#Wrangler Towing Capacity by Model and Engine

[noohyah]

2019 Wrangler Towing Capacity: Know the Limits!

If you are looking for a rugged and versatile vehicle that can handle any terrain, you might be interested in the 2019 Wrangler.  But before you hit the road with your trailer or boat, you need to know the limits of your Wrangler’s towing capacity.  In this article, we will explain what factors affect the 2019 Wrangler towing capacity, how to calculate it, and what accessories you can use to…

[countrysidechrysler007]

COMPARE 2025 RAM 1500 VS 2024 RAM 1500

The 2024 RAM 1500 combines power and luxury with advanced technology and rugged capabilities. The 2025 RAM 1500 builds on this legacy, offering even more refinement and innovation. With luxurious features, impressive towing capacity, and cutting-edge technology, both models are poised to deliver exceptional performance and style.

2025 Ram 1500 Design

Step into luxury with the 2025 RAM 1500's interior offerings. The Ram 1500 Limited features premium leather details, 12-way power quilted leather seats, and a wood and leather-wrapped steering wheel. The Crew Cab offers Class-Exclusive Reclining Rear Seats, heated and ventilated. The Ram 1500 Tungsten boasts Best-In-Class 24-way power-adjustable seats with heat, ventilation, memory, and massage functionality. The Laramie includes storage options and available leather-trimmed seats. On the exterior, the 2025 Ram 1500 Tungsten sets a new standard with 22-inch aluminum wheels, 33-inch Goodyear Wrangler tires, and Bilstein performance-tuned shock absorbers.

2024 RAM 1500 Design

The 2024 RAM 1500 epitomizes luxury and functionality, boasting genuine leather and wood accents, first-class appointments, and abundant legroom. The truck's frame, made of high-strength steel, offers optimal rigidity and durability. At the same time, the coil-over-shock front suspension and progressive-rate coil rear suspension provide control and performance under heavy loads. Enjoy the open sky through the dual-pane panoramic sunroof and easily access the bed with the multifunction tailgate's swing-away doors. The RamBox Cargo Management System and various storage compartments keep your belongings organized and secure, making the 2024 Ram 1500 a versatile and luxurious choice.

Performance

Experience unparalleled performance in the 2025 Ram 1500, where innovation meets convenience. The massive 14.5-inch Uconnect touchscreen redefines connectivity, allowing you to effortlessly personalize your entertainment, navigation, and comfort. With split-screen casting, the possibilities for entertainment are endless. The 10.25-inch Passenger Interactive Display keeps your copilot entertained, streaming shows and movies and controlling music via the Uconnect 5 system. Meanwhile, the 12-inch Driver Information Digital Cluster Display informs you of essential driving information. The Ram 1500 boasts the Most Available Touchscreen Space In Its Class, offering over 10 More Inches of Available Touchscreen Space Than the Closest Competitor.

Technology Features

The 2025 RAM 1500 sets a new standard for in-cabin technology, boasting the most available touchscreen space in its class, with over 10 more inches than its closest competitor. The centrepiece is the 14.5-inch Uconnect touchscreen, simultaneously offering split-screen casting of two apps from multiple smartphones. The driver benefits from the 12-inch Driver Information Digital Cluster Display, providing essential information with clarity and convenience. Passengers enjoy the 10.25-inch Passenger Interactive Display, mounted on the dash, for easy access to entertainment and information. With digital key integration for Apple devices, dual wireless charging pads, and a seamless interface for entertainment and comfort, the 2025 RAM 1500 delivers a truly modern driving experience.

Safety Features

Safety is vital in the 2025 and 2024 RAM 1500. Some safety features are hand-free active driving assist, park-sense automated parking system, evasive steer assist, intersection collision assists system, drowsy driver detection, and traffic sign recognition.

Frequently Asked Questions

Are there any performance differences between the 2024 and 2025 RAM 1500?

The 2025 RAM 1500 features new twin-turbo V6 engines and boasts enhanced towing capacity compared to the 2024 model, making it more powerful and efficient.

[fourwheelsweekly]

Lexus J201: The Off-Roader’s Fantasy

Lexus LX

At first glance, the Lexus LX570 impresses with its large proportions and showy looks. But what might not be immediately obvious to the passerby, is that hidden underneath all the luxury and glamour, is a highly capable off-road vehicle the likes of Jeep Wrangler, Ford Bronco and Mercedes G-Class.

2021 Lexus LX570

Lexus has been known for its off-road capable vehicles for decades now. The two key models include the LX and GX, both of which exist thanks to the Toyota Land Cruiser, which they are based on. With versatile performance on any terrain, the LX570 boasts excellent body stability on uneven surfaces, responsive steering, adaptive air suspension, crawl control, real-time four-wheel-drive with active traction control and 7000-lb towing capacity. It is a tough brick that likes to get its shoes dirty.

For those who desire to get more out of their LX, either new or old, there is a plethora of aftermarket parts and upgrades available that further enhance its off-road capabilities. Everything from lift kits, to body kits, light bars, snorkels, tires, wheels, brakes, suspension… and the list goes on. Upgrading your car with aftermarket performance parts is a great way to improve its functionality and to personalize it. With the vast amount of parts available for the LX570, there is everything one needs to make it their dream off-roader.

J201 Concept

The J201 Concept is an LX570 that has been fine-tuned with aftermarket performance parts. Its inspiration comes from the large community of Lexus SUV owners who love to venture off-road and explore the great outdoors. Lexus calls this group of people “Experimental Adventurers,” and has built the J201 Concept with them in mind. The name “J201” comes from the internal model code for the LX. J201 is the chassis code, which is well known among off-roading enthusiasts.

Exterior Upgrades

Front and rear off-road bumpers that add under-body reinforcement and improve ground clearance

Front bumper winch and light bar

Rear bumper lights

Trunk-mounted spare tire, ladder and water cans

Roof rack and roof light bar

Downsized wheels (from 20” to 17”) that make room for off-road tires with large sidewall and deep grooves

Drilled front and rear brake rotors with performance pads

Upgraded suspension control arms and spacers

Adjusted height sensors that allow for higher air suspension lift

Under-body protection in the form of rock sliders and skid plates.

J201 Closed Swing-Outs

Open Swing-Outs

J201 Drilled Brake Rotors

Engine/Drivetrain Upgrades

Supercharger that boosts power output to 550 hp and 550 lb-ft of torque (compared to the original 383 hp and 403 lb-ft of torque)

Performance differentials

Air snorkel

Air compressor for tire inflation

Interior Upgrades

Accessory interface for controlling lighting, differential, compressor, battery and angle meter

Aluminum storage cases

Drawers with dog bowls, tools and first aid kit

The J201 “Concept” isn’t a concept in the traditional sense, with one-off parts and a non production spec design. Rather, this is a standard LX570 with real world aftermarket parts from real brands, built to showcase the versatile capabilities of the LX platform. While the J201 Concept likely won’t make it to production, you can build one just like it using all the same parts. And if a new LX570 is pricey, older models of the LX, GX and Land Cruiser can be picked up for cheap. Even without all the fancy tech of a new LX570, they are nevertheless great platforms for driving off the beaten path and enjoying some outdoors.

