Automotive Reviews
Posts tagged 4×4
1999 Ford Explorer
01065 days
*Note: This was my first “official” automotive review ever!
Remember the unmistakable allure and appeal of an empty refrigerator box when you were a kid? That giant cardboard block was the ultimate toy. It could be anything–house, space ship, fortress, car, cave, store. All that was required was a little imagination.
Weird photo quality is due to this pic's having been shot on film and scanned, with equipment that was already old in 1999!
Indirectly, this could explain the popularity of the sport-utility vehicle. As urban people movers, sport-utes are great settings for making believe, in the quiet, invisible way that most adults do. Sure, a minivan or sedan can perform the same day-to-day tasks, but in a sport-ute, a little imagination can turn a mundane trip to the mall into a quick run through the wasteland of The Road Warrior or the South American rainforests of Romancing the Stone, thanks to the truckish ride and high stance.
The Ford Explorer has always made a great showing for itself as a springboard for automotive flights of fancy. Introduced as Ford’s compact sport-ute in 1991, with a substantial update in 1995, the Explorer has consistently been among the best-sellers in the class. For 1999 the Explorer benefits from a redesigned front bumper and side trim, optional side airbags, an optional Reverse Sensing System that allows the driver to detect objects behind the Explorer when backing up, and a rear load-leveling system for selected models which helps to keep the rear of the vehicle from sagging when it’s heavily loaded or towing. Explorers are available in two-door and four-door body styles, with two- four- and all-wheel-drive available in several trim levels.
Bestseller or not, the Explorer has been criticized in the past for its poor off-road capabilities, most notably the lack of a ‘creeper’ gear that makes inching up or down steep, slippery hills less of a chore. But off-road potential isn’t what the Explorer is all about. The Explorer is all about pretending and playing while you look serious and respectable.
With so many on the road, the Explorer presents a familiar face to the world. While it’s not uncommon to see three or four of them at a busy intersection, the number of color and trim options available virtually insures that you’ll rarely see an Explorer just like yours coming the other way. The wagon-on-mud-tires silhouette common to most sport-utes is distinguished by contrasting-color fender flares and running boards on pricier Explorers. The boxy body underneath has been smoothed over the years but the Explorer has always had the same basic design. It looks rugged enough–though an enthusiastic venture off-road would surely spell death for those running boards. The new, chrome-surrounded driving lights add a touch of distinction up front on models equipped with them. “Puddle” lights housed in the running boards and under the rearview mirrors cast a welcome mat of light around the Explorer and make the little truck resemble a landing spacecraft as you approach at night. Go on, pretend that it is, if you want to.
Inside, the high-tech look continues. Well-optioned Explorers seem to have been crammed full of blue-lit displays, but there’s plenty of space for four to five passengers amid the gadgets. Our test vehicle, a four-door Eddie Bauer model with AWD, included a fantastic array of equipment. Hidden in the doors are optional side airbags. Somewhat more accessible in the center console is a six-disc CD changer, and a bright blue trip computer display. Our test Explorer featured automatic headlights, keyless entry, and an auto-dimming rearview mirror. In the driver’s sun visor is a small array of buttons for the Homelink system, which features programmable garage door opener or home security system buttons, and for Travelnote, a hands-free, solid-state message recorder. Control buttons to for the climate control, premium sound system, and cruise control live on the steering wheel, right underneath the driver’s thumbs. While there is ample room for seating, the Explorer’s eight-year-old basic body means that the windshield is rather narrow compared to newer sport-utes. The wide-framed auto-dimming mirror eats a lot of space in the middle of the windshield as well, and tall drivers will need to duck occasionally to make sure it’s not hiding a car. The obstructed view becomes part of the ambience once you’re used to it. With all the gadgets and displays, the Explorer is more than ready to pretend that the interstate is Damnation Alley, complete with giant cockroaches. With the leather and appointments available on the Eddie Bauer and Limited series it’s ready to line up with the Cadillacs at the poshest theater in town.
