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Uwharrie National Forest

Can the Toyota RAV4 TRD Off-Road Handle Tough Terrain?

September 30, 2020 by admin 5 Comments


Toyota brings the TRD Off-Road to the RAV4 line.



Things have certainly changed for Toyota and we’re not talking about the current pandemic world we live in.

Prior to 2020, we saw a shift in car-buying habits that remains current today: consumers are moving away from traditional car models such as the compact Corolla and midsize Camry, and toward car-based utility vehicles such as the Toyota RAV4. Indeed, where the Camry and Corolla were the 1-2 sales punch for Toyota for the past two decades, both have been supplanted by the RAV4, which is now America’s best-selling vehicle that isn’t a pickup truck.

Before we move on, one personal note is in order: my wife and I have owned or leased a RAV4 for 16 years until we traded our more recent one in for a Corolla this year. The Mrs. is particularly fond of the RAV4 (and all Toyota products for that matter), thus it was easy to get her a second Corolla. As a journalist and new vehicle reviewer, keeping our biases under wraps remains important. We’ll endeavor to do so as we examine the current and fifth-generation Toyota RAV4 as presented to use in TRD guise.


2020/2021 Toyota RAV4 Review


Because we’re transitioning between model years, the pricing and trim information presented here covers the 2021 model. The rest of our information pertains to the 2020 RAV4.

Toyota offers the 2021 RAV4 in six trims: LE ($26,050), XLE ($27,345), XLE Premium ($30,050), Adventure ($33,155), TRD Off-Road ($35,780), and Limited ($34,580). Add $1,120 for the destination charge. Separately, Toyota markets a RAV4 Hybrid model. This one is available in five trims with prices ranging from $28,500 to $37,030. It’s a standard hybrid, therefore you won’t find federal or state incentives as you would with a plug-in hybrid. Speaking of a plug-in hybrid, a RAV4 Prime model rolls out later in the 2021 model year.

Our test TRD Off-Road retailed for $41,780. It came with several package upgrades, including a Weather Package ($1,015), a Premium Audio and Navigation bundle ($1,620), and a Technology Package ($1,950). Other charges included a two-tone color scheme ($500) and paint protectant film ($395). By far, this was the most expensive RAV4 we’ve seen.



Exterior

We’re fans of the styling changes Toyota has made in recent years, including with the current-generation model that rolled out in 2019. The current RAV4 is the sportiest one yet and mirrors the exterior improvements Toyota has made to its cars in recent years.

Some critics say that there is only so much you can do to a crossover to differentiate it from the pack. While the silhouette is roughly the same, it is the various cutouts, angular lines, gaping grille, and lighting elements that make the RAV4 shine. Add in stylish wheels and an available two-tone paint scheme, and the RAV4 makes its mark in a crowded sphere.

The standard model comes with 17-inch steel wheels, while other trims offer various 17-, 18-, and 19-inch alloy wheel designs. All models come with all-season tires, except for the TRD Off-Road and its all-terrain tires.

Standard LED lighting (headlights, daytime running lights, and rear lights) are an unexpected, but welcome feature. Toyota brings in fog lights with the XLE trim. Power-controlled and folding side mirrors are standard; most trims add heating. You’ll even find puddle lamps on the Limited.

Available equipment includes a power tilt-and-slide moonroof. The Limited model makes available a panoramic glass roof along with the moonroof.

Roof rails are standard; roof rack cross bars are optional. All but the base trim have a power liftgate.

What sets the TRD Off-Road apart from the others? Well, thanks to the Adventure trim, Toyota already had something to work with, including an 8.6-inch ground clearance. TRD, by the way, stands for Toyota Racing Development. This division is responsible for the marque’s performance and off-road development.

The TRD Off-Road possesses features no other RAV4 can claim, including high-rise roof rails, larger over-fenders, and sporty grille and bumper designs. As mentioned, the all-terrain tires are unique to this trim and look great with the matte black TRD alloy wheels. Special badging also denotes this model.




Interior

Compact utility vehicles seem roomier than ever. Thanks to a competitive segment, most manufacturers are building slightly larger models with roomy interiors. We put the RAV4’s interior space about on par with the midsize Camry sedan. Thus, you’ll find ample room for five inside.

The interior is clean and inviting with driver and cabin controls sensibly placed. There’s also a lot of hard plastics within view, but that’s common to this segment. Most trims include soft-touch materials in plain sight – such as along the dashboard. Both the LE and XLE have a urethane-wrapped steering wheel; you’ll find leather beginning with the XLE Premium.