The J201 is currently competing in the all-female Rebelle Rally, a week long event where participants are tasked with navigating across more than 1,200 miles of treacherous Nevada and California desert without a GPS or cell phone, moving from checkpoint to checkpoint using physical maps and a compass. With two expert drivers/navigators behind the wheel, I have no doubt the J201 will perform spectacularly.

The event can be watched live here: https://www.rebellerally.com/live/

[stevenmichael]

Certified Pre Owned Jeep East Hartford CT

VENTURE OUT IN THE JEEP WRANGLER 

 The Certified Pre Owned Jeep in East Hartford CT comes in eleven unique model options, which means it’s easy to find the perfect trim for whatever your next adventure might bring. Check out the 3.6L Pentastar® V6 engine and enjoy up to 285 horsepower and 442 lb-ft of torque. You’ll enjoy comfortable seating for up to five passengers, a 3,500-pound towing capacity, and 31.7 cubic feet of cargo space when the back seats are folded (12.9 cubic feet of cargo space when they’re in use). 

But that’s not all. This new Jeep also comes equipped with tough-driving features that will serve you on any terrain, including some of the following:  

 ·         Command-Trac® 4×4 system  

·         Selec-Speed®?Control 

·         Off-Road+ button  

·         Steel skid plates  

·         Tru-Lock® electronic locking differentials  

·         Electronic front sway bar disconnect 

 The Jeep Wrangler is also equipped with over 75 top-of-the-line safety and driver assistance programs that will protect you on and off the beaten path. Drive with peace of mind thanks to blind-spot monitoring, rear path cross detection, automatic high-beam headlights, and more. Don’t forget to check out the high-strength steel frame and advanced airbag system.  

[autoparts-miles123]

Jeep Engines For Sale in USA

You can find used Jeep Engines for sale in the USA. These used engines usually come with all the parts you need to repair or replace the engine in your car. The Used Engines will have all the parts that you need for your engine. They will have valve covers, intake manifolds, head and block, oil pan and some wiring. These will not include any belt-driven accessories. If you are looking for a Used Jeep Engine, you've come to the right place.

Jeeps are tough and durable, so their engines usually last for a long time. But once the engine goes out, you're left to decide what to do. You can either purchase a new part or replace the entire vehicle. Thankfully, there are many parts available that will help you with this problem. Regardless of whether you need a used engine for your Jeep, you'll be happy to know you're not alone.

Jeep Cherokee engines come with automatic start-stop technology, which means that you can switch them out whenever you need to. These Jeeps are capable of towing up to 3,500 pounds, which is a great feature for people who like to travel for work. However, you need to consider that the V6 Pentastar engine will not come free with your Jeep, so you'll have to pay an extra cost for it.

Besides diesel engines, you can also get Jeep cars that have a traditional gas-powered engine. For instance, the 3.0L V6 engine is capable of generating 285 horsepower and 265 lb-ft of torque. These are ideal for off-road use because they are extremely durable. If you want to buy a new Jeep, check out a used one. If it's an older model, then you can get a used engine from a dealer and save money.

Jeeps are known for their durability, and it's important to maintain the integrity of the engine in order to keep it running. Purchasing a new engine for your Jeep is a great idea if you want to have the best performance. They are designed to last a long time. You don't want to spend a lot of money replacing the entire vehicle if you can fix the engine and save money.

The 401 in3 (6.6 L) produced 330 hp gross and 255 hp net in 1971 and was produced from 1975 to 1979. This engine was used in the Jeep Wrangler and Commander. They are the most reliable and affordable engines for a jeep. The Wrangler and Renegade offer rugged power, ride comfort, and more. These vehicles are also great for your budget.

A Jeep engine can be a good replacement for an old one. The 401 in3 (6.6 L) engine is still a good choice for an engine replacement. Its 4.0-liter capacity is a popular choice for a used engine in the USA. Depending on how much power you need, you can choose between a 3.6-liter and a 4.0-liter Jeep. The smallest model, the Commander, is the best-selling engine for a car.

The Jeep Renegade was the first car to carry a 4.0-liter engine. It was later replaced by the 3.2-liter version. Despite its high price tag, it is still a great performer and offers more range than its advertised usage. It is important to ensure that a remanufactured engine runs properly to be effective. If the manufacturer recommends a remanufactured Jeep engine, the buyer should check it out before making a decision.

The 4.0-liter engine was the most common engine in the Jeep Cherokee for the 1994 model year. The 4.1-liter engine is the most powerful engine in the Jeep Cherokee lineup. It has 270 horsepower and 295 lb-ft of torque. If you're looking for a turbocharged Jeep, you can look for the 4.0-liter Power Tech model. It's the turbocharged 4.2-liter version produces 390 horsepower.

[isabellamasonsposts]

Jeep engine for sale in usa

Jeep Engines For Sale in USA

You can find used Jeep Engines for sale in the USA. These used engines usually come with all the parts you need to repair or replace the engine in your car. The Used Engines will have all the parts that you need for your engine. They will have valve covers, intake manifolds, head and block, oil pan and some wiring. These will not include any belt-driven accessories. If you are looking for a Used Jeep Engine, you've come to the right place.

                        Jeeps are tough and durable, so their engines usually last for a long time. But once the engine goes out, you're left to decide what to do. You can either purchase a new part or replace the entire vehicle. Thankfully, there are many parts available that will help you with this problem. Regardless of whether you need a used engine for your Jeep, you'll be happy to know you're not alone.

Jeep Cherokee engines come with automatic start-stop technology, which means that you can switch them out whenever you need to. These Jeeps are capable of towing up to 3,500 pounds, which is a great feature for people who like to travel for work. However, you need to consider that the V6 Pentastar engine will not come free with your Jeep, so you'll have to pay an extra cost for it.

Besides diesel engines, you can also get Jeep cars that have a traditional gas-powered engine. For instance, the 3.0L V6 engine is capable of generating 285 horsepower and 265 lb-ft of torque. These are ideal for off-road use because they are extremely durable. If you want to buy a new Jeep, check out a used one. If it's an older model, then you can get a used engine from a dealer and save money.

Jeeps are known for their durability, and it's important to maintain the integrity of the engine in order to keep it running. Purchasing a new engine for your Jeep is a great idea if you want to have the best performance. They are designed to last a long time. You don't want to spend a lot of money replacing the entire vehicle if you can fix the engine and save money.

The 401 in3 (6.6 L) produced 330 hp gross and 255 hp net in 1971 and was produced from 1975 to 1979. This engine was used in the Jeep Wrangler and Commander. They are the most reliable and affordable engines for a jeep. The Wrangler and Renegade offer rugged power, ride comfort, and more. These vehicles are also great for your budget.

