Automotive Reviews
Posts tagged serious 4×4
2000 Land Rover Range Rover
01068 days
We know all of the politically correct things to say: Oh no, it’s another gas-hogging, impractical sport-utility vehicle that’s never going to do anything but drive around upscale suburbs, waste resources, and pose a collision threat to innocent, fuel-sipping economy cars…
Hold it right there. The Range Rover 4.6 HSE is not, we repeat, not just another overpriced, oversized SUV. It’s not just about sitting up higher than the Joneses in their Lincoln Navigator. You see, a Range Rover will crawl happily through terrain and over obstacles capable of turning that Navigator into a stranded suburban sculpture. Desert rally films are chock-full of Range Rovers barrel-rolling, reorienting themselves, and continuing undaunted like overeager puppies on a waxed floor. The Range Rover is tough, and unlike the other “ultimate SUV” currently for sale in the US, you don’t have to sacrifice real-world comfort to live with it.
The brick-inspired shape of the Range Rover has remained basically the same since its 1970 introduction. The high, wagonnish body is handsome, but it’s an off-road-minded design. The wide, short nose and stubby tail minimize overhang at the front and rear, to increase those all-important approach and departure angles. The Range Rover is tall and narrow, to take advantage of the skinniest possible gaps in the terrain. Even the nicely styled 18″ aluminum wheels are shod with aggressive, Pirelli Scorpion mud and snow tires–not the balloon tires seen on poseur SUVs, but tires designed to find traction on any surface and pull the Range Rover through. A two-piece tailgate at the rear provides a picnic area. Fragile equipment is protected–note the rear windshield wiper, which hides under a panel at the top of the rear window to keep it from being torn off by wayward branches–and a full-size spare lives under the cargo floor.
Inside, the luxury takes over almost completely. Leather chairs (not seats) await up to five passengers. They’re high off the floor, and sufficiently comfortable for an hour or two, if not all day. As can be expected, the view out is marvelous, thanks to a high seating position and high roof. It’s a little bit vertigo-inducing, actually. A wide center console contains the dual-range transmission’s shifter and an array of buttons that doesn’t become less inscrutable with familiarity. Among them are controls for the 300-watt harman/kardon sound system, which has twelve speakers and a subwoofer scattered throughout the interior. Dual-zone climate control, heated seats and windshield, a sunroof, trip computer, and a six-disc CD changer are also part of the package. The optional Journey Assistance and Mapping Exploration System (yes, the acronym is JAMES) is located in the dash and works well, but the screen succumbs easily to glare. It’s easier to just let JAMES (who has a British accent, incidentally) tell you when to turn. When it comes to brute-force vehicles, they don’t come much more civilized than the Range Rover.
But all of that sand-spewing Paris-Dakar and mud-slogging Camel Trophy action that helped to breed this thing–how do you live up to that in a land of paved roads and strip malls? Around town, the Range Rover is hopelessly bored. All of the genteel trappings hide a safari spirit, like the gentlemen explorers of yore. The Range Rover is noticeably slower than its peers, thanks to strength-adding weight, but the 222-hp V8 enables it to keep up with the tail end of the pack. Two and a half tons takes some urging to get moving, you know. At least it’s quiet.
The high, boulder-straddling stance and relatively short, maneuverable wheelbase conspire to make the Range Rover seem tippy. It’s actually quite stable, once you get over the feeling that you’re going to fall off. The commanding view and hefty weight give the Range Rover a dramatic ride, in a conquering-the-street sort of way. Land Rover’s Electronic Air Suspension (EAS) is controlled by a button on the dash. The Range Rover has heavy-duty air springs at each corner, rather than traditional springs. Five different ride-height settings allow the truck to be raised or lowered over a range of about five inches. The Range Rover also has a towing capacity of 7700 pounds in its lowest gear, which is enough to help yank a stuck Cadillac Escalade out of a ditch. It’s equipped with permanent four-wheel drive and a two-speed transfer case, for creeping down steep hills. Traction is further enhanced by standard traction control and anti-lock brakes.
Land Rover encourages responsible off-roading like no other manufacturer. Range Rover owners are encouraged to attend Land Rover off-road driving schools in West Virginia and Vermont. A plethora of off-roading accessories are also available. Of course, if you purchase a Range Rover and never take it off-pavement, you’re mistreating it. In that case, the first paragraph applies to you.
Both good and bad is the Range Rover’s pricing, which, like that of purpose-built sports cars, reflects the truck’s specialized purpose and high-level luxury. Well-equipped or not, a base price of $67,300 should knock all but the true believers to their knees. Our test vehicle was equipped with the JAMES navigation system and stickered for $70,920. If you’re looking for a luxury SUV that you don’t intend to take off-road, there are less pricey options like the Lincoln Navigator and Cadillac Escalade. But if you insist on luxury and real capability, a Range Rover’s the only way to go.
The Fact Box:
All specs are for the 2000 Land Rover Range Rover 4.6 HSE, which we tested.
Length: 185.5 in
Width: 74.4 in.
Height: 71.6 in.
Wheelbase: 108.1 in.
Curb weight: 4960 lb.
Cargo space: 31.0 cu.ft (seat up) 58.0 cu.ft (seat folded)
Towing capacity: 6500 lb (7700 in low-range)
Base price: $67,300
Price as tested: $70,920
Engine: 4.6 liter OHV V8
Drivetrain: four-speed automatic with two-speed transfer case, four-wheel drive
Horsepower: 222 @ 4750 rpm
Torque: 300 lb/ft @ 2600 rpm
Fuel capacity: 24.6 gal.
