Automotive Reviews
Posts tagged serious 4×4
2010 Ram Power Wagon
Jan 22nd
For some folks, Dodge’s Power Wagon represents the Ultimate Truck. This is a vehicle whose name is a veteran of several wars and has conquered some of the least hospitable terrain on earth, and it’s not about to let down its predecessors. Of course, that’s just the name, and it’s gracing an all-new truck underneath. Can the new Power Wagon live up to its legacy?
As with past versions, the Power Wagon is available only on the sturdier chassis of the heavy-duty Ram. The Power Wagon as we know it today has existed quietly since 2005, as the toughest off-roader in Dodge’s stable. A modified suspension, locking differentials, underbody armor and of course a winch mounted behind the front bumper all ensure that this truck is ready for serious off-road action.
It graduates to the third-generation Ram platform for 2010, and picks up a bit more distinction. The Power Wagon is available as a Crew Cab model with a 6’4″ cargo box. A distinctive yet tasteful graphics package brings to mind the Power Wagons of the 1970s, with a blacked-out hood and red-lined POWER WAGON lettering emblazoned on the tailgate and just under the hood scallops that set the heavy-duty Rams apart from the lesser half-ton trucks. The integrated 12,000-pound Warn winch rides behind the front bumper, and the Power Wagon features some of the most extensive underbody armor to be found on any factory-built truck, with hefty skid plates and a metal cage protecting all of the Power Wagon’s vitals. This is a mean truck. It might use that winch to help yank a stuck truck out of the mud…or it might just calmly watch it die.
On the inside, the Power Wagon shares appointments with the Ram 1500, including handsome carlike soft-touch surfaces on the dash and elegant full stitching. The seats are comfortable enough for all-day driving, and there are dozens of cubbies for gear, including under-floor storage in front of the rear seats that can stow drinks and ice. An available backup camera in the tailgate is also helpful for negotiating tough off-road obstacles. Don’t let the soft materials and high-tech tricks fool you, though; the Power Wagon is a serious piece of equipment.
Only one powertrain is offered: the HEMI 5.7 liter V8. Tweaked for 2010, the HEMI features variable valve timing, and Dodge’s engineers have improved both output and fuel economy. In the Power Wagon, this engine produces 383 horsepower and 400 pound-feet of torque. It’s backed up by a five-speed automatic transmission. Unfortunately, the massive torque of the Cummins turbodiesel can’t be had in the Power Wagon, as the longer engine interferes with the mounting of the winch. That’s a shame; a diesel, six-speed manual Power Wagon would be a hellacious thing indeed. The HEMI’s instant power is well-suited to off-road duty, however. That’s a good thing, considering the standard four-wheel drive. Though the front and rear locking differentials are engaged electronically, the four-wheel drive is controlled by a lever rather than a push-button, reminding you that the Power Wagon is a Serious Truck in the old-school sense of the word.
On pavement, the Power Wagon rides like a truck, in a good way. Bilstein shocks provide a compliant ride that’s stiffer than that of the standard Ram 2500. An electronically disconnecting swaybar improves suspension articulation, reducing the body twist and toss that are common to large pickup trucks on uneven trails. For drivers who like a truck to feel sturdy and firm, the ride is perfect; it’s not bouncy over small bumps, but there’s not a hint of float in it as well. Off-road, this translates to a suspension that’ll keep the driver informed of what’s going on underneath, even when it’s out of sight. Walking the Power Wagon around obstacles is easy, even with limited visibility.
Driving this truck off-road is an experience. Where off-roaders like the Jeep Wrangler and Land Rover LR3 are all about finesse in the rough stuff, the Power Wagon is as un-subtle as it gets. This is a punch-it-and-hang-on off-roader, bred for tackling muddy bogs and slippery hills with gusto. A combination of grippy 32-inch BF Goodrich tires, an ultra-low 4.56 axle ratio and Bilstein shocks allow for a level of point-and-shoot hill climbing that’s unheard of in a stock Wrangler. The Power Wagon positively churns through hostile terrain, the HEMI singing a song of unembarrassed horsepower, yet the steering remains responsive even with all three differentials locked up. More than once, it looked like the truck would be powering into the woods with a bootfull of opposite lock dialed in, and at the last moment the Power Wagon would hook up and turn just the right way in a slow-motion four wheel drift. This is not to say that the Power Wagon can’t “Tread Lightly,” of course. Healthy approach and departure angles, articulation and breakover angle combined with a controllable throttle mean that it can creep with ease. But when the situation requires power, that’s where this truck shines.