A Jeep engine can be a good replacement for an old one. The 401 in3 (6.6 L) engine is still a good choice for an engine replacement. Its 4.0-liter capacity is a popular choice for a used engine in the USA. Depending on how much power you need, you can choose between a 3.6-liter and a 4.0-liter Jeep. The smallest model, the Commander, is the best-selling engine for a car.

The Jeep Renegade was the first car to carry a 4.0-liter engine. It was later replaced by the 3.2-liter version. Despite its high price tag, it is still a great performer and offers more range than its advertised usage. It is important to ensure that a remanufactured engine runs properly to be effective. If the manufacturer recommends a remanufactured Jeep engine, the buyer should check it out before making a decision.

The 4.0-liter engine was the most common engine in the Jeep Cherokee for the 1994 model year. The 4.1-liter engine is the most powerful engine in the Jeep Cherokee lineup. It has 270 horsepower and 295 lb-ft of torque. If you're looking for a turbocharged Jeep, you can look for the 4.0-liter Power Tech model. It's the turbocharged 4.2-liter version produces 390 horsepower.

[vividracing]

New Post has been published on https://www.vividracing.com/blog/top-8-best-jeep-wrangler-jl-front-and-rear-bumpers/

Top 8 Best Jeep Wrangler JL Front and Rear Bumpers

Front and rear bumpers are in place to protect the important parts of your car, add clearance, and give your vehicle a certain look. Factory bumpers, however, can seem a bit lackluster in the last department, and in that case, the aftermarket exists. There are plenty of brands that make high-quality front and rear bumpers for the Jeep Wrangler JL that boast strength, protection, aesthetics, and off-road functionality. These aftermarket bumpers, especially those for off-roading, are engineered to take substantial impacts compared to the one equipped on your Wrangler from the factory.

Whether your bumper is damaged or you are merely looking for an upgrade, Vivid Racing has you covered. We carry an extensive array of both front and rear Wrangler JL bumpers from reputable brands across the country. Available in different styles, materials, accessories, and more, it can be a bit difficult to sift through the plentiful options and choose what’s best for you. For that reason, we have listed the top 8 bumpers below for the Jeep Wrangler JL to help you along. Boasting durable constructions, off-road appeal, and the ability for more lighting, these bumpers will take your Jeep to the next level without compromising form or function.

1. Tyger Auto Fury Front Bumper

Make your Jeep Wrangler stand out among the rest both on- and off-road with the Tyger Auto Fury front bumper. Tyger Auto takes pride in offering excellent parts for your rig at competitive pricing. They focus on developing premium aftermarket parts that meet and exceed OE quality standards to deliver a complete package that checks all the boxes. The Fury front bumper for the 2018-2021 Jeep Wrangler JL is a great buy that will transform your truck’s overall appearance while also providing a high level of practicality. Made from heavy-duty 5mm carbon steel, this front bumper is also powder-coated with a textured black finish for extreme rust resistance and protection against the elements.

The Tyger Auto Fury front bumper comes with an integrated winch plate, welded D-ring mounts, a skit plates, and license plate bracket. Should you choose to add some off-road accessories to your Wrangler, this front bumper fits up to 22-inch middle light bars and up to 3-inch side light pods. It is vehicle-specific and boasts an easy bolt-on installation. There is absolutely no drilling required and the DIY instructions come in the kit. On top of all that, this bumper comes with Tyger’s No-Hassle 5-Year Warranty against any manufacturer defects.

2. Motobilt Hammer Series Front Bumper

Motobilt now offers its Hammer Series Jeep Wrangler JL front bumper with a skid plate and LED fog light holes. This bumper features built-in provisions for factory-style fogs (OE or aftermarket) with a skid plate laser cut from 3/16-inch high-strength P&O steel and formed on a press brake. It also serves as a winch mount with bolt holes on the top side for a recovery winch. Proudly manufactured in the USA, the Hammer bumper measures 48.5 inches wide and boasts a sleek and tight-fitting design made specifically for your Jeep model. It has also been expertly crafted with 3D CAD technology to ensure the best possible fit for the 2018 and newer Jeep Wrangler JL models (2-door and 4-door Unlimited).

The Motobilt Hammer Series front bumper has front D-ring mounts that have been CNC cut from a 3/4-inch thick steel plate. They pass through the bumper where they weld to the mounting plates in addition to the bumper body. This was done for added strength to the recovery point so you can feel even more confident. Motobilt has also pre-installed rivet nuts for 10-24 screws in the factory bolt pattern. The ends of the Hammer Series also taper up for tire clearance and each cut in the bumper was purposeful as a means of keeping it secure to the frame rail for a better approach angle.

3. Addictive Desert Designs Front Bumper

It’s ADD’s (Addictive Desert Designs) mission to create and build the best off-road products to fit seamlessly with the lines of your Jeep and perform at the highest level. ADD parts are engineered to withstand the elements of spirited and off-road driving. From design to the finished product, the brand makes all of its bumpers and accessories out of its facility in Mesa, Arizona. The Addictive Desert Designs Pro Bolt-On Front Bumper for the Jeep Wrangler JL is a top choice with its race-inspired pre-runner look that takes your truck to the next level. A formed full-width main tube keeps the bumper tight to the front of your Jeep while still giving it a unique appearance that flows well with the rest of its body lines.

The Pro bumper features a rugged Hammer black powder-coated finish with satin black panels that fortify the bumper assembly with added layers of protection against outdoor elements. The .120-inch wall steel tube construction delivers the ultimate strength so you can take on your next adventure with peace of mind and confidence. This complete bolt-on front bumper has a universal light mount in the center that gives the option of a 20-inch radius LED bar or up to five cube lights. There are two additional cube light mounts within the top hoop for extra illumination. Standard winch mount and reinforced D-ring mounts provide added utility. Designed to be a direct-fit part, this bumper installs using the factory mounting slots on your Jeep.

4. Quadratec Aluminum Brute Front Bumper

The Quadratec Aluminum Brute Strength Winch-Ready Bumper offers incredible protection for the front of your Jeep Wrangler JL. This premium bumper spotlights a fully welded one-piece outer construction using a 6mm-thick lightweight aluminum plate. Aggressively styled to suit the Wrangler, this Competition Bumper bolts directly onto the vehicle’s existing mounting points without any drilling or modifications needed. The separate 5mm-thick steel winch plate provides a superior substructure and can accommodate most winches with up to a 12,000-pound capacity. This expert design offers significant weight savings over all comparable steel bumpers. After all, keeping the weight down on the Wrangler is the exact reason why Jeep chose to go with aluminum parts for the body. Apart from gas mileage reasons, not having the heavyweight of a steel bumper means you won’t have to worry about the front end dipping when braking. 

