Automotive Reviews
Posts tagged pickup
2002 Nissan Frontier SCV6
Jul 21st
Don’t look now, but your compact pickup truck is feeling a bit conflicted. First you wanted more power, so you could tow and haul more. Then you asked for four doors, just like the big crew cab pickup trucks have. Then you wanted a full-size, six-foot bed. All of a sudden, your mini-pickup isn’t so mini any more. The 2002 Nissan Frontier is a great multi-tasker in crew cab, long-bed format…but it’s a lot bigger than it used to be.
It’s also a lot more interesting than it used to be. With the boom in personal-use pickup trucks, many manufacturers have decided that the no-nonsense T-square styling of their pickup trucks just wouldn’t do. Nissan has spiced up the Frontier with a much more modern, aggressive look that debuted in 2001. The underlying frame hasn’t changed much, but the cosmetic makeover is a good one. Nissan’s Crew Cab option was a first among compact pickup trucks, and for 2002 Nissan addresses that truck’s reduced cargo capacity with a full-length bed. Thanks to a wheelbase stretch, the stubby Standard bed has been lengthened by 18.3 inches to 74.6 inches, giving it some real cargo capacity.
It’s a surprise that Nissan didn’t resurrect the Hardbody moniker for this tough-looking truck. Instead of a grille, the Frontier features large bumpers and headlight surrounds that look almost like armor. A thick, bold argent-colored crossbar covers the main grille opening. The blocky, bulletproof look continues down the sides with aggressive fender flares and faux rivets. Four-wheel drive models like our test truck ride high on 17″ wheels and tall 265-series tires, and the high step-in height is rewarded by excellent ground clearance. A roll-bar-like roof rack is available, as is a unique Open Sky model with a roof-length retractable canvas top. Out back, the lockable tailgate’s handle has a boxy plastic surround that resembles a safe’s lock protection skirt. Oh, and if you’re into the color yellow, the Frontier looks good in it.
The materials inside are modern and new, but the ergonomics haven’t really changed since the Eighties. The three-pod dashboard and chunky steering wheel are reminiscent of Nissan’s sports cars. The seats are decently supportive, but they’re far too close to the floor for long-distance comfort. The rear seats are no better, and there’s not much in the way of legroom, but don’t forget, this is a pickup truck, not a luxury sedan.
You’d be forgiven for forgetting that, what with the Frontier’s luxurious appointments. Our test truck featured a racy black and red leather interior, steering wheel radio controls, and a powerful Rockford-Fosgate sound system complete with a subwoofer. The optional sunroof is a non-powered, low-tech flip-up unit, but it allows some sun into the cab.
The Frontier hasn’t quite reached the point of having full-size pickup bulk without the additional work capacity, but it’s close. It’s no wider than it used to be, but at 211″ long, some care must be taken in tight situations or when parallel parking.
Under the hood, a supercharged 3.3 liter V6 provides power. The Frontier is the only supercharged compact pickup available today, and the 210-horsepower engine is good for towing up to five thousand pounds. The noisy ‘charger doesn’t provide the neck-snapping punch that the cool “Supercharged” badges suggest–the V6es in Ford’s Ranger and Toyota’s Tacoma feel torquier. The Frontier’s not slow by any stretch, but it’s not a hot-rod pickup either. A choice of five-speed manual and four-speed automatic transmissions is available.
The stretched wheelbase has been strengthened with extra crossmembers, so the longer Frontier doesn’t feel flexy or loose. The somewhat stiff suspension is par for the course among compact pickups. Freeway travel isn’t terribly bouncy thanks to the longer wheelbase, but we’d think twice before taking this particular trucklet on a long road trip. The extra length makes the Frontier just as long as a full-size pickup, so caution must be used in parking lots. The clumsiness is made worse by a four-wheel drive system that sometimes binds in tight turns and makes it hard to steer.