The Power Wagon is a truck that knows its purpose in the market, and it’s got nothing to do with fashion or trends. When asked how Ford’s hot-rod off-road pickup the SVT Raptor compared to the Power Wagon, one Dodge representative said that the Raptor was a nice truck, but that the Power Wagon “will be around long after it’s gone.” For a hard-working tough truck like this one, longevity just might be the biggest achievement of all. Of course, that durability and toughness doesn’t come cheap: pricing starts at $45,780.
Specifications: All specs are for the 2010 Ram 2500 Power Wagon.
Length: 237.4 in.
Width: 79.1 in.
Height: 78.4 in.
Wheelbase: 148.9 in.
Curb weight: 6398 lb.
Towing capacity: 10,450 lb.
Payload: 2400 lb.
Base price: $45,780
Engine: 5.7 liter OHV V8
Drivetrain: five-speed automatic transmission, four-wheel drive
Horsepower: 383 @ 5600
Torque: 400 @ 4000
2010 Jeep Wrangler Unlimited
Dec 4th
Want to make a Jeep Wrangler Rubicon unhappy? Confine it to pavement. That’s what I had to do recently, when I found myself behind the wheel of Jeep’s big off-roader…in the middle of Los Angeles. The Santa Monica Hills loomed temptingly over Hollywood, but there were no dirt roads or rocks to be found up there, just twisty roads and multi-million-dollar houses. The Jeep was, in a word, miserable.
Of course, that’s the lot in life of a great many Jeeps. Bred for dirt, the Wrangler’s also something of a fashion statement in some suburbs. Over the years it’s become less uncompromising and turned into an atypical yet generally hospitable vehicle around town.
Then again, it’s only “comfortable” when compared to previous Jeeps, and possibly hard-core elder statesmen of the off-roading scene like the original Ford Bronco and International-Harvester Scout. The Wrangler’s interior is as basic as they come, with seating for five and not much more. The stretched-wheelbase Wrangler Unlimited offers additional seating and 46.4 cubic feet of cargo space behind the rear seats, but this is still an off-road vehicle first, in spite of the available navigation system and Sirius satellite radio. A warning on the visor reminds passengers that the top is weather protection, nothing more, and the three-piece “Freedom Top” hardtop is easily removed for open-air motoring. The doors are removable too, of course, so the power window switches are mounted on the console.
The lack of available rough stuff was even more poignant considering the Rubicon model’s readiness for same. The suspension uses solid axles front and rear, for improved articulation. The frame has been stiffened, allowing slightly softer spring rates without a loss of responsiveness. The front swaybar can be disconnected electronically, improving wheel travel in tight off-road situations. Mountain-goat like approach and departure angles of 44.6 degrees and 40.6 degrees respectively enable this vehicle to traverse the most daunting obstacles. Off-road, the Wrangler Unlimited is a stunning performer. On pavement, it’s bouncy and unforgiving of sudden movements, though the standard anti-lock brakes and stability control with roll mitigation do a reliable job of keeping the dirty side down. Unfortunately, the biggest obstacles we encountered were the curbs at Home Depot, which barely scratched the surface of this vehicle’s ability.
This is a big vehicle, and the 3.8 liter V6 under the hood produces just 202 horsepower. Power is adequate. The Wrangler Unlimited is actually rather slow, when you come right down to it, but then winning stoplight drag races isn’t this vehicle’s purpose. The 3.8 is designed for generous torque and smooth power delivery, the better to creep up a serious incline without wheelspin or drama. There are 237 pound-feet of torque on tap, and should you have the opportunity to get the Wrangler Unlimited dirty, you’ll find the responsive, easy-to-control throttle to be a fantastic advantage. A six-speed manual transmission is standard, with a four-speed automatic available. The Wrangler will tow up to 3500 pounds when properly equipped, and Trailer Sway Control is available. Jeep includes a “Rock-Trac” two-speed transfer case and electronically locking axles front and rear with the Rubicon model.