Quadratec’s Brute bumpers are finished with an attractive and durable light textured black powder coating for added protection against the elements. They also feature fog light provisions to retain the factory fog lights and can be upgraded to the brand’s high-performance plug-n-play LED versions. The Brute Strength Full-Width design (pictured here) measures 69 inches wide. The Stubby version measures 47 inches wide (see here). The bumper comes with a removable aluminum overrider hoop and features a series of holes and slots for auxiliary light mounting. The welded steel recovery plates feature tow hooks and D-Ring mounts for use with 3/4-inch D-rings with 7/8-inch pins. 

5. Warn Industries Elite Series Rear Bumper

The new Warn Industries Elite Series is the most rugged line of bumpers available for the Jeep Wrangler JL. Whether you are planning an overland adventure or merely out exploring, this rear bumper is designed for the off-road life. It features a wrap-around design that offers the ultimate strength and style to deliver the best of both worlds. It clears 37-inch tires with only a two-inch lift and the factory wheel offset. The bumper meets the rear flares to create a convenient step and is available with or without a tire carrier. Furthermore, it is rear parking, and blind-spot sensor compatible and maintains the factory receiver. There is also a provision to relocate the backup camera.

The Elite Series rear bumper features a durable flat black powder-coated finish with a five-stage pretreatment process and zirconium nanotechnology. It is engineered to withstand 408 hours of salt spray testing and has an industry-leading 12,000 pounds of pulling force without deformation. There are recessed jack points for increased recovery options as well as eyelets for D-shackles. Mounting fasteners are hidden within the bumper for a sleek, clean finish with reduced corrosion. If you are looking for the ultimate bumper that delivers capability, protection, and versatility, this is it. What’s more, all Warn bumpers undergo rigorous field testing and lab pull testing to ensure rigidity in the most abusive conditions.

6. Motobilt Crusher Series Rear Bumper

The new Motobilt Crusher Series rear bumper with light cutouts for the Jeep Wrangler JL was made to work with a spare tire. This bumper was designed to offer the most clearance possible while remaining a complete bolt-on piece. The Motobilt Crusher rear bumper boasts tons of clearance at the back and the latest version has been treated to several other details too. This bumper has been upgraded to include backup sensor cutouts to relocate your Jeep’s backup sensors into the Motobilt version. It also comes with blank inserts if your truck does not come with proximity sensors.

The Motobilt Crusher rear bumper is a great choice that offers a lot of options in a compact package. The cutouts let you install 3-inch by 3-inch cube lights with internal mounts for standard stud-type mounting. The unique Crusher-style design provides much-needed protection to the JL’s rear corners but also maintains the most ground clearance possible. It can accommodate tires up to 40 inches and works with the factory receiver hitch. This bumper includes all of the necessary hardware for a simple installation and ships in raw laser-cut steel, ready to be painted or powder-coated.

  7. DV8 Off-Road High-Clearance Rear Bumper

DV8 Off-Road is widely recognized for manufacturing some of the best-looking, most durable, and highly functional aftermarket Jeep products available. Its High-Clearance rear bumper for the Jeep Wrangler JL was designed to be tucked up and out of the way for traversing tough trails and coming off of rock ledges. The bumper includes two integrated LED backup lights for heightened visibility at night and features two recovery shackle attachments. The bumper also comes with the standard DV8 Off-Road textured black powder coat for added protection and corrosion resistance. As the name suggests, this product is designed to protect your Jeep’s back end and rear fenders from various road debris and hazards. 

The High-Clearance Rear Bumper for the Jeep Wrangler JL is crafted from high-grade steel that has been finished with a textured black powder coating to prevent any corrosion. This off-road bumper features a high tucked-up design so you won’t get hung up when coming off of rocks or traversing steep hills. The high angle design is more than just purposeful though; it gives your Jeep a more aggressive overall appeal. DV8 also added two integrated LED backup lights for improved visibility at night together with shackle attachments for two more recovery points, should you need them. Another great feature is it has the ability to accommodate any backup sensors. Installation is a breeze as this is a simple bolt-on replacement that doesn’t require cutting or drilling.

8. EVO Manufacturing Alumilite Rear Bumper

EVO Manufacturing specializes in off-road systems and accessories for Jeeps, among other vehicles. The innovation-driven brand takes pride in offering quality products made from top-grade materials designed to serve Jeep owners for years and years to come. Expertly made using the latest cutting-edge technology, EVO’s Alumilite Rear Bumper will meet your needs and deliver great quality at an attractive price point. No matter whether you are going or what types of terrain you will tackle, do it with the style and durability associated with EVO Manufacturing’s renowned bumper. This bumper boasts a high-clearance design to keep your departure angle at a maximum. It also provides the ultimate protection and corner avoidance thanks to its body width with narrow corner wrap.

The Alumilite Rear Bumper for the Jeep Wrangler JL has been CNC laser cut and formed with precision CNC press brakes and a TIG-welded 3/16-inch aluminum plate shell. is made from strong 3/4-inch thick steel with D-ring shackle tabs mounted directly to the frame. These are drilled for 7/8-inch and smaller shackles. The factory rear trailer hitch receiver remains compatible, keeping the OE towing potential of your Wrangler. This bumper is also compatible with and without the Jeep Park Assist Back-Up Sensors. Installation is simple and can be done using standard tools. It’s important to note that this rear bumper ships as a bare aluminum bumper shell with black powder-coated steel shackle tabs and mounting plates.

[dipulb3]

2021 Chevy Colorado ZR2 review: A rough-and-tumble midsize truck

New Post has been published on https://appradab.com/2021-chevy-colorado-zr2-review-a-rough-and-tumble-midsize-truck/

2021 Chevy Colorado ZR2 review: A rough-and-tumble midsize truck

Not everyone loves the Colorado ZR2’s updated grille, but it’s certainly more aggressive than before.

Craig Cole/Roadshow

The Chevrolet Colorado is an oldie but a goodie. Yeah, this midsize truck feels outdated, but despite a few deficits here and there it remains a solid option in a segment rife with less-than-stellar competitors. If you need enhanced off-road capability or the open-bed hauling convenience only a pickup truck can offer, but don’t want or need a full-size rig, this Chevy is a decent choice.

Like

Manageable dimensions

Decent performance

Off-road hardware

Don’t Like

Full-size pickup fuel economy

V6 could be smoother

Annoying rock rails

To keep things fresh, the Colorado received a few enhancements for 2021. Mainline models gain a reworked — and arguably more handsome — front end, an 8-inch infotainment screen is standard on the LT trim and higher and 17-inch wheels are now included at no extra charge. The off-road-ready ZR2 model features similar improvements, though its face is noticeably more aggressive, looking somewhat like the boxy Silverado 1500’s prow, for better or worse. Finally, three new exterior colors are available across the range including Cherry Red Tintcoat, which is what you see here.