On the road, the Explorer takes some getting used to. Simply put, V8-equipped Explorers reward smooth inputs. A heavy foot on the gas will result in lots of unintentional head-bobbing, with 215 horsepower available. The steering requires a similarly gentle touch. Sharp turns and fast lane changes make the Explorer feel tippy and unstable. When you’re not trying to drive it like a Camaro, however, it’s a perfectly willing companion. The Explorer is happiest on wide, paved rural roads, where the suspension has plenty of time to sort out the curves without awkwardness. In-town, visibility isn’t as good as it could be for a tall vehicle, due mainly to that huge mirror and slim windshield, and the front corners are hard to see in spite of the rounded nose. On the highway, the Explorer feels as though it’s charging along full-tilt at almost any speed above 55. The ride is a little bit tossy, but that’s in keeping with the Explorer’s mission in life and not a detriment. A hard-core offroader it’s not, but the Explorer is a solid-feeling, luxurious vehicle.
There are five trim levels. Listed from least to most expensive they are: XL, XLS or Sport, XLT, Eddie Bauer, and Limited. Explorers are available in two-, four- and all-wheel drive. Four-wheel drive vehicles can be switched from two- to four-wheel drive as conditions require, while all-wheel-drive Explorers use all four wheels to drive full-time. Our test vehicle was an AWD Eddie Bauer, with side airbags, skid plates, a CD changer and premium audio system, and sport leather bucket seats. It listed for $34,665.
The Fact Box:
All specs are for the 4-door Explorer, which we tested.
Length: 190.7 inches
Width: 70.2 inches
Height: 67.5 inches (4×4)
Curb weight: 4128 lbs (4×4)
3891 lbs (4×2)
Trunk space: 42.6 cu. ft. (rear seat up)
81.6 cu. ft. (rear seat folded)
Base price: $33,640 (Explorer Eddie Bauer 4dr AWD)
Price as tested: $34,665
Horsepower: 215 @ 4200 rpm (5.0 V8)
Fuel capacity: 21.0 gallons
Est. mileage: 14/19 mpg.
6/2009 update: Explorers are nicely perennial; as they get older, they get a little shabby-looking if not cared for, but for the most part they’ll keep running. Fords have trouble with transmissions and I have heard of all-wheel drive issues with these trucks, but I’m not KBB so I can’t say for certain. However, Ford sold an awful lot of them, and a lot of them are still out there, and they don’t look too terribly out of date, probably because they looked a bit dated when new.
2009 Nissan Xterra
01067 days
The Xterra has always been about going out and getting dirty. Even the most urban Xterra seems to dream of going off-road, and might even make a break for the hills if a Yuppie owner doesn’t feed its need for dirt. While Hummers, Land Rovers and Jeep Wranglers have to suffer the installation of low-profile tires and oversized wheels from owners more interested in cruising Main Street than exploring uncharted territory, the Xterra seems to have been largely spared this indignity, at least that we’ve seen.
Which is not to say that the Xterra is so uncivilized that only the most grizzled outdoorsman would want one, of course. The Hummer H1 and Wrangler have both tried the rolling penalty-box approach, and it didn’t keep the posers at bay. To tell the truth, I’m not sure what keeps Xterra owners honest as to their vehicles’ intent. Whatever it is, it’s working. The Xterra is updated for2009 with a slight facelift and standard side airbags, but it’s been around long enough to be a familiar face on the SUV landscape.
Strap this SUV to the side of a Godzilla-sized backpack with some orange bungee cords and it would look just as at home as it does in a driveway. The styling puts utility before fashion, and the gear rack on the roof, raised rear section and asymmetrical rear window are the Xterra’s defining features. Nissan’s mid-sized brawler has a proud, square nose and the grille and headlight assemblies have been cleaned up and restyled to match those of the Titan and other trucks in Nissan’s lineup. The Xterra has a high stance and bulged fenders. The rear bumper includes a built-in side step for attaching gear to the roof. A new set of available roof lights for off-roading only enhances the Xterra’s piece-of-equipment styling.
