skid plates are standard. The Sahara is the only trim with standard side steps. The Rubicon is the lone trim with rock rails. The Sahara also has the largest stock tires — 18-inch Bridgestone Duel A/T tires were present. Some stock Saharas are outfitted with Goodyear Wrangler Adventurer tires.

We admired those trail trekkers who were navigating without their doors and tops. But that wasn’t for us — we kept the soft top on, the doors in place, and cranked the air conditioning. In-cabin comfort was a priority for this 60-something team of off-road mavens, whose mission was accomplished well before twilight.

Yours truly immediately after our Uwharrie adventure concluded.

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
Headroom (f,r — inches)	40.7, 40.2
Legroom (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

See Also — Highlights of the 2018 Jeep Wrangler

Off-Road Adventuring With the 2019 Toyota 4Runner

April 16, 2019 by admin

True off-road SUV adventuring belongs to Jeep and Land Rover, with GMC, Ford and Chevrolet also represented. Not to be overlooked is Toyota, which has decades of experience in delivering various Land Cruiser, Sequoia, and FJ models.

In more recent years we’ve seen the 4Runner, a midsize model based on the same architecture underpinning the immensely popular Toyota Tacoma pickup truck. The 4Runner stands unique as it is the only body-on-frame midsize SUV left that’s derived from a pickup.

The Jeep Wrangler is its nearest competition, a renowned model that will soon share its architecture with the Jeep Gladiator pickup.

2019 Toyota 4Runner

2019 Toyota 4Runner Overview

Toyota recently supplied me with a 2019 4Runner, which was the first time in five years I’ve had one to review. That’s too long for a guy who is a fan of this SUV. I must admit some bias here too as my wife drives a Toyota RAV4 and I’m eager to get her to move up to either a 4Runner or Tacoma.

The 2019 Toyota 4Runner is offered in four grades: SR5 ($35,110), TRD Off-Road ($38,285), Limited ($43,425), and TRD Pro ($46,615). Add $1,095 for the destination fee. Toyota also offers three interim “premium” grades building on each of the first three trims.

The SR5 and Limited models come with standard rear-wheel drive (4×2) and available four-wheel drive (4×4). The two TRD models are four-wheel-drive only. TRD stands for Toyota Racing Development, which is this manufacturer’s performance and racing brand. We’ll highlight the main TRD features as we break down this model.

Highlights of the 2019 Toyota 4Runner

There are quite a few attributes of the Toyota 4Runner worthy of closer inspection. To that end, we’ll look at the highlights that define this SUV.

1. A true take on the traditional SUV. Most contemporary SUV models are not SUVs in the traditional sense. The traditional SUV features a body-on-frame design, one that’s usually based on an existing truck platform. Land Rover is an important exception as it employs unibody construction, the same as found in today’s car-based SUVs. However, the Land Rover, like the Jeep Grand Cherokee, features off-road durable suspensions that set them apart from the crossover pack.

2. One of two midsize Toyota utility vehicles. While Toyota is definitely in the SUV game with the 4Runner, this automaker hasn’t lost sight on the consumer who may prefer a crossover. Sharing dimensions that are nearly identical, the 4Runner and Highlander also offer as many as three rows. The 4Runner has standard seating for five with an available third-row seat for two more. The Highlander offers standard three-row seating with room for seven or eight. But the Highlander comes with standard front-wheel drive and available all-wheel drive and is closer to the Toyota Sienna minivan in design and usability. Importantly, the Highlander is designed for light-duty off-road pursuits only, such as for traversing a gravel road.

3. A stout engine and a mature transmission. Not only is the 4Runner a throwback model of sorts, but its powertrain has been around for quite some time. Indeed, the 4.0-liter V6 engine rolled out in 2004 and was paired with a four-speed automatic transmission, then to a five-speed the following year. This engine makes 270 horsepower and 278 pound-feet of torque, numbers that are easily eclipsed by more modern and smaller engines. This model’s fuel economy registers in the upper teens, which isn’t good. But it does deliver an admirable 5,000-pound tow rating, which is in the same ballpark as competing crossovers.