What sets the ZR2 apart from lesser Colorados is its off-road hardware. The suspension benefits from a 2-inch lift and the track, both front and rear, is 3.5 inches wider. Keeping things under control while bombing through the desert, clambering over boulders or just cruising your local Home Depot parking lot is a set of Multimatic Dynamic Suspensions Spool Valve dampers. These shocks help manage the Colorado ZR2’s starchy springs, which deliver a firm on-road ride. While the truck laughs at pothole impacts and large bumps, you feel practically every expansion joint on the highway. Its Goodyear Wrangler Duratrac tires are mounted on stylish, multicolor 17-inch wheels and should provide ample grip while trail-bashing, even if they broadcast plenty of noise on pavement.

The Colorado is offered with three different engines, two of which are available in the ZR2. This example features the 3.6-liter gasoline V6, which cranks out 308 horsepower and 275 pound-feet of torque. For all you compression-ignition aficionados out there, a 2.8-liter Duramax diesel is offered. Lower-trim Colorados can be had with a four-cylinder gasoline engine, though it’s probably best to avoid this malnourished option. Matched to a quick-witted and polished eight-speed automatic transmission, the V6 has no trouble moving this midsize truck with reasonable authority. The turbocharged Ford Ranger may have more low-end grunt and a Honda Ridgeline’s V6 might be smoother, but this Chevy’s engine gets the job done with little fanfare.

The Colorado may be more maneuverable than a full-size truck, but it’s no more efficient. As it sits, this example is rated at 16 miles per gallon in the city and 18 mpg highway. Combined, it should return 17 mpg, a figure I topped by about 0.4 mpg in real-world driving. It’s always great when you can exceed a vehicle’s combined fuel-economy rating without even trying, though this Chevy should probably be more efficient than it is. I mean, a Silverado 1500 TrailBoss with the top-dog 6.2-liter V8 has the same combined fuel economy score and it even beats the Colorado on the highway, returning an advertised 19 mpg. What’s the point of getting a midsize truck if a traditional half-ton is more economical?

It can feel a little buzzy at times, but this 3.6-liter V6 engine gets the job done.

Craig Cole/Roadshow

If you tow or haul significant loads on the reg, you’ll probably also want a burlier truck than this Chevy. The Colorado ZR2’s maximum payload rating is just 1,350 pounds and it can only drag up to 5,000 pounds. The Ranger and Jeep Gladiator’s peak figures easily eclipse the Chevy’s — hell, the car-based Ridgeline can haul 233 pounds more, even if its towing capacity is the same. It is worth noting, however, that non-ZR2 Colorados are more capable. Their maximum payload rating is a more-competitive 1,550 pounds and they can tow up to 7,700 pounds when fitted with the diesel engine.

When it’s time to go trail-bashing, the ZR2 has a leg up over all of its midsize rivals except, perhaps, the Gladiator. Locking differentials front and rear help it get out of tough situations. It’s also graced with plenty of underbody shielding and other features like hill-descent control. Rock rails along each sill are great for protecting the body from jagged terrain, though coupled with that elevated ride height they make getting into and out of this truck challenging if you don’t want to soil your pant legs with dirt or mud. A pair of bright red recovery hooks punctuates the ZR2’s front end and is at the ready should you get in too deep while off-roading.

The ZR2 is available with a variety of appearance-enhancing options groups, but if additional capability is what you crave, consider the $5,750 Bison package. This upgrade turns an already capable truck into a real mountain goat. It gets you a bunch of kit from American Expedition Vehicles including a special front bumper with provisions to mount a winch, boron-steel skid plates for added underbody protection, unique fender flares, special 17-inch wheels and more.

The Colorado’s interior is a no-frills zone.

Craig Cole/Roadshow

The Chevy Colorado’s fundamentals are mostly impressive, but its interior and tech are what bely its advanced age. For better or worse, this truck’s interior is basically the same as it was five or six years ago, which means you get plenty of so-so hard plastics and leather that feels more like vinyl than anything shucked off a living creature. The dashboard’s overall layout is also as conservative as a Southern Baptist, with no frills or interesting design flourishes to be had. The advantage of this simple, honest layout, however, is that all the secondary buttons and knobs are easy to reach and see, with the climate controls being mounted up high and the seat-heater switches in an obvious place.

The Colorado is comfortable, with the front chairs adjusting nicely to accommodate taller folks, even if the cushions are quite flat. The crew-cab body’s rear bench seat is a bit on the upright side, par for the midsize-truck course, but it can fit a couple of 6-foot-tall adults without much trouble. The lower cushions also flip up, revealing a storage cubby for stashing things away from prying eyes.

These Multimatic dampers help make the ZR2 model an accomplished off-roader.

Craig Cole/Roadshow

Like its overall interior design, this truck’s tech is behind the times. Sure, my tester’s 8-inch dashboard screen is nice enough, home to a speedy and clean infotainment system that’s a pleasure to use, but integrated navigation costs an additional $995, even on the high-end ZR2 model. Fortunately, if you don’t feel like shelling out an extra grand of hard-earned scratch, Apple CarPlay and Android Auto are ready, willing and standard across the board.

But no matter how much you spend, you cannot get push-button start in this truck. Instead, every Colorado comes with an old-fashioned stick-and-twist key. For you kids that aren’t familiar, you take a thin piece of metal, jab it into a receptacle on the steering column and turn it to fire the engine up. Similarly, blind-spot monitoring, rear cross-traffic alert and lane centering are not offered, but at least keyless entry is available on even the most-basic Work Truck model, and you can get the Colorado with remote start.

Despite its years, the Colorado is still a good midsize truck.

Craig Cole/Roadshow

Speaking of money, a base, rear-wheel-drive version of this truck with the four-cylinder engine starts at 26 grand and change. With many more features and a crew-cab body, the Colorado ZR2 tested here checks out for a much-steeper $44,890, including $1,195 in destination fees. The sole option padding that figure is the paint job, which costs $495.

The Chevy Colorado’s gray hairs are certainly showing, but despite its age, this truck remains a good option — one I prefer in some ways to the Ranger and Gladiator. For general-purpose use, the Honda Ridgeline is still the best all-around midsize pickup in my humble opinion, but if you want something with more rugged looks and a lot more off-road capability, the ZR2 could fit the bill.

[our-mrs-saku-love]

First Drive: 2021 Jeep Gladiator EcoDiesel Off-Roads Like a Four-Point-Oh

The new diesel is the off-road champ, and it isn’t bad on the street, either.

MALIBU, California—People often ask me how I write car reviews, and I tell them my usual modus operandi is to find a hook—the feature or aspect of the vehicle that really stands out—and then hang the story on that. Where I run into trouble is with something like this 2021 Jeep Gladiator EcoDiesel test drive, which covers a vehicle that has more than one hook.

The obvious one is how much sense a diesel engine makes in an off-road Jeep. But there's also the hook of a diesel-powered pickup, which is a great idea for people who use their pickups to, y'know, do things. And then there's the plain old hook that, to a car guy like me, diesels are just cool. This is when the writing becomes a struggle: Which is the best hook?