On the other hand, the Frontier is happy when it comes to doing truck-stuff. That high ground clearance makes for decent nasty-road ability. Our test Frontier crawled through a junkyard with ease, waddling through eighteen-inch deep ruts that would’ve stopped some trucks cold–and it managed that feat in two-wheel drive. The four-wheel drive Frontier has no problem acting like a full-size pickup truck when the pavement ends.
The Crew Cab Long Bed can be had in XE, SE, and S/C (supercharged) models. It’s a great little truck, but unfortunately when it’s heavily optioned as our test Frontier was, things get a little pricey. With the sunroof, Rockford-Fosgate sound system and leather interior, our S/C tester hit the streets at $29,025. Yipes! That’s more than enough to buy a nicely-equipped F-150 or Chevy Silverado, and the Frontier’s option list wasn’t even maxed out. Options like Nissan’s Vehicle Dynamic Control (VDC) stability control system, the Open Sky model and tire pressure monitors push the price tag even higher. Then again, Nissan’s extended compact pickup looks really, really cool sitting at the curb.
Specifications:
All specs are for the 2002 Nissan Frontier 4×4 SCV6, which we tested.
Length: 211.0 in.
Width: 71/2 in.
Height: 66.7 in.
Wheelbase: 131.1 in.
Curb weight: 4100 lb. (est.)
Towing capacity: 5000 lb.
Base price: $26,349
Price as tested: $29,025
Engine: 3.3 liter SOHC supercharged V6
Drivetrain: four-speed automatic, four-wheel drive
Horsepower: 210 @ 4800
Torque: 246 @ 2800
Fuel capacity: 19.4 gal.
Est. mileage: 15/18
2002 Mazda B4000
Jul 21st
The Mazda B-Series has always been a good truck hiding in the shadow of its popular twin-under-the-skin, the Ford Ranger. With Ford’s marketing might pumping out special editions and flashy updates to the Ranger every few months it seems, the more conservative Mazda has often gotten lost in the shuffle.
Basically the same truck since the early 1990s, the B-Series and Ranger share drivetrains, chassis, and a production line. The lineup got a design “freshening” last year, which included a bigger engine. For 2002, the B-Series is updated with new colors and “sporty add-ons,” as Mazda calls its accessories, but a redesign is still a few years off.
Part of this particular Mazda’s anonymity can be chalked up to a lack of distinctive styling. Apart from sheetmetal fillips like flared fenders on the bed, which approximate the look of “flareside” trucks without sacrificing cargo area, the B-Series is little more than an exercise is basic pickup design, circa 1997. Although, compared to recent styling changes to its cousin the Ford Ranger, that might not be an entirely bad thing. The B-Series wears the Mazda logo up front on a black, chrome, or body-colored grill depending on the model, and a slightly vee’d hood which approximates the contours of other Mazdas. Mazda’s distinctive chrome-on-black window trim is also available on the SE trim level, and adds a touch of class where most minis are utilitarian. The window treatment’s the most recognizable element of the truck. As with most pickups, regular and extended cab versions are available, and the extended Cab Plus 4 featured on our test vehicle has two rear doors which open “suicide-”style to help passengers in and out of the tiny jump seats. A flip-out bed extender allows for longer loads.
Inside, the kinship to the Ranger is much more evident. Dash textures and materials are all Ford, as are the stereo and climate control systems. Not that we’re complaining; with large, easy-to-use buttons and durable workmanship, the ancillary controls are welcome on as many vehicles as Ford wants to put them on. The front seats are comfortable, compared to those found in other little pickups. The rear jump seats available on extended cab models are best suited for children. They come with lap belts, and fold to the back when not in use. No, they’re not remotely comfortable, but it’s arguably safer than stowing your
in the bed for short trips. The B-Series also shares the Ranger’s somewhat narrow windshield, unfortunately. Like most compact pickups, the B4000 can feel claustrophobic for taller drivers. Despite the dated ergonomics, the B4000 is one of the most comfortable compact pickups available. It’s one of the quietest, too.