The Wrangler Unlimited’s styling is distinctive, which has lent itself well to the vehicle’s being an icon around town. The brick-like exterior styling seems like it should be rife with blind spots, but actually lends itself to perfect placement on the trail or in your lane. The big Wrangler is easy to drive in spite of its size. The longer wheelbase means that the Wrangler Unlimited won’t snap your neck on the freeway, either. This is the classic, upright Jeep with round headlights, flat windshield, a seven-slot grille and square fenders. Fog lamps, skid plates and tow hooks are standard. Apart from the four-door body and wheelbase, which is just over twenty inches longer than that of the standard Wrangler, it’s a modern interpretation of the original military Jeep. Hard- and soft-tops are available, and the soft top has been simplified for easier operation. The Rubicon is set apart by its standard seventeen-inch wheels and 32-inch tires, and by “RUBICON” lettering on the hood.
It was tempting to turn the unhappy Jeep loose in a construction site, just to get some dirt in its treads, but I resisted the urge. Off-road adventures are what this vehicle was bred for, so if you’ve got the urge to put down the $32,090 for your own Wrangler Unlimited Rubicon, just remember this: don’t keep it on the pavement. It’ll love you for the abuse. My tester featured the Freedom Top, a trailer-towing package and navigation system and stickered for $37,060.
Specifications: All specs are for the 2010 Jeep Wrangler Unlimited Rubicon
Length: 173.4 in
Width: 73.9 in.
Height: 70.8 in.
Wheelbase: 116.0 in.
Curb weight: 4340 lb.
Cargo space: 46.4 cu.ft. (seats up); 83.0 cu.ft. (seats folded)
Towing capacity: 3500 lb.
Base price: $32,090
Price as tested: $37,060
Engine: 3.8 liter V6
Drivetrain: four-speed automatic transmission, four-wheel drive
Horsepower: 202 @ 5100
Torque: 237 @ 4000
Fuel capacity: 22.5 gal.
Est. mileage: 15/19
2003 Lexus GX470
Sep 29th
We never thought there was much of a gap in Lexus’ luxury SUV lineup. The RX300 fulfilled the needs of the buyer who wanted a midsize sport-ute that could tool around town like a car, and the LX470 took care of the large end of the market, as well as offering the Toyota Land Cruiser’s off-road ability combined with great freeway manners. What more could one ask for?
Apparently, Lexus thought of something. For 2003, an all-new sport-ute is shoehorned into the lineup right between the RX300 and LX470. Called, perhaps predictably, GX470, this new mid-sizer splits the difference between its larger and smaller brethren, with serious off-road ability and good in-town manners. The fantastic build quality and luxury features it inherits from the entire Lexus lineup.
In spirit, the GX470 owes a lot to Jeep’s Grand Wagoneer of the 1970s and ’80s. It was arguably the first luxury SUV (along with Land Rover’s Range Rover), prowling the highways with leather and fake wood trim inside and out before there was even a “luxury SUV” category in the market. Like the Grand Wagoneer, the GX470 is a body-on-frame, V8-powered truck that’s just a bit smaller than the biggest SUVs and substantially larger than the small ones. Chances are, the GX470 could follow a Wagoneer or Range Rover off-road, too. Thanks to an array of high-tech traction aids, it might even better it, but whether it will ultimately match the iconic status of the seasoned luxury SUVs remains to be seen.
