Automotive Reviews
Posts tagged 4×4
2003 Ford Explorer NBX
Aug 21st
As the best-selling SUV in its class, Ford’s Explorer is somewhat ubiquitous in the ‘burbs. Ford’s done its homework, and the Explorer is the perfect tool for many a family’s varied needs. So, for a change, we decided to get an Explorer dirty and treat it like a truck instead of a family station wagon.
Surprise! Ford was prepared for this possibility, and the Explorer NBX was more than up to the challenge. We shouldn’t have been surprised, of course; it’s worth noting that Toyota, Nissan and Mitsubishi all field two mid-size competitors each for the Explorer. Stablemates like the Toyota 4Runner and Highlander are intended to better serve the needs of customers who want a carlike SUV, and those who want a truck. The Explorer, on the other hand, is taking care of both groups all by itself, and doing a fine job of it.
NBX is Ford shorthand for No Boundaries, a moniker that’s applied to all of its sport-utes to indicate a more rugged package. NBX-badged Explorers benefit from an off-road package, special trim and a unique cloth interior that’s supposedly easier to clean after a rough weekend in the woods. The Explorer NBX can get rough and dirty with the best of them, too. The four-wheel independent suspension is tuned for rugged use, and skid plates protect the underside. Wheel travel is decent thanks to the independent rear suspension, which keeps all four wheels in contact with the ground whenever possible. We were able to take the Explorer over a tilt hill as well, a steep offset grade designed to twist the frame and test vehicle stability, and found the NBX to be confidently poised and free of body flex. On the road, the Explorer NBX rides just a touch more stiffly than a standard Explorer.
A 239-horsepower 4.6 liter V8 under the hood provides more than enough power for the Explorer NBX to claw through deep mud. We expected it to get stuck, mostly because of the soccer-mom friendly running boards and relatively low stance compared to the average Land Rover or Jeep, but the Explorer NBX had no problem getting through several inches of mud. Later we used the Explorer to pull a trailer out of a snowy field, and the truck had no problem tackling that task either. The standard five-speed automatic transmission is connected to a dual-range transfer case, and the power is nicely distributed when the going gets slippery. In four-low, we noticed some driveline binding at low speeds. Once back on the road, with a 3000-lb. trailer attached, the Explorer was still able to keep up with traffic, and the handling remained confident even through an Allegheny Mountains snowstorm. We’ve knocked the Explorer’s ride and handling in the past, but this latest version really impressed us. Properly equipped, the Explorer will tow up to 7140 pounds. The Explorer NBX also has front tow hooks, in the unlikely event that it gets stranded.
Another area of excellence is the interior. The Explorer feels somewhat claustrophobic inside thanks to a relatively small windshield and a large console that eats up floor space, but the NBX’ cloth interior is considerably nicer than the leather of other trucks. That console is worth the space it takes up, too; it’s big enough to hold hats, gloves, or tools, and contains an auxiliary power outlet and a handy rubber-lined storage tray that’s perfect for a handful of dirty lug nuts if you’re treating your Explorer like a truck, or for a napkin-wrapped bagel if you’re not. The Explorer NBX has comfortable seats, and with the optional third-row seat it makes a decent, easier-to-drive alternative to the $37,000 Chevrolet Tahoe. The NBX comes with dirt-resistant rubber floormats and a cargo area liner as well. Camping? Opt for the power moonroof and let the stars shine in. Rear-seat climate controls and adjustable pedals are on the menu for all Explorers.
The design is familiar, even more so now that the Explorer and big brother Expedition share a strong family resemblance. The squared-off face and eggcrate grille are Ford hallmarks. The Explorer NBX is differentiated by two-tone black bumpers front and rear, and by lots of black cladding where other Explorers have body-colored paint. A discreet “NBX” badge adorns the tailgate. With its demure roof rack and spare tire mounted out of sight below the body, the Explorer NBX cuts a very domesticated profile compared to the bars’n’wheels look of Jeeps and Land Rovers, but don’t be fooled.