4. Underbody protection at the ready. Toyota assumes you’ll knock the 4Runner about and that’s why every model comes with skid plates for the engine and front suspension as well as for the fuel tank. Every four-wheel-drive model adds a plate for the transfer case. You’ll also find front and rear mud flaps on all trims, except for the Limited. Available rigid running boards (automatic with the Limited) and a TRD-stamped aluminum front skid plate round out the optional features.

5. Ground clearance is a priority. Toyota figures 4Runner owners will take this SUV off-roading and that’s why it features a laudable 9-inch ground clearance (9.6 inches with four-wheel drive). Its approach angle is 30 degrees (33 degrees with four-wheel drive), while its departure angle is 26 degrees. Toyota doesn’t publish this model’s breakover angle. The published numbers do trail the Jeep Wrangler Unlimited, but they’ll satisfy even the most avid off-road adventurist.

6. A straightforward interior with standard amenities. The 4Runner probably doesn’t win design awards, but at least its cabin is functional, clean, and uncluttered. The base model comes with cloth seats with imitation leather on most other trims. There are very few switches and knobs present, with the latter generally oversized. The center console is utilitarian, with the transmission and drive shifters located between the seats. A leather-wrapped tilt-and-telescopic steering column, available dual-zone climate control, and a power driver’s seat are just a few of the distinguishing features.

7. Some safety features present, but not many. Modern Toyota models come with a suite of safety features under the Toyota Safety Sense umbrella. TSS typically bundles automatic high beam, a pre-collision system with pedestrian detection, lane departure alert, and adaptive cruise control. But the 4Runner lacks these features. Instead, shoppers will find the usual contingent of airbags, traction and stability control, and brake assist. Likely, we’ll see the advanced features added when the next model arrives, perhaps as soon as 2021.

8. Laudable tech features at the ready. Despite its age and lack of advanced driver-assist features, the 4Runner does come with a decent level of technologies. The base model has an 8-speaker sound system with a CD player, a 6.1-inch touchscreen, HD Radio, satellite radio, Siri Eyes Free, a USB port, and Bluetooth connectivity. It also ties in an app — Scout GPS link for navigation, although our personal experience reveals that it isn’t especially reliable. All models also come with a 120-volt power outlet in the cargo area. Upgrades include a navigation system and a 15-speaker sound system.

2019 Toyota 4Runner on SR 1625 (Underwood Road) in Moore County, NC.

The Trail More Taken

Highlights aside, what really brings out the best in the 4Runner is taking it where few other models dare to go. My test TRD Pro model was especially suited for the trail more taken, thanks to a number of upgrades included with this trim.

These include 2.5-inch Fox internal bypass front and rear shocks, the latter fitted with a piggyback reservoir. This particular shock design improves ride, handling, traction, and comfort on the most challenging terrain. Other upgrades include TRD-tuned springs, a one-quarter-inch-thick TRD aluminum front skid plate, and Nitto Terra Grappler all-terrain tires set within matte black TRD alloy wheels. You’ll also find the expected badging, color-keyed accents and a special roof rack. Rounding out the upgrades include a unique “TOYOTA” front grille and LED fog lights.

One of the challenges of four-wheeling in my area is access — the usual right-of-ways I’ve played on over the past few years have since been blocked, which means that they’re “on” to us. The best workaround is simply to travel further out and that’s what I did. Happily, there are enough unfinished roads, desolate terrain, and interesting one-lane bridges that just beg using.

Moore and Chatham counties are my favorite places to go and that’s where I put the 4Runner to the test. Clay soil dominates, although a bit further south you’ll roll into the Sandhills, which changes the terrain significantly. As for clay, its gooey consistency presents several challenges.