Our test GX470 certainly drew a lot of curbside attention. At first glance we found the design to be derivative of other Lexus product. The tapered grille and big “L” badge are there, as well as aggressive fender flares and a profile that’s strongly reminiscent of big brother LX470. The V of the hood carries the grille’s shape down into the bumper for an interesting effect, but otherwise we didn’t think it was that distinctive. Onlookers contradicted this impression, however. More than once during the week we were stopped and surrounded by several curious onlookers–including a number of Mercedes M-Class and BMW X5 owners–who wanted to know all about the newest Lexus, so perhaps there’s more to the GX470′s design than meets the eye. The details are admittedly nice; the headlamp covers, for instance, are tinted very slightly green instead of the usual clear plastic covering them. The running boards are lighted, too.
Inside it’s all Lexus, with dark leather, wood, electroluminescent gauges and comfortable chairs front and rear. The large console is trimmed in both wood and leather, just like the dash, but we had a hard time keeping its cargo-bay style door closed. When equipped with third row seats the GX470 will seat eight. The third-row seats flip up and fold to the side, a stowage method that never proved popular in the Previa or Land Cruiser. For what it’s worth, they work well but are slightly fussier than a removable seat would be. Then again, you don’t have to remove them if you don’t want to. The cargo area is easily accessible thanks to a rear door that opens out instead of up, and there’s a comprehensive tool kit as well. The luxury stuff is here too, of course; DVD-based satellite navigation, rear air conditioning, Lexus’ signature Mark Levinson sound system and a DVD player for rear-seat passengers are just a few of the goodies on the options list.
The 4.7 liter DOHC V8 is based on the engine which powers the LX470 and Toyota Tundra pickup. 235 horsepower is good enough to keep the GX470 moving along smoothly in traffic. It’s also clean enough to qualify the GX470 as a low emissions vehicle (LEV). The five-speed automatic transmission is equally smooth, just like we’ve come to expect from Lexus. We even cast aside the GX470′s luxury mantle and made it tow a car, and it handled the truck stuff with aplomb. The 4.7 V8 has a towing capacity of 5000 pounds, and the GX470 can be equipped with a receiver hitch from the factory.
The GX470 drives like a very tall sedan on the freeway. It’s not just the isolation of the body-on-frame construction that makes this so. Full-time four-wheel drive is a generally stable drive system, but Lexus has stacked the deck with an array of electronic aids to ensure that this SUV doesn’t drive like a truck on any surface. Anti-lock brakes, Vehicle Skid Control and Adaptive Variable Suspension (AVS) damping help to smooth out on-pavement driving. The heart of AVS is an “intelligent” shock absorber system that can change stiffness according to road conditions, speed and driver inputs. The result is a capable off-roader that drives like an ES300 sedan.
Capable off-roader? Yes, indeed. The GX470 is poised to give any Land Rover Discovery (Or Grand Wagoneer, for that matter) a run for its money in the rough, with a standard low-range transfer case and electronic aids for safe descending and starting on steep hills. The hill ascent and descent assists work like similar units on Land Rovers, and use the ABS to prevent wheelspin when going up, and to limit vehicle speed to less than five miles per hour when going down. The traction control can lock the front and rear differentials, as well. There’s also a Land Rover-style adjustable suspension, which can be used to raise the GX470 over obstacles. A brief foray into the dirt with our test GX470 showed it to be maneuverable for its size and happy to tackle fierce conditions without a loss of composure.
Land Rover’s truck-like Discovery pales in comparison to the GX470, but don’t fear, Land Rover faithful; the Disco still has spades more personality than the GX470. Thanks to all the luxury gear and gadgetry, it costs a significant bit more than the Discovery as well. The GX470 splits the difference between the big Land Rovers it wants to emulate, with its base price of $44,925 falling right between that of the Discovery and Range Rover.
Specifications:
All specs are for the 2003 Lexus GX470, which we tested.
Length: 188.2 in.
Width: 74.0 in.
Height: 74.6 in.
Wheelbase: 109.8 in.
Curb weight: 4675 lb.
Cargo space: 13.2 cu.ft. (all seats up); 77.5 cu.ft. (all seats removed)
Towing capacity: 5000 lb.
Base price: $44,925
Price as tested: $48,052
Engine: 4.7 liter 32-valve DOHC V8
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 235 @ 4800
Torque: 320 @ 3400
Fuel capacity: 23 gal.
Est. mileage: 15/18