Toyota describes the standard seating surfaces as “fabric-trimmed” which represents a type of cloth material. Most trims use SofTex, a synthetic material that has the look and feel of real leather. We find this trim comfortable and breathable; some buyers like it because no animal-based materials were used in the manufacturing process. Interestingly, real hides are not available on any trims, although the steering wheel and shifter are wrapped in leather on most trims.

Just as the TRD Off-Road brings flair to the exterior, the interior is similarly adorned. Beautiful red stitching and red trim accents add pop and distinction, offering a fitting contrast to the black seats covered in imitation leather. Check out the TRD logos stitched in the front headrests and the matching all-weather floor mats.

The list of standard features for the RAV4 includes keyless entry. Most trims have push-button start. Full power accessories, a tilt-and-telescopic steering column, and climate control are included. Also, dual-zone climate control, a heated steering wheel, heated and ventilated front seats, and heated outboard rear seats are available. Further options include a cargo area cover and ambient lighting.



Tech

Toyota equips the RAV4 with a 7-inch touch-screen display and six speakers. Also included is Bluetooth, Android Auto and Apple CarPlay smartphone compatibility, connected services, and one USB media port.

Among the upgrades are an 8-inch touch-screen display with HD Radio. Some packages include an 11-speaker JBL audio system with navigation and as many as four USB ports.

An available Qi-compatible wireless smartphone charging pad is bundled within a package available beginning with the XLE Premium. Our model had one and we were pleased to be rid of our cord.

Another upgrade to consider is a bird’s eye camera system to replace the standard backup monitor. It’s available on the two top trims only and is also part of a package upgrade.

Safety

Toyota is one of the leaders in all things driver-assist technologies. Where other manufacturers make you pay extra for these items (including not a few luxury marques), you’ll find a generous bundle of standard features under the Toyota Safety Sense 2.0 (TSS 2.0) umbrella.

Every 2020 RAV4 comes with a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane tracing assist, automatic high beams, full-speed range dynamic radar cruise control (adaptive cruise control), and road sign assist.

Optional on the base trim, but standard elsewhere is blind-spot monitoring with rear cross-traffic alert. Also, the Adventure and TRD models add something not available elsewhere: downhill assist control to join hill start assist and trailer-sway control.

As a result of these features and the way the RAV4 is engineered, this model is an Insurance Institute of Highway Safety (IIHS) Top Safety Pick award recipient. Likewise, the 2020 RAV4 holds a 5-star rating from the National Highway Traffic Safety Administration (NHTSA). Thus, the RAV4 scores high and consumers are the benefit.



Performance

Strong engines get the work done. That they’re also efficient is a bonus.

The RAV4 benefits from a 2.5-liter four-cylinder engine with 203 horsepower and 184 pound-feet of torque. It is naturally aspirated too – no boosting through turbochargers is necessary. Power routes to the front wheels or to all four wheels utilizing an 8-speed automatic transmission.

On most models, the RAV4 averages about 30 mpg in combined city/highway driving. Our test model averaged 29.9 mpg and that’s great as we did take it off-road.

But not everyone will use a RAV4 for anything but standard on-road work. If you do, you’ll find an engine that’s responsive, steering that’s direct, and with poised handling. We found the ride comfortable in most situations, although the TRD Off-Road seems stiffer thanks in part to its tires and specially tuned suspension system.

Most RAV4 trims come with an independent front suspension with MacPherson struts and a stabilizer bar as well as a multi-link suspension with a stabilizer bar. The TRD Off-Road adds unique red-painted coil springs and jounce bumpers front and back. Unique struts are up front and unique shocks bring up the rear.

Jounce bumpers, by the way, are an interesting feature for the RAV4. They’re designed to absorb impact and dampen noise, vibration, and harshness, and are especially useful for tackling tough terrain.

We did not take the RAV4 to Uwharrie National Forest, where Jeeps and 4Runners dominate. The distance wasn’t the only issue – we believe the RAV4 isn’t designed for tough trails, but it does a laudable job where the pavement ends and gravel, dirt, and mud begin.

Utilizing all-wheel drive instead of four-wheel drive puts the TRD Off-Road at a disadvantage, but one Toyota tries to overcome by utilizing what they call a “Multi-Terrain Select and Rear Driveline Disconnect.” The second portion of the system prevents power from shifting to the rear wheels in most driving situations, conserving fuel. Otherwise, 50 percent of the power shifts rearward and that’s important when going off road.

With MTS on all-wheel-drive models, drivers can consider four modes: mud and sand; rock and dirt, snow, and normal). You’ll default to normal, but the others come in handy where conditions warrant.