2021 Jeep Gladiator EcoDiesel Test Drive: Off-Roading? You Need One Of These Off-roaders reap great benefits from Dr. Rudolf Diesel's invention. Take this particular 2021 Jeep Gladiator EcoDiesel test drive: I started out my day with an off-road run on the trails at Calamigos Ranch, which is familiar territory; I've probably done 100 laps here, and most of them in Jeep Wranglers. Doing so has made me sentimental for the old 4.0-liter straight-six engine Jeep used ages ago, which had just-off-idle torque to beat the band. Most Jeeps nowadays have FCA's 3.6-liter Pentastar V-6, which is a wonderful engine but has one serious off-road flaw: On steep obstacles, you really have to get it going before it will go. And when you're off-road, revving the engine can make things messy.

The 2021 Jeep Gladiator EcoDiesel does away with that little problem. It's powered by the same 3.0-liter, turbodiesel V-6 found in the diesel-powered Wrangler, with 260 horsepower and a mighty 442 lb-ft of torque available. (As Jeep staffers will gleefully point out, that's a 73-lb-ft advantage over the four-cylinder diesel in Chevrolet's lovely Colorado.) Full twist is available between 1,400-2,800 rpm.

Off-road, the advantages are immediately obvious. The 2021 Jeep Gladiator EcoDiesel can tip-toe its way over tough obstacles with the engine at idle speed or just above. If you come across something that gives it pause, just lock the differentials (assuming your Gladiator has this option) and feed in a little more power, and it'll ease over whatever is under the tires just as gently as you please. In these same circumstances, the gas-powered Gladiator requires more throttle input, which leads to more wheelspin and more drama (and I can say this for certain, because I've been in these same circumstances with Pentastar-powered Jeeps). The diesel allows more precision and finesse—think scalpel versus blunt steak knife and you'll get the idea.

Oh, and this is as good a time as any to mention the Gladiator's nose-mounted camera, which I hadn't tried before. Obviously, it comes in very handy for those steep climbs when all you can see out of the windshield is sky and you don't have a spotter outside of the car.

Of course the diesel is more fuel efficient, and that's useful, too—if you're venturing way, way, way the hell off the beaten path, the further a tank of fuel takes you, the better.

So, yes—off-road, there is no question in my mind, the diesel is the one you want.

2021 Jeep Gladiator EcoDiesel Test Drive: Did Someone Say, "Towing"? If you bought your new Gladiator to do pickup-truck things, the argument for the diesel is also pretty strong.

You might expect the diesel to give you more towing capacity, but it actually doesn't. (Towing capacity isn't just about power and torque, it's also about chassis, braking, and cooling capability, and in this case it's the latter that limits the Gladiator.) Across the Jeep Gladiator lineup, the towing champ is the gasoline-powered Gladiator Sport automatic with 4.11:1 sprint gears, at 7,650 pounds. The new 2021 Jeep Gladiator EcoDiesel I test drove—which comes exclusively with an eight-speed automatic and 3:73 axles—tows 6,500 pounds in most trims, and 6,000 pounds in Rubicon form. That's a little more than the gassers in some trims and less in others. The payload capacity is slightly lower as well in most trims (1,075-1,325 pounds) owing to the engine's greater weight.

But what's good about the diesel is the way it develops power—that big wave of low-end torque makes it easy to get the power down to the ground gently. (I tend to tow living things, primarily horses, and driving gently and smoothly is of paramount importance.)

Is it the best-driving engine? Not really. Turbo lag is an issue; there's a pronounced delay between prodding the accelerator and getting an engine response. Same for foot-to-the-floor acceleration from a standing start: Stomp the pedal and there's a pause, and you can almost sense the Gladiator EcoDiesel carefully picking up its skirts before it takes off. Actually, it doesn't take off so much as it wallops you in the small of the back with a sledgehammer. Then there's another pause as the automatic changes gears, then another wallop. Pause, wallop, pause, wallop, and after four or five of these, you're doing 60 mph.

But if you're not mashing the pedal every time you want to go—and believe me, you really don't need to—both the engine and the transmission do their duty smoothly and seamlessly. Noise is minimal; you can just hear the thrum of the diesel over the wind and tire noise (of which there is no shortage in a soft-top 2021 Jeep Gladiator).

Speaking of tires, I should mention this is the first time I've driven the basic Sport model of the Gladiator, the one that wears the closest thing to street tires, and I was impressed with how well it handled. I'm used to Gladiators (and Wranglers) with big, knobby tires that make the steering soft and approximate, but this one went where I pointed it and gripped the road much better than I expected. It's something to think about if you want a Jeep Gladiator and don't plan to do much off-roading.

2021 Jeep Gladiator EcoDiesel Test Drive: Worth The Money? Back to the diesel: Would I buy one? Absolutely. I like the way diesels develop power, and the fuel economy—24 mpg in the EPA combined cycle for Sport and Overland models, versus 19 mpg for the 3.6 gasser—is a nice advantage. So is the cruising range, which is on the order of 500 miles.

Of course, it's easy for me to say the diesel is a better option, because I'm borrowing the 2021 Jeep Gladiator EcoDiesel for a quick test, and I'm not buying it with my own money. Buying the diesel will add some $6,000 to the Gladiator's price ($4,000 for the engine and another $2,000 for the automatic transmission). Add in destination fee, and we're talking about $41,000-plus before you add a single option. And how likely are you to find a Gladiator at a local dealership without a single option? (Hint: Not very.) แทงบอลออนไลน์

So, we can probably rule-out the diesel based on good financial sense. We can also rule it out on towing, since the gasoline-powered Gladiator, when properly equipped, tows more. And while I think the diesel is better off-road, we can't pretend there aren't thousands of Jeepsters out there perfectly satisfied with the 3.6 engine.

What the diesel has, though, is an immeasurable cool factor. Both the Wrangler and the Gladiator just feel right with a diesel. If I was going to buy a 2021 Jeep Gladiator—which, let's face it, makes very little financial sense compared to a Chevrolet Colorado, a Ford Ranger, or a Toyota Tacoma—I'd go for the diesel. Why? Well, why not?

Hey, maybe that's the hook on which I should hang this story.

2021 Jeep Gladiator EcoDiesel Pros Low-rpm torque makes it a better off-roader Better fuel economy and longer range Cool factor 2021 Jeep Gladiator EcoDiesel Cons Turbo lag Uneven power delivery at full throttle Man, is it expensive

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[adrenalineguide]

Jeep Wrangler Rubicon eTorque:

Words and photos by Michael Hozjan

I hit the Trifecta in the last few months. Last summer I got seat time behind the new Wrangler Sahara and quickly proclaimed it as my favorite Wrangler of all time thanks to the new Freedom Top hardtop. That was followed up by the Gladiator, which again won my heart. In the back of my mind however I murmured how long it’s been since I had driven the original two-door iteration of the popular off roader. Jeep has been feeding us the four door for a while and although there have been numerous new two door trims like the Willys and Black & Tan Edition coming out of the factory, they haven’t made their way into my driveway. So naturally I was ecstatic to see a Mojito green two door Rubicon at the press center.