Forget about the Firestone scandal that tainted the Explorer’s name a few years ago; not only is this SUV one of the Insurance Institute for Highway Safety’s “Best Picks” in offset frontal crashes, but it’s available with tire pressure monitors and Ford’s “Safety Canopy” curtain airbag system. Four-wheel anti-lock disc brakes are standard, too—but as technology spreads from luxury cars to mainstream vehicles, it seems like we say that a lot. By contrast, AdvanceTrac stability control is a feature that you don’t find on every options list. AdvanceTrac monitors the vehicle’s speed and attitude on the road, and intervenes if it determines that a loss of control is imminent. It’s a seamless system that’s more useful on pavement than off—but it is a good way to avoid those unintended off-road excursions.
It’s refreshing to see that underneath all of the suburban trappings, the Explorer NBX has the heart of a tough Ford truck. Pricing is reasonable, too. The Explorer NBX starts at $32,425 for the V6 equipped model. Our test truck was a V8, with an out-the-door price of $33,870, and considering that you might need to buy a Mitsubishi Endeavor and a Montero Sport to match it, that’s not a bad deal at all.
Specifications:
All specs are for the 2003 Ford Explorer NBX, which we tested.
Length: 189.5 in.
Width: 72.1 in.
Height: 71.4 in.
Wheelbase: 113.8 in.
Curb weight: 4469 lb.
Cargo space: 13.8 cu.ft. (seats up); 81.7 cu.ft. (all seats folded)
Towing capacity: 7000 lb. (7140 for V8 4×2)
Base price: $32,425
Price as tested: $33,870
Engine: 4.6 liter SOHC V8
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 239 @ 4000
Torque: 282 @ 4000
Fuel capacity: 22.5 gal.
Est. mileage: 15/19
2009 Ford F150 Platinum
Aug 7th
I may be an impartial automotive journalist and an all-around lover of all things automotive, but I also grew up in a Ford family, in the shadow of Ford World Headquarters and Ford’s Michigan Truck Plant. For this reason it was a difficult thing for me to admit, a couple of years ago, that the new Chevy Silverado was a much nicer light-duty truck than the Ford F-150. Admit it I did, however; one must call ‘em as one sees ‘em, after all.
Journalistic objectivity aside, however, it pleases the Ford guy in me to report that the all-new 2009 Ford F-150 addresses its predecessor’s shortcomings and can once again be considered the top of the heap. It’s not just a matter of bragging rights; the revitalized F-150 is good news for Ford fans and truck people alike. This pickup has more power, better fuel efficiency, and higher capacities than before.
It looks good, too. Redesigning pickup trucks is a hard business, requiring balance between strength and style, and the new F-150 is a good example of a successful update. As is Ford’s habit, the F-150’s styling has been toughened up for this incarnation, taking equal inspiration from the larger, burlier Super Duty series of Ford pickups and from the sleek, generously chrome-trimmed lines of the cars. The new styling contains a host of cool new innovations, including available retractable side steps that ease loading, a folding bed extender and powered running boards. The clever tailgate step that debuted on the Super Duty pickups a year ago is now available on the F-150 as well.
The F-150 is a truck first and foremost, and it comes prepared to work. A choice of four bed and three cab styles, as well as seven distinct equipment levels, makes it possible to virtually customize a truck to your particular need, whether you’re a contractor or a casual tower. The new Platinum series replaces the Limited at the top of the lineup, and also takes the place of the Lincoln Mark LT luxury pickup as well. It’s set apart by a unique grille and 16-spoke, twenty-inch alloy wheels.
Ford has improved the truck’s interior utility as well. The four-door SuperCrew’s cab is six inches longer, to improve interior room. The SuperCrew’s rear seat is articulated and folds easily out of the way, opening up 57.6 cubic feet of space inside the truck. A flat load floor means that the F-150 can carry a variety of items inside, a bonus when dealing with household furnishings that might be too fragile to ride in the bed. Ford says the cab is over 47 inches tall, making the F-150 large enough to slide a large flat-screen television inside.