Inside, the Xterra is similarly businesslike. Luggy, easy-to-clean cloth upholstery is comfortable, but also looks and feels durable and rugged. Leather is available, but seems out of place in a no-nonsense vehicle like this. The flattish floor makes 3-across seating in the back possible, though the body is narrow. The seats are comfortably wide and firm, but the fronts are too close to the floor, resulting in a legs-out driving position that might be uncomfortable for some drivers. The console is full of useful flat spaces, and the dash resembles that of the Frontier pickup, with an apparent focus on easy cleaning over style. At the rear of the Xterra, the carpetless 35.2 cubic foot cargo area is also easy to clean but adds noise and requires cargo to be secured or it’ll slide around. That’s not hard, of course, with channel-style cargo tiedowns in the floor and cargo hooks in the walls and ceiling, and space for gallon jugs built into the side walls. The Xterra is still available with a first-aid kit in the tailgate. Side-curtain airbags are new for 2009, as is a new Technology option package that includes a Rockford Fosgate sound system, XM satellite radio, Bluetooth connectivity and steering wheel controls for the audio system.
Power is provided by Nissan’s excellent 4.0 liter DOHC V6. This all aluminum engine produces 261 horsepower and 281 foot-pounds of torque, which in the 4400-pound Xterra translates to decent acceleration and excellent low-end grunt. Continuously variable valve timing and an electronic throttle keep it relatively efficient for its size. In the Xterra, I didn’t find Nissan’s throttle to be twitchy or hard to manage, which was a first. Transmission choices are a six-speed manual or five-speed automatic. There’s a two-wheel drive Xterra offered, but to use this truck properly you’re going to want the four-wheel drive, which includes an electrically locking rear differential, hill descent control, and hill-start assist.
The suspension uses carlike double wishbones up front, and a very truck-like leaf-sprung solid axle at the rear. Handling on-road is decent, but definitely truck-like. Off-road, the Xterra is confident, thanks in part to a tough, fully boxed “F-Alpha” ladder frame that’s shared with the full-size Titan pickup and Armada SUV. Opt for the Off-Road package and you’ll get Bilstein shocks and a full set of skid plates. Four-wheel disc antilock brakes and Nissan’s Vehicle Dynamic Control (VDC) stability control are standard across the board. The Xterra may look like the Pathfinder is its closest sibling, but it’s really got more in common with the big trucks.
Somehow, the Xterra wraps all of this no-nonsense confidence into a package that is just honestly what it is, and doesn’t attract many buyers who don’t plan to use it as it was intended. Sure, there are a few out there, but for the most part Xterra owners are on-message. That’s a good thing for Nissan, since the Xterra is very good at what it does. Xterra pricing is reasonable for its class; my tester featured the Off-Road package and stickered for $30,600.
Specifications: All specs are for the 2009 Nissan Xterra.
Length: 178.7 in.
Width: 72.8 in.
Height: 74.9 in.
Wheelbase: 106.3 in.
Curb weight: 4402 lb.
Cargo space: 35.2 cu.ft. (seats up); 65.7 cu.ft. (seats folded)
Base price: $29,340
Price as tested: $30,660
Engine: 4.0 liter DOHC V6
Drivetrain: five-speed automatic transmission, four-wheel drive
Horsepower: 261 @ 5600
Torque: 281 @ 4000
Fuel capacity: 21.1 gal.
Est. mileage: 15/20
2009 Jeep Commander
01088 days
The Commander is an unlikely survivor of the current product-cutting bloodbath going on at Chrysler-Dodge-Jeep. It started life in 2006 as the answer to a question nobody had asked, a three-row, not-quite-full-size SUV that fell somewhere between being a retro homage to the 1980s Cherokee and an attempt to compete with the infamous Hummer H2.
The Commander proved to be a capable off-roader for its size, but prices were high, its V8 engine was a fuelish performer, and it hit the market just as gas prices soared through the roof. Unsold Commanders promptly filled acres of runoff parking lots around the Detroit factory. For several years running, the Commander has been at the top of the list to be dropped, but a last-minute reprieve always seems to arrive. For 2009 it’s escaped the axe yet again. Someone among Jeep’s higher-ups clearly likes this truck.
For 2009, the Commander’s big news (other than surviving) is the introduction of a new 5.7 liter HEMI V8. The new engine produces 357 horsepower with an improved fuel economy rating. The gains come primarily from the adoption of variable valve timing and Chrysler’s Multi-Displacement System (MDS). The now-familiar MDS switches the big V8 over to a fuel-saving four-cylinder mode when full power is not called for. The HEMI V8 is the top of the line; the Commander can also be had with a 210-horsepower SOHC 3.7 liter V6 or 305-horsepower flex-fuel 4.7 liter V8. Five-speed automatic transmissions are standard across the board. Jeep equips the Commander with one of three four-wheel drive systems, offering full-time four-wheel drive (Quadra-Trac I), a two-speed electronic transfer case (Quadra-Trac II), or an active transfer case with front, center and rear limited-slip differentials (Quadra-Drive II).