We switched between the first two modes as needed, sensing increased grip to handle what laid before us. Yet, we were hesitant about climbing over anything that might puncture the gas tank or scrape the undercarriage – not one skid plate was to be had.

With this in mind, we first tackled a favorite gravel road, sensing power shifting to the rear wheels with the second mode dialed in. Carefully, we exited the road for well-trodden clay-covered spot, circling around to gauge grip. The big challenge, though, was climbing up or descending any sharp angle as the RAV4’s guidance system warned us of danger ahead. By essentially crawling forward and moving the steering wheel sharply to the left and to the right, we avoided scraping the front bumper. Certainly, this wouldn’t have been a concern of ours with a real four-wheeler, but it was with the RAV4.

In all, the TRD Off-Road showed its grace on the open road and its capabilities while tackling light-duty terrain. But take care where rocks, logs, and streams prevail – you could run into trouble. Instead, leave the tough work to the Tacoma or 4Runner, as both are imbued with much off-road mettle unlike the RAV4 Off-Road.



Competitive Set

The compact utility vehicle market is the new segment-leading seller for automakers. Every manufacturer has at least one model in the mix. Toyota has two when you include the slightly smaller C-HR.

The RAV4’s chief competitors include the Honda CR-V and the Nissan Rogue. Throw in the Rogue Sport for good measure. Other models in this segment include the Mitsubishi Outlander, Subaru Forester, GMC Terrain, Ford Escape, Chevrolet Equinox, Dodge Journey, Jeep Compas, Mazda CX-5, Hyundai Tucson, Volkswagen Tiguan, and the Kia Sportage. Did we leave anyone out? That’s possible as there are several models that are near competitors, which gives consumers a lot to consider when shopping for a small utility vehicle.


Our Recommendation


If you’re seriously considering a RAV4 TRD Off-Road model, we think you’ll want to put it side-by-side with the Toyota 4Runner. The reason is simple: although this special version of the RAV4 has some off-road capabilities, only the 4Runner can handle tough terrain. Indeed, with its traditional body-on-frame design, stout engine, and tuned suspension, it’s the one you want to handle water fording, axle articulation, and other challenges of the trail less traveled. And with a beginning price of $36,340 ($38,315 for the Trail Edition), the cost for a 4Runner is in the same neighborhood as the RAV4.

Otherwise, if it’s a RAV4 you want, starting your search with the XLE delivers many of the features you expect in a compact crossover. You don’t need all-wheel drive, but if you want that option, you can have this model for just under $30,000. That’s a fair price point for a small SUV, especially for one that’s big on design, value, technology, and is reasonably comfortable.



2020 Toyota RAV4 Specifications


Toyota 2020 RAV4
Segment Compact SUV
Price Range From $26,050 to $35,780
Destination Charge $1,120
Standard Engine 2.5-liter, I4
Horsepower 203 hp @ 6,600 rpm
Torque (lb.-ft.) 184 lb.-ft. @ 5,000 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,370 to 3,620
Wheelbase (inches) 105.9
Length (inches) 180.9
Width (inches) 73.0
Height (inches) 67.0
Headroom (f,r…inches) 39.5, 39.5
Legroom (f,r…inches) 41.0, 37.8
Shoulder room (f,r…inches) 57.8, 56.4
Hip room (f,r…inches) 54.3, 47.7
Storage (cubic feet) 37.6
Gross vehicle weight (pounds) 4,610 to 4,705
Towing (pounds) 1,500 to 3,500
Payload (pounds) 1,085 to 1,240
Fuel regular
Fuel Tank (gallons) 14.5
EPA Fuel MPG (city/highway/combined) 26/35/30
Manufacturing Plant Ontario, Canada

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


See Also — The Fifth-Generation Toyota RAV4 Evaluatuated

Toyota RAV4 Off Road photos copyright Auto Trends Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: all-wheel drive, crossover, four-cylinder engine, front-wheel drive, Toyota, TOYOTA 4RUNNER, Toyota C-HR, Toyota RAV4, TRD Off-Road, Uwharrie National Forest

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.

Filed Under: New Car Reviews Tagged With: Badin Lake, Ford, FORD F-150, FORD RANGER, four-wheel drive, off-roading, PICKUP TRUCK, Uwharrie National Forest

Notes From Uwharrie:
2019 Jeep Wrangler

June 4, 2019 by admin 10 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

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



See Also — Highlights of the 2018 Jeep Wrangler

Photos copyright Auto Trends Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: Badin Lake Recreation Area, Dickey Bell, FORD BRONCO, four-wheel drive, Jeep, JEEP WRANGLER, off-roading, TOYOTA 4RUNNER, turbo, Uwharrie National Forest

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