In addition to carrying electronics, the new interior’s a good place for people as well. As with most full-size pickups, the seats are wide and comfortable, and there’s plenty of elbow room. Ford’s done great things in the pursuit of on-pavement comfort, and the F-150’s cab is as quiet as it is spacious. The large console is big enough to hold file folders or two laptop computers. There are two 12-volt outlets, as well as a USB plug and auxiliary jack for MP3 players to connect to the sound system. A useful innovation introduced on previous Ford trucks is the available backup assist camera whose display is integrated into the rearview mirror, putting the image right where the driver will be looking anyway. Ford also offers its SYNC infotainment system, a voice-activated navigation system, Sirius satellite radio and a 700-watt Sony sound system.
The Platinum series is packed with more goodies than many drivers will be able to identify in a week of searching, including all of the electronics mentioned above. The interior is also dressed up with a leather interior with “tuxedo stitching,” special logos, Lacrosse Ash wood and brushed aluminum trim on the dash, and ten-way powered captain’s chairs.
The F-150 is available with a choice of two 4.6 liter or a 5.4 liter V8 engine. There’s no V6 in the lineup; that’s because the entry-level 4.6 liter V8 matches the outgoing V6’s fuel economy while beating its horsepower rating. My big Platinum test truck was equipped with the 5.4 V8, of course. This three-valve V8 puts out 320 horsepower, and is tuned to run on gasoline or E85 ethanol blends. Open-valve injection improves the 5.4’s responsiveness when towing by increasing the flow of fuel into the combustion chamber when it’s needed most. After driving the new F-150 for a week, I was not so much in love with the throttle/transmission relationship, which is distant at best. They’d really rather not speak to one another, which makes the F150 feel drastically underpowered. Properly equipped, the new F150 will tow over 11,000 pounds–and this is considered a “light-duty” truck!
Ford has done a very good job with the new F-150’s suspension. It starts with a new full boxed frame, upon which the lightened chassis hangs. Stiffer and stronger, the new frame helps to boost the F-150’s towing and payload. The F150 uses a coil-on-shock front suspension with double wishbones, and a solid rear axle. Ford’s AdvanceTrac stability control with Roll Stability Control and Trailer Sway Control are standard equipment on the new F-150. A trailer brake controller, borrowed from the Super Duty, is also available.
It’s a capable truck, and with the vast array of options, there’s sure to be an F-150 to meet the needs of just about any truck buyer. The large number of trim levels on the F-150 can be confusing. In short form, here they are: the XL is a no-nonsense, hose-out pickup; the STX is a “sport” model; the FX4 is the off-roader; the XLT badge distinguishes the midrange trucks; Lariat and King Ranch are well-equiped workhorses; and the Platinum is the top of the line. Guess which one Ford gave us to drive? The F-150 Platinum we sampled had a list of standard equipment longer than that of the average Lexus and a starting price of $43,885. After the addition of the optional cargo box step, bed extender, navigation system, cargo management rails and other options, the total was $49,100.
Specifications: All specs are for the 2009 Ford F150 Platinum.
Length: 243.7 in.
Width: 78.9 in.
Height: 76.4 in.
Wheelbase: 157.0 in.
Curb weight: 5683 lb.
Payload: 1340 lb.
Towing capacity: 11,100 lb.
Base price: $43,885
Price as tested: $49,100
Engine: 5.4 liter SOHC V8
Drivetrain: six-speed automatic transmission, four-wheel drive
Horsepower: 320 @ 5000
Torque: 390 @ 3500
2004 Dodge Durango
Aug 7th
Considering the highly competitive nature of the mid-size sport-utility market, it’s amazing that the Dodge Durango soldiered on for as long as it did. The Durango has survived since its introduction in the mid-1990s with only detail changes thanks to its intermediate sizing and V8 power.
The aging Durango is completely revamped for 2004, and it’s a good time to take notice, because Dodge is applying the same boundary-breaking program to its smaller trucks as it did on the full-size, big-rig-styled Ram pickup. The ’04 Durango is bolder, more powerful, and a lot bigger than its mid-size ranking would have you think. The new truck is surprisingly close in size to the full-size SUVs from Chevrolet and Ford, and it’s refined without sacrificing Dodge’s noted ruggedness.