It’s easy to miss the Commander on the road. Though it’s fairly uncommon in most areas, the lines are very similar to those of the smaller Liberty and mid-1980s Jeep Cherokee models. Boxy, angular lines and a vertical windshield offer a 1980s-retro feeling, making the Commander look a bit larger than it is. Size-wise, it’s comparable to the Toyota Land Cruiser and Land Rover Range Rover, though it’s not priced as high as those luxury trucks. The familiar seven-slot Jeep grille is rendered in chrome and flanked by roundish headlamps in square housings, while an upright two-box design is marked by chunky fender flares, squared-off wheel openings and distinct bumpers. An interesting style fillip is the roof rack, which extends down the back end of the Jeep to form a pair of neatly integrated grab handles.
The interior is comfortable if a bit snug; I remain of the opinion that the Commander is too small to provide sufficient legroom for a third-row seat. Keep it folded down and there’s a handy 36 cubic-foot cargo area, however. As for the working bits, a purposeful dash offers full instrumentation. The Commander’s also available with a full complement of amenities, from new dual-zone climate control to a DVD entertainment system with a large 9-inch screen. The interior is brightened somewhat with available “CommandView” skylight panels for the rear seat passengers and a sunroof up front. Opt for the navigation system, and there’s an iPod jack in the dash. Rain-sensing wipers and HID headlamps are newly available as well. The available power tailgate is a convenience, though its operation is almost painfully slow. The available leather seats are broad and comfortable, and a full day of road-trip driving won’t leave you aching or fatigued.
That long-distance comfort is something of a shame, since the Commander’s not much of a road-tripper. A smallish fuel tank and average fuel economy in V8 models limit its range. Acceleration is leisurely at best; passing on a two-lane road when going up a slight grade is not advised. When not on the freeway, power is adequate, and off-roaders will definitely appreciate the 389 foot-pounds of torque available from the HEMI. This truck serves well as a modern-expedition vehicle, ready to spend days slogging through uncharted territory–while keeping everyone entertained with concert-quality music and movies, of course.
The Commander is similar to the Liberty in that it’s a sturdy, off-road capable vehicle. That also means it drives heavy. Like any self-respecting vehicle to wear the Jeep badge, this truck is well matched to off-roading, if less than smooth on pavement. The Commander is equipped with a short-long arm suspension up front and a five-link rear, and it’s quite trucklike. Turn too quickly into a steep driveway or hit a speedbump and the Commander reacts violently, tossing passengers and cargo around. It’s stable, but far from refined. Four-wheel disc brakes with standard ESP and ABS are also adequate, but the Commander frequently reminds of its over-5000-pound weight when braking.
The Commander is something of a throwback to Jeep’s Grand Wagoneer; it’s a go-anywhere device that’s better suited to life off-pavement in spite of its luxury trappings. The market for such vehicles these days is small, but crowded, and to many objective measures, vehicles like the Toyota Land Cruiser and Land Rover Range Rover do it better. However, none of those vehicles sport the all-important Jeep badge, and that counts for a lot. It’s persuasive enough that it’s kept the Commander in the lineup for a few years past its expiration date, at the very least, and in spite of somewhat stiff pricing. Commanders start at $30,160 for a five-passenger, 4×2 model. You’ll have to walk up to $32,160 to get the four-wheel drive and seven-passenger seating that make the Commander special. My Limited tester stickered for $44,860.
Specifications:
All specs are for the 2009 Jeep Commander Limited.
Length: 188.5 in.
Width: 74.8 in.
Height: 72.1 in.
Wheelbase: 109.5 in.
Curb weight: 5185 lb.
Cargo space: 68.5 cu.ft. (all seats folded); 36.3 cu.ft. (third row folded)
Base price: $40,605
Price as tested: $44,680
Engine: 5.7 liter OHV V8
Drivetrain: five-speed automatic transmission, four-wheel drive
Horsepower: 357 @ 5200
Torque: 389 @ 4350
Fuel capacity: 21.1 gal.
Est. mileage: 13/18