Despite a more rough and tumble ride than its two larger siblings, smaller cargo capacity and a back seat that takes a lot of determination to get into, my love for the two door is as strong as ever. Maybe I’m still that nine-year old boy playing with a plastic toy Jeep on the living room floor. Maybe it’s because the iconic design is second to none, maybe it’s because it’s truly the only the modern vehicle that screams adventure and you’re not running with the Joneses or the folding windshield and removable doors. Whatever it is there’s some good news to celebrate for the 2020 JL.

Over the years there have been significant design changes to improve fuel economy, from sloped back windshields to tapered hoods but the mechanical aspect hasn’t evolved much, until now.

The most significant change for the 2020 Jeep is the addition of an electric motor-generator to the popular Pentastar 3.6L V6.  It’s the same 48-volt mild hybrid system found on the Ram 1500 and brings the Jeep into the new millennium and was just named to the list of Wards 10 Best Engines and Propulsion Systems.

Technically, the system is supposed to deliver better fuel economy without compromising power. I say supposed to because I managed to get a paltry 15L/100km, a far cry from the projected 11L/100km by Transport Canada. In Jeep’s defense there were a lot of long warm ups as my drive was during the chilliest days and nights we had this past winter.

While not a true hybrid and fuel economy aside, there’s an added bonus, the eTorque does as its name suggests, provides an added 90 lb-ft of supplemental torque when needed. The 48-volt motor/generator captures braking energy for storage and later uses the energy to boost the engine’s torque at low speeds. As well, it keeps the 12-volt battery charged, negating the need for a regular alternator, and restarts the motor when the automatic stop/start system is used. Incidentally unlike other stop/start systems this one is ultra smooth and consistently quiet.

With 260 lb-ft on tap the Wrangler leaps into action at the drop of a hat, or mash of the go pedal. It is not unusual to light up the rear tires.

 Above: Not the easiest access, but once planted the rear bench is comfortable

Ok let me clear up the byline, although my tester was the Rubicon the eTorque option is available throughout the line, it just sounds better with thoroughly modern Willys in the context.

Prices start at a reasonable $33,590 for the base two door Sport trimmed Wrangler equipped with the 3.6L V6 and a manual transmission. Yes Virginia thankfully some manufacturers still offer manual transmissions. It may be cliché but there’s a two door Wrangler for every taste and budget in the four trim lines. Sadly the eTorque system, a $2,495 option is only available with the 8-speed automatic, this undoubtedly due to the start/stop feature of the hybrid system. I complained about the start up racket of the Sahara’s mill, fortunately the Rubicon’s eTorque ran silent.

It all adds up

The base Rubicon, the go anywhere version of the Wrangler line starts off at $46,940 adding the Freedom Top will set you back $1,195 but a must in our climate. My tester came with leather seating ($995) the coooold weather package which included heated seats and steering wheel and remote start, again a necessity and a bargain during those cold night and early morning firings at $895. The upgrade infotainment system with 8.4 inch screen, and nav ($1,395). Moving to the outside, the tow/heavy duty electrical system package is $895. Order the $1,295 steel bumpers and you get the LED lighting kit. Adaptive cruise with a slew of safety items is another $1,495. As you can see the options on my tester added up quickly topping off at over 60 grand.

While I admire the Rubicon’s baddest of the bad boy’s persona and it’s go anywhere capability, on a personal note I wouldn’t have too many uses for the whole rock climbing package.  I like the two-speed Rock-Trac transfer case with the 4:1 drive ratio and the limited slip rear diff. Would it be useful on the farm definitely, could I live without it, also definitely. The base model, with the V6 and the all-important 6-speed manual would still be plenty to get me around.

Buyers also have the option of a 2.0L direct injected turbocharged engine option available $1,295 but again only with the automatic as well as the non-hybrid V6 engine option ($1,795), so you need to ask yourself if the fuel savings will pay for the seven hundred dollar premium of the eTorque.

Price as tested: $65,525*

* Includes destination fees and a/c excise tax

[jeffrey2garner]

The 2020 Toyota 4Runner Offers Old-School Cool With New-Age Tech

Modern cars are all curves and swoops and bends and slopes. The 2020 Toyota 4Runner offers none of these. What one shopper might describe as “old-school,” a 4Runner buyer would certainly call “classic.” The 4Runner doesn’t feel outdated, it feels familiar. “Revolting?” Try “Refreshing.”

The SUV frenzy gave way to the crossover craze years ago. The 4Runner’s history stretches back to the 1980s, but it’s the Toyota Highlander (and its softer, friendlier design) that keeps Toyota in the black. With the 2020 4Runner, Toyota attempts to bridge the gap between the former car’s capable, rugged legacy and the luxurious, safe, and comfortable appeal of the modern Highlander.

Dependably Tough, Surprisingly Nimble

The 2020 Toyota 4Runner comes in a variety of trims, but no matter how you spec it, you’ll likely expect a certain level of performance. All trims come equipped with a 4.0-liter V6 engine that produces 270 horsepower and 278 pound-feet of torque. Step on the throttle to hear its Tim Taylor grunt. Poor fuel economy comes standard, too. Over roughly 400 miles, I managed a meager 17.7 miles per gallon. What’s even more unbelievable, that number sits 0.7 mpg higher than the EPA estimate. The antiquated engine keeps the 4Runner feeling like a truck. When reviewing a 2019 example, George Kennedy actually described the V6 as, “more similar to a V8 with two cylinders lopped off than it is to a modern V6 designed for efficiency and smooth operation.” As a result, the 4Runner delivers only 5,000 pounds of maximum towing capacity, despite its rough-and-tumble feel.

Shown: 2019 Toyota 4Runner Engine

Driving on city streets, the 4Runner feels surprisingly at home. The broken pavement of Boston’s inner suburbs was no match for this SUV. It plowed through and punished any potholes brave enough to appear in my way. Equally surprising, the 4Runner ended up being significantly nimbler than it initially felt. At 18 feet, 7 inches, this overgrown mountain goat sports a tighter turning radius than both its main competitor, the Jeep Wrangler Unlimited, and its more family-friendly in-house stablemate, the Highlander.

That doesn’t mean the 4Runner is small. The steering is a blast from the past, managing to feel both heavy and vague at the same time. The full-time 4-wheel-drive (4WD) system in the Limited trim burns fuel like crazy. And I generally used the moonroof only to see how close the 4Runner’s roof was to scraping the garage doors.