There’s an upside to being a direct relative of a best-selling compact pickup truck, however. The B-Series is available with a torquey 4.0 liter V6, which was introduced coincidentally at the same time that the Ford Ranger got its new V6. The range-topping engine puts out 207 horsepower at 5250 rpm. A limited-slip differential is standard equipment, as is a class III trailer hitch that allows the B4000 to tow 5,874 pounds. There’s also a smaller, 3.0 liter V6 available. At the lower end of the pricing spectrum is a 2.3-liter four-cylinder, installed in regular-cab equipped, two-wheel drive trucks only. Plenty of compact pickups see duty as commuters or delivery vehicles, and Mazda’s four-cylinder B-Series are intended to address that need. A five-speed manual transmission is standard. It’s a trucky gearbox, with longish throws and a notchy feel, but that makes it kind of fun in a big-rig way. A five-speed automatic is also available.
The rugged chassis and double-wishbone front suspension were designed for work, rather than commuting, so the B4000 rides like a truck–that is, the ride is smoothest when it’s loaded. Four-wheel anti-lock brakes are standard. Our four-wheel drive test truck had 16″ wheels and an inch and a half more ground clearance than two-wheel drive models, for better maneuverability off-road. The B4000 looks better on those big tires, too. Four-wheel antilock brakes are standard on all B-Series trucks.
Similar to Ford’s Ranger Edge, a Dual Sport package for the B-Series puts the raised four-wheel-drive stance and trim on a two-wheel-drive truck. It also deletes the chrome trim up front and adds tough-looking fender flares. Other accessories such as fog lights, cargo gates, and tonneau covers are available through Mazda. Our test truck was a top of the line B4000 4×4 Cab Plus, and it stickered for $23,735. For that price, the Mazda B4000 is nicely equipped, with standard equipment like a sliding rear window, spare tire lock and a tachometer. Considering that some compact pickups can knock on the door of $30,000, the Mazda seems like a good deal indeed.
Specifications:
All specs are for the 2002 Mazda B4000 4×4, which we tested.
Length: 201.7 in.
Width: 69.4 in.
Height: 64.8 in.
Wheelbase: 125.9 in.
Curb weight: 3210 lb.
Payload: 1260 lb.
Trailer capacity: 5874 lb.
Base price: $22,430
Price as tested: $23,735
Engine: 4.0 liter SOHC V6
Drivetrain: five-speed manual transmission, four wheel drive
Horsepower: 207 @5250
Torque: 238 @ 3000
Fuel capacity: 19.5 gal.
Est. mileage: 16/19
2002 GMC Sierra Denali
Jul 21st
There’s a price threshold at which a vehicle is forced to almost automatically defend its cost before any argument about its merits can be heard. The new GMC Sierra Denali is such a vehicle. Yes, it’s a $45,000 pickup truck.
Wait, don’t leave yet. It really is one heck of a pickup truck. Last year it was called the C3, but the name has been changed to reflect kinship with GMC’s flagship SUV, not to mention another infusion of high technology. With this vehicle, GMC has erased any doubt as to its position as the builder of “premier” trucks in General Motors’ lineup. The Sierra Denali combines the best elements of light- and heavy-duty pickup trucks with the spacious luxury of the Yukon Denali premium SUV into a single, distinctive package. It’s also the first full-size pickup truck to feature four-wheel steering; more on that in a moment.
The Sierra Denali shares the Yukon Denali’s cool front-end sheetmetal, with projector-style headlamps, an aluminum grille and a body-color front bumper with big round foglamps. It’s available only as an extended cab short-bed, and the bed is slightly widened at the rear, dually-style, because the rear track is wider thanks to the standard four-wheel steering system. The powerful stance conveys at a glance the Denali’s more-than-average status. 17″ polished aluminum wheels are shared with the Denali SUV. Tubular step rails and smooth clearance lights on the roof further identify the top dog in GMC’s pickup heap.