The new design is heavily influenced by the Ram. There’s a bit of a retro touch to it too, thanks to the aggressive fender flares and separate hood which recall the Dodge Power Wagons of yore. The stacked round taillamps are reminiscent of the Jeep Liberty, but Dodge’s design folks didn’t like having this pointed out. The Durango is tall and wide—over half a foot longer and three inches wider than the old Durango, to be specific. The Durango looks tall and narrow, and the short overhangs front and rear improve off-road handling as well as making this truck easier to pilot around town.
Just as impressive as the new exterior is the new interior. The radically sloped windshield and slick, Euro-inspired control stack are what you’d expect in a nice sedan, not a truck. It’s a far cry from the cheap plastic of the previous Durango. In addition to the nicely modernized dash, Durango offers three-row seating with more room for passengers in the back. Designers added headroom, leg room and hip room, and the second row seats flip and fold easily. Interestingly, we found the cloth seats in the base models to be more comfortable than the leather in the more expensive Durangos. Rear-seat climate controls, thumping subwoofer-equipped sound systems, Sirius satellite radio and a DVD entertainment system are also available. In some configurations the interior is more spacious than that of some full-size SUVs. Knock all of the seats flat and the new Durango will carry 102.4 cubic feet of cargo. The cargo floor is wide and flat enough for the Durango to carry a 48″ sheet of plywood.
V8 power has always been one of the Durango’s selling points. For 2004, the new 5.7 liter HEMI engine is offered in this SUV for the first time. Borrowed from the Ram, the HEMI puts out 330 horsepower, and this grunt raises the Durango’s towing capacity to a pickup-truck-humbling 8950 pounds. It’s an 85-horse boost over the 5.9 V8 that was previously the big gun in the Durango lineup. Our test truck was a Hemi, of course, and it had more than enough grunt to move out with authority. Dodge also offers the Durango in 3.7 liter V6 and 4.7-liter V8 flavors. The V6 is a powerful 210-horse unit, and is the standard engine on two-wheel drive Durangos. It’s the first time a V6 has been offered in Dodge’s mid-size SUV, actually. The 230-hp 4.7 V8 is a carryover from last year. Dodge says that fuel economy has been improved in both V8s as well. All Durangos are offered with a five-speed automatic transmission. For the truck folks, the available four-wheel drive system is equipped for off-roading, with a low range. Also of note is a larger, 27-gallon gas tank, which increases the V6-equipped Durango’s range to 400 miles or so.
Like those of the toughest trucks, the new Durango’s frame is a hydroformed unit, with strong, water-pressure construction. The front frame rails are a patented octagonal design that provides excellent impact absorption in spite of the Durango’s short nose. They’re also replaceable to facilitate quick repairs should the worst happen. The Durango rides on a separate frame and has carlike rack and pinion steering. Traction control and full-time four-wheel drive are available. There’s a solid axle in the back, but Dodge uses a Watt linkage system to reduce axle hop and skate, and coil springs smooth the ride out. Healthy skid plates are included for off-pavement adventures. On the safety front, anti-lock brakes are standard equipment and side-curtain airbags are available.
The new Durango is available in three trim levels: ST, SLT and Limited, with a choice of two- or four-wheel drive across the board. Pricing starts at $26,565 for a two-wheel drive ST, and climbs up to over $35,000 for a well-equipped Limited. Our test truck was an SLT model, which was nicely equipped for a bit under $32,000.
Specifications:
All specs are for the 2004 Dodge Durango SLT, which we tested.
Length: 200.8 in.
Width: 76.0 in.
Height: 74.3 in.
Wheelbase: 119.2 in.
Curb weight: 5076 lb.
Cargo space: 20.1 cu.ft. (all seats up); 102.4 cu.ft. (all seats folded)
Towing capacity: 8700 lb. (4×4)
Base price: $31,590
Engine: 5.7 liter OHV Hemi V8
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 335 @ 5400
Torque: 370 @ 4200
Fuel capacity: 27 gal.
Est. mileage: 14/19 (est.)