First, it is often impossible to gauge how deep the goo goes before entering any morass. What may seem like an easy pass over can just as easily bog you down. But there is little to fear here as the 4Runner’s 4Lo setting supplies the traction required to move out of the mess. Second, clay is simply a mess — not only does it splatter everywhere, but it tends to coat everything underneath. Then it hardens. You might escape the quag unscathed, but later discover the undercarriage drenched in muck. Once hardened, have fun removing it.

Even after navigation miles of trodden clay roads, I hadn’t even switched to four-wheel drive. Once I spotted wet conditions near a tributary that had overrun its banks, I slowed down, shifted the transmission into neutral and engaged 4Hi. The 4Runner sailed though that mess as the wheels retained their sure grip.

Of course, the key test to any four-wheel-drive vehicle is how it performs or articulates on steep slopes, rocks, and the like. This utility vehicle’s approach, break-over, and departure angles are robust. With a certain amount of care and agility, there aren’t many places you’ll need to avoid. Personally, I might leave the log and crag climbing to the experts, but ditches, sharp inclines, and uneven terrain are not a worry. Just don’t opt for the available running boards ($345) if you’re a hard-core off-roader.

2019 Toyota 4Runner on SR 1628 (Cool Springs Road) in Chatham County, NC.

Auto Trends Recommends

Start your search with any four-wheel-drive version and go from there. We don’t see any reason to stick with two-wheel drive — after all, this is the “four” runner.

Serious off-road fans will gravitate to one of the two TRD models. Our test TRD Pro simply does it best with its excellent shocks and a sport-tuned suspension. The upgraded interior is a plus, but if you’re looking to keep your final cost to around $40,000, there is no shame in choosing the standard TRD Pro with the available Kinetic Dynamic Suspension System (KDSS). This package also adds the top-of-the-line Entune system with navigation and the App Suite. Your final cost does top $40K before taxes, but with some deft negotiation on your part, a lower price should be attainable.

2019 Toyota 4Runner Specifications

Sticker price from $36,170 (includes $1,060 destination fee)

Price as tested: $47,675

Seats 5 or 7 occupants

Engine: 4.0-liter gas V-6

270 horsepower @ 5,600 RPM

278 foot-pounds of torque @ 4,400 RPM

5-speed automatic transmission

Wheelbase: 109.8 inches

Length: 190.2 to 191.3 inches

Width: 75.8 inches

Height: 71.5 inches

Passenger volume: 97.3 (two rows); 128 (three rows)

Storage volume: 47.2/89.7 cubic feet

Towing capacity: 5,000 pounds

EPA: 17/21/18 city/highway/combined mpg

Unleaded regular gasoline

Fuel tank: 23 gallons

Curb weight: From 4,400 to 4,805 pounds

IIHS safety rating: Good, except marginal driver side small overlap front

Limited vehicle warranty: 36 months/36,000 miles

Powertrain warranty: 60 months/60,000 miles

Corrosion warranty: 60 months/unlimited miles

Vehicle assembly: Tahara, Aichi, Japan

2019 Toyota 4Runner

See Also — Revealed: 2014 Toyota 4Runner

7 Trails for Off-Roading This Fall Plus 2 More for The Bucket List

October 23, 2017 by Chuck Krause Leave a Comment

Fall is officially here and that means it’s time to grab your gear, jump in your four-wheel drive vehicle and hit the trails. Where the pavement ends, off-roading adventures begin. Fall provides the perfect weather and scenery to enjoy the trails. So, get out there before the snow flies. Wheelfire.com, the experts in off-road wheels and tires has put together this list of 7 trails to ride this Fall and 2 to start your bucket list.

1. Rubicon Trail, Nevada and California

No off-road trail list would be complete without the famous Rubicon. This trail is so iconic, Jeep named a Wrangler after it. Because the trail is maintained by the US Forest Service, it is not subject to seasonal access restrictions. It runs in a line roughly from Lake Tahoe to Sacramento. It passes through the El Dorado National Forest, the Tahoe National Forest and Lake Tahoe Basin managed land.