Est. mileage: 12/15
6/2009 update: The big early ’00′s Range Rovers weren’t a common sight when they were new, and they’re less so now. The styling of the later Range Rovers looks better, and these guys aren’t known for being reliable as they age. They will, however, still go anywhere.
2009 Nissan Xterra
01070 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
2008 Toyota Land Cruiser
01390 days
It seems like there’s always been a Toyota Land Cruiser. This unstoppable off-roader has been with us since before the SUV breed was even defined, and if the market for 4x4s ever goes away it will probably be one of the last to leave.
You’d be forgiven for not knowing there’s an all-new Land Cruiser on the block for 2008. Never a common sight on suburban roads, the Land Cruiser has consistently offered a measure of luxury and all-terrain capability that’s hard to match, and the latest incarnation keeps the fire alive with a new, larger engine, better off-road performance and an all-new deisgn.
The fifth-generation Land Cruiser is definitely the most modern-looking. The traditionally upright looks are replaced with a more rakish look, as if the previous version were successfully cross-bred with the new RAV4 compact sport-ute. The Land Cruiser looks smaller than it is, thanks in part to standard 18″ wheels that fill the arches. The beltline is higher as well, and combined with the longish hood the Land Cruiser looks more like a station wagon than an SUV.
There’s a Lexus-like pushbutton start. In fact, the Land Cruiser is so well-appointed that it’s hard to imagine a Lexus version of it–though the upcoming Lexus LX570 is exactly that. Even without the Lexus badge, the Land Cruiser features comfortable leather seating for up to eight, keyless entry, a six-disc in-dash CD changer, moonroof, heated seats and a pushbutton start. I’m not so sure about fake wood trim in a $70,000 truck however, no matter how well-done it is. The instrument panel uses cool blue “Optitron” lighting. Four-zone climate control and an embarrassment of cupholders help to keep three rows of passengers comfortable in the Land Cruiser. The console has an available cool-box that will chill an entire six-pack–of something non-alcoholic, of course. The usual luxury suspects like a rear-seat DVD player and Bluetooth connectivity are also on the options roster.
With the new design comes new power; the Land Cruiser is now powered by the same 5.7 liter V8 that lives under the hood of the mighty Tundra. This dual overhead-cam engine cranks out 381 horsepower. Variable valve timing and electronic throttle control ensure that this power is delivered smoothly and as efficiently as can be expected from a lump of aluminum this size. The Land Cruiser has no trouble getting itself up to speed, a refreshing departure (no pun intended) from Land Cruisers past. Towing capacity is up to 8500 lb. A six-speed automatic transmission is standard, as is four-wheel drive. A new, compact transfer case is hooked up to a Torsen locking center differential for what the off-road guys call “beef.”
You wouldn’t believe it to ride in it, but the Land Cruiser has a solid rear axle and an old-school, full-length separate frame. The Land Cruiser is luxurious, but at heart it’s about toughness rather than economy, hence the stronger design. The new frame uses lightweight, high-strength steel to keep the Land Cruiser from being too porky on the road. A high-articulation double wishbone front suspension and a four-link mounting for the rear axle offer a ride smooth enough for a Lexus but flexible enough to deal with evil terrain. The Land Cruiser is packed to the gills with driving aids as well. Vehicle stability control, off-road anti-lock brakes, active traction control and a Land Rover-like Hill Start control system are along to make the ride equally compliant on pavement or turf. Off-road handling is enhanced by a very quick and precise steering box, and by the massive disc brakes at all four corners. To knock it out of the park, the new CRAWL control system is also available. When the truck’s in low range, CRAWL control takes over management of engine speed and output, brakes and the Downhill Assist Control to hold the Land Cruiser to a set speed of one, two or three and a half miles per hour. CRAWL control works going up or down hills, and in forward or reverse.
Toyota also debuts its Kinetic Dynamic Suspension System (KDSS) on the Land Cruiser. KDSS uses hydraulic control cylinders to vary the suspension’s stiffness and susceptibility to body roll, creating a convenient, best-of-both-worlds balance between on-road tautness and off-road articulation.
Pricing starts at $63,200, which means that you could almost purchase a twenty-year old Land Cruiser with the increase over last year’s starting price. The Land Cruiser is spendy, as it has been for several years, but it’s also always been worth the price tag for buyers needing a vehicle that can tackle vicious off-road tasks as well as more civilized suburban erranding. The bottom line is still somewhat high, but the new Land Cruiser still fulfils high expectations handily.
Specifications:
All specs are for the 2008 Toyota Land Cruiser.
Length: 194.9 in.
Width: 77.6 in.
Height: 74.0 in.
Wheelbase: 112.2 in.
Curb weight: 5690 lb.
Cargo space: 16.1 cu.ft. (all seats up); 81.7 cu.ft. (all seats folded)
Towing capacity: 8500 lb.
Base price: $63,200
Engine: 5.7 liter DOHC 32-valve V8
Drivetrain: six-speed automatic transmission, four-wheel drive
Horsepower: 381 @ 5600
Torque: 401 @ 3600
Fuel capacity: 24.6 gal.
Est. mileage: 13/18