Inside, the Sierra Denali is just as luxurious as any Cadillac. Plush two-tone leather seats coddle driver and all passenger (even those in the rear jumpseat), and a large-cubbied console features a grand total of four power points and a notepad rest. Perhaps to show up the average minivan, the Sierra Denali has six cupholders. The only pickup truck-ish aspect is the standard GMC dash, which features full instrumentation in easy-to-read white on black. The front seats are heated, and have integrated armrests. A computerized driver information center and sound system with eight speakers, a six-disc CD changer, and rear headphone jacks are standard equipment as well. As on all of General Motors’ premium vehicles, the OnStar emergency assistance system is standard. The Cadillac Escalade EXT and Lincoln Blackwood obviously aren’t the only players in the luxury-pickup game.
Unlike the EXT and Blackwood, however, the Sierra Denali is ready to do more than just look fancy in front of the country club. It’s ready to work. The Sierra Denali is offered only with the Vortec 6000 V8 engine mated to a four-speed automatic transmission. This six-liter (that’s 364 cubic inches) motor is shared with the Yukon Denali, and cranks out 325 horspower and 370 foot-pounds of torque. At no time does the Sierra Denali feel underpowered, with that much brute force under the hood. Also thanks to the large motor, the big pickup feels relaxed and refined around town. However, with a 4.10 rear end GMC’s most prestigious pickup can tow up to 10,000 pounds. All-wheel drive is standard, and provides a form of continuous traction control by monitoring all four wheels for slippage. Four-wheel disc brakes with ABS are also standard.
The most obvious departure from standard for the Sierra Denali is the Quadrasteer four-wheel steering system, which uses an electrical control unit to turn the rear wheels. At low speeds, the rear wheels turn opposite the front wheels, drastically reducing the turning radius and making the pickup easy to maneuver. At highway speeds, all four wheels turn in unison, for added stability. When towing, the rear wheels are able to act as steering wheels for the trailer, also enhancing nimbleness. Does it work? It’s nothing short of amazing. A Quadrasteering truck feels almost twitchy at first, but that’s just the feeling of a full-size truck that isn’t clumsy. The Sierra Denali has a 37.4-foot turning radius, close to that of a subcompact Saturn. Crowded parking lots or job sites are dispatched with ease. Quadrasteer can also be switched off with a button on the dash. GMC plans to offer Quadrasteer on other trucks in the Sierra lineup later in the year.
Quadrasteer requires a higher-capacity rear axle, so trucks thus equipped enjoy a higher GVWR. The Sierra Denali is rated at 7200 pounds, an improvement of 400 pounds over last year’s C3. The rear track is also five inches wider–hence the unique cargo box, which flares to cover the wheels.
The Sierra Denali features a selectable suspension which allows a choice of firm or soft shock absorber settings. Like the rest of GMC’s light-duty pickup line, the Denali has an independent front suspension and a leaf-sprung rear. Heavy-duty shocks and a trailering package are standard on the Denali. Contributing to the smooth ride is a frame which uses hydroforming technology and tubular crossmembers to provide a stable, strong platform. Compared to competitive trucks, the Denali has one of the smoothest rides. Unlike the Toyota Tundra, however, it still feels like a truck. There’s a degree of resistance in the steering and feedback from the tires that many “truck people” have come to expect and appreciate.
Okay, so it’s an insanely expensive pickup truck, but unlike the other “ultimate pickup trucks” from Lincoln and Cadillac, the Sierra Denali actually has quite a bit to offer in the way of above-and-beyond. With its four-wheel steering, ultra-luxurious interior and increased payload capacity, it comes close to justifying its $43,385 base price. Everything is standard, of course. Our test vehicle stickered for $44,105 after destination charges were added.
Specifications:
All specs are for the 2002 GMC Sierra Denali, which we tested.
Length: 227.6 in.
Width: 83.5 in.
Height: 73.9 in.
Wheelbase: 143.5 in.
Curb weight: 5478 lb
Payload: 1722 lb.
Trailer towing: 10,000 lb.
Cargo space: 56.9 cu.ft.
Base price: $43,385
Price as tested: $44,105
Engine: 6.0 liter OHV V8
Drivetrain: four-speed automatic, all-wheel drive
Horsepower: 325 @ 5000
Torque: 370 @ 4000
Fuel capacity: 26 gal.
Est. mileage: 12/15