In an effort to “improve” the trail in 2012, Little Sluice was reengineered and Thousand Dollar Hill was closed, but there is still plenty of adventure left in the crown jewel of off-road trails. Whether you enter at Wentworth Springs or Loon Lake, the trail starts tame and then provides opportunities for rocky climbs, off camber turns and stream crossings.

The best times to visit are in October and early November. Daytime highs are in the 60s and 50s and the snow really doesn’t start falling until later in November. The El Dorado side of the trail has some designated camp areas and dispersed camping is allowed on forest land all along the trail.

2. Magruder Corridor, Idaho and Montana

October is just about the last month it is “safe” to attempt this trail. Rated difficult, but oh so worth it. Running about 120 miles from Elk City, Idaho to Darby, Montana be prepared to encounter horseback riders at the entrance, as this trail is popular with them as well. This rocky, steep and winding trail takes you through land that hasn’t changed much since the first settlers passed through. Encounter mountain meadows at about 6,400 feet and mountain goats at Burn Knob Lookout at 8,196 feet. The going is narrow, rocky, and steep in some places but the views are worth it.

Pack warm and cold weather gear, as the temperatures change with the altitude. There’s plenty of camping, toilet pits, and picnic tables along the route.

3. Big Shell/Little Shell Beaches, Texas

If having your toes and wheels in the sand is more your style, make sure you pack plenty of suntan lotion, take the top off and head down to Big Shell and Little Shell Beaches on South Padre Island. Hurricane Harvey unleased his fury further north and left this area of South Texas untouched. These beaches are four-wheel drive accessible only. Don’t even try it if you aren’t equipped. Enter from the north at Padre Island National Seashore and head south. Mileage is marked from Malaquite Beach’s southern boundary. Little Shell begins about 12 miles south of Malaquite and Big Shell begins at mile 18. The beaches are named for the shells that collect on the sand because of currents in the Gulf of Mexico.

Bring binoculars to watch the birds in the Laguna Madre on the other side of the island. Keep an eye on the tide and moon charts before scheduling this trip. During convergence of high tide and full moon, the beaches can narrow to not much more than a thin strip of soft sand dunes between the Gulf and the Laguna.

4. Windrock Park, Tennessee

Uwharrie National Forest — “Offroad, Uwharrie” by Mark Doliner is licensed under CC BY 2.0

We love this park for its overall accessibility. Its location outside Knoxville makes it no more than a day’s drive from most of the mid-Atlantic and southern states. Most of the trails are rated moderate, with a few difficult and easies thrown in as well. One of our favorites is Trail 22 for the mix of forest, rocks, mud and water crossings. You get it all, all in one trail.

Trail 22 is rated moderate and climbs no higher than 2,400 feet. If rock climbing is more your style, head over to Trail 15 for a Double Black Diamond rock crawling experience that includes large rocks, ledges, and ditches. Most trail riders run Trail 15 uphill for the ultimate challenge.

Windrock Park makes a great day trip or overnighter. The land is privately owned, so a Land Use permit is required, but at less than $40 for 2 days, that’s less than the cost of a tank of gas. Like Magruder Corridor, Windrock Park provides a variety of terrain, some places are great for mountain views, and the challenge of rock climbing. Windrock just dials it back a bit.

5. Dark Valley, Utah

While everyone goes to Moab, you go your own way. The Dark Valley Trail and Dark Valley Shelf Trails are rated moderate. The Shelf Trails are off the beaten path, and that’s what you want in off-roading. You have a better than good chance to see elk, deer and antelope on these trails and be sure to use bear precautions if you camp overnight.

Both trails take you through the high forests of Boulder Mountain with views of valley lakes and the Jacob’s Valley Reservoir. Start your adventure at either the Aquarius ranger Station or at the Great Western ATV staging area. The trail is mainly maintained through activity. That’s why we recommend you have a winch or chainsaw to clear any fallen trees or debris on the trail. Hey, if you want it easy, then head west to Nevada.

6. Mt Charleston, Spring Mountains National Recreation Area, Nevada

Mt. Charleston and the Spring Mountain National Recreation Area make the list not only for the multitude of trails, but their degree of difficulty, or lack thereof. Don’t let those easy trail ratings turn you off. You want to go to Lee Canyon, Kyle Canyon and the Mountain Springs area just for the fun of leaving the pavement and soaking in the high desert experience.

For example, Mud Spring Spur climbs through a Joshua Tree forest that slowly becomes an evergreen forest as you rise in altitude. If hill climbing in solitude is your thing, Trail 25797 in the Mountain Springs area has plenty of steep hills in the 15° range. For twisty, windy, snaky roads, Lambsquarters Loop lets you turn the steering wheel while digging the desert and mountain views.

They don’t close the trails for weather and because you reach altitudes of 6,000 to 7,000 feet you will want to make sure you take chains if you wait too late in the season to hit these trails.

7. The Cliffs Off Road Park, Wisconsin

The Cliffs is to the Midwest what Windrock is to the mid-Atlantic. This off-road adventure park is easily accessible from Indiana, Illinois, Wisconsin and Iowa. Located just outside Marseilles, you will find 300 acres of insane terrain. Get your wheels wet in the Kickapoo Creek, go mudding or rock-climbing.

This place is a favorite of all types of off roaders, so you’ve got to keep an eye out for ATVs but there’s plenty of room for everyone to roam here. And if the natural terrain isn’t enough, they’ve added manmade features like a tire crawling park too.

Bucket List Trails and Rides

You aren’t going to make these trips this fall, but if they aren’t on your bucket list they should be. They are the ultimate off-road adventures in the United States.

1. Trans American Trail

Sam Correro spent 12 years cobbling together a network of off-road trails that stayed close enough to civilization to get gas and grub but far enough away to see America. The result is the “Trans American Trail” or TAT. The quotes are because the original trail started in far west North Carolina and wound its way to the Oregon coast, not exactly a true transcontinental trail. But off roaders treated it like open source software to be built upon.

The trail now begins in New York and ends at the original terminus in Oregon or provides an alternative ending spot in California. Charted for motorcycles, it’s now used by Jeeps, trucks, and everyone that loves leaving the asphalt. Not a single track, you’ll follow dirt roads, gravel roads, Forest Service roads, and farm roads to discover the real America and meet real Americans along the way. It’s not about rock crawling; it’s about adventure. Much like many hikers tackle the Appalachian Trail trek in segments over several years, off roaders are hitting the TAT in sections. But to do it right, you’ve got to do it in one run.

2. Dalton Highway

Dalton Highway, Alaska — “My Public Lands Roadtrip: Dalton Highway in Alaska” by Bureau of Land Management is licensed under CC BY 2.0

Alaska Route 11 or the James Dalton Highway should make every bucket list just for where it goes. Traversing 414 miles through central and northern Alaska, it ends near Prudhoe Bay and the Arctic Ocean. The Dalton was made famous by the TV show, Ice Road Truckers and you need to be prepared to share the road with semis.

Since the road is gravel and you won’t be traveling with a spare windshield, just get used to pulling over and letting the big guys pass. You will need to travel with plenty of gas and a few spare tires. If you get in trouble, you’ll be on your own. Tows start at $5 a mile and there are plenty of miles to cover.

Once you get north of Coldfoot, there’s 240 miles of nothing but pure Alaska wilderness until you get to Deadhorse. Take your CB radio and plenty of cash, there’s no debit, credit or cell phone service to be found. But it is the ultimate ride to the top of the world. Literally.