Tech and Safety Finally Step into the Present

The 4Runner’s Limited trim swaps in a lot of chrome detailing, most notably the crossbar across the grille. It also adds power-retractable side steps. These started as a cool novelty but quickly wore on me as they appeared and retracted each time I opened a door. Predictably, the 4Runner offered an upright, commanding seating position for the driver and passengers in the front and second row. The third row’s jump seats offer a different story. Even though they showcase some very nifty space optimization, sliding out from underneath the third-row seatbacks, these two extra seats are definitely good for only short trips. If I ordered an Uber XL and got stuck in the third row of a 4Runner, I would not be a happy camper.

On the tech front, Toyota has drastically improved the 4Runner. What was classified a year ago as “basic but straightforward” has advanced to “well-equipped and nicely designed.” Apple CarPlay and Android Auto have both been integrated,. The touchscreen display has been bumped up to 8 inches. Entune, Toyota’s proprietary infotainment system, is easy enough to use. Still, I was particularly grateful to have Android Auto at my fingertips when navigating home. While Google Maps suggested an hour-long route, Entune navigation would have had me driving closer to two hours.

Previously, the 4Runner was a poster-car for the hallmarks of passive safety: seatbelts, airbags, and being bigger than other cars on the road. In 2020, that style doesn’t play well, and Toyota has made efforts to keep the vehicle up to date. Notably, you’ll find 2020 models equipped with adaptive cruise control and lane-departure warning, both of which are part of the Toyota Safety Sense P (TSS-P) suite of advanced safety features. This helps bridge the growing gap between the modern Highlander and the relatively archaic 4Runner. As usual, adaptive cruise proved to be a blessing, but the truck-like 4Runner could have benefited from lane-keeping assist more than it did from lane-departure warning; with a vehicle this big and steering this vague, I ended up turning off the system pretty quickly.

A Little Bit of Everything

The days of a $30,000 SUV are well behind us. The 4Runner starts at $36,020 and rises past my Limited test car’s nearly $50,000 price tag. In order to justify that price, Toyota had to bring its go-anywhere rig into the future. That means upscale appointments and advanced safety features. Today, this is a car for the person who needs a little bit of everything. It’s for those who want a truck that can go anywhere but also one that can suit their family’s needs. Some shoppers will undoubtedly see the 2020 4Runner as a compromise, failing to excel in any one area. Others will see it as an appropriate balance between old and new. Regardless, it’s clear that the 4Runner’s 36-year-old name won’t be going anywhere anytime soon.

The post The 2020 Toyota 4Runner Offers Old-School Cool With New-Age Tech appeared first on The CarGurus Blog.

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[perksofwifi]

2019 Ford Ranger XL vs. 2020 Jeep Gladiator Sport: Work Truck Showdown

One approach to choosing a work truck is to select something as no-frills as possible; a truck you can beat up, leave dirty, and not worry about—at the expense of actual enjoyment. Another is to buy past basicness for something suited to daily versatility, plus fun on those weekends we all work for in the first place.

Squaring off the Ford Ranger XL and Jeep Gladiator Sport around those factors bodes well for either. But when only one can be chosen, we’d pick the truck that works as well on a jobsite as it does far beyond. Step in the ring and find out why.

On the road

Our Ranger test truck was a SuperCab 4×2 model equipped with a 270-hp, 310 lb-ft turbocharged 2.3-liter I-4, connected to a 10-speed automatic transmission. It’s relatively quick—0–60 comes in 6.3 seconds. Features editor Christian Seabaugh called the powertrain a “bright spot,” saying, “Though it can be a bit rough, the engine is efficient and has a torquey punch—it really feels work-capable.” It returns good fuel economy, too, rated at 21/26 mpg city/highway.

Compared to similar trucks, its steering is enjoyably car-like, feeling quick and direct. However, don’t mistake that for sport or composure. Detroit editor Alisa Priddle took issue with its soft suspension, saying, “The body roll can make you sick as it wallows down the road.” Features editor Scott Evans noted the same, saying, “The body is never not in motion, which means you’re constantly moving around, too.” There’s plenty of dive under braking, compounded by the pedal’s bafflingly nonlinear response.

The Gladiator’s engine is a 3.6-liter V-6 making 285 hp and 260 lb-ft, here connected to—believe it or not—a six-speed manual transmission. Don’t get excited, though; this drivetrain is hardly an enthusiast’s dream. The engine is gutless low in the rev range; you have to take it to 4,000 rpm to get any meaningful twist. That’s made worse by the long and widely spaced gears. “First goes through 30 mph, second through 60, and third through around 100,” Seabaugh said, continuing, “For a truck that’s supposed to work and off-road, that’s insane—I’d halve those ratios.” The Gladiator gets to 60 mph in 7.9 seconds.

The shifter isn’t inspiring to work, either, with a bulky knob, long throws, and play in the gates, plus a high clutch catch point. The available eight-speed automatic is the better choice; it could also improve fuel economy over this manual truck’s rated of 16/23 mpg city/highway.

Ride and handling will feel familiar to previous Jeep drivers. It’s similar, although perhaps smoother, than the Wrangler it shares DNA with. That is to say, it’s bouncy, unsettled, and requires constant input on the slow steering, all of which are very much part of the Jeep experience.

Off to work

Put your wondering to bed: The Ranger’s 6-foot box tops the Gladiator’s 5-foot cargo area. Priddle quips that 5 feet is “barely big enough to qualify as a pickup, but it gets the job done.” Those 12 inches might matter to some, but how each vehicle utilizes that cargo space might matter more.

In the Ford, six hard-mounted tie-downs aid versatility, but the undamped tailgate hints at cost cutting. By comparison, the Jeep’s bed features a few party pieces. Four tie-downs are fixed in place, but our test truck had four additional adjustable tie-downs that slide on rails near the top of the bed. The tailgate is damped and has a mid-open position to help contain longer items. Molded into the front of the bedliner are two tire tread marks, intended to help motorcycle enthusiasts align bikes side by side. Both of our testers had spray-in bedliner and a 110-volt power outlet in the back.

Compact work trucks need to be able to haul and tow confidently, even if their capabilities don’t compare to bigger players. Our 4×2 rear-wheel-drive Ranger was rated for a 1,860-pound maximum payload and 7,500-pound towing capacity, and we found that it carries and pulls impressively. Evans called the Ranger’s trailering aptitude “the truck’s greatest strength,” noting that the torquey engine and big side-view mirrors make things easy when hitched up. After a stint towing a 7,200-pound trailer, MotorTrend en Español managing editor Miguel Cortina said, “That this engine can tow such weight so effortlessly is noteworthy.”

Our Gladiator’s capacities were affected by its manual transmission. Certain automatic-equipped Sport models have a maximum payload of 1,105 pounds, but the stick shift elevates that rating to 1,600 pounds. However, whereas automatic Gladiators can be equipped to tow up to 7,650 pounds, manual models max out at 4,000 pounds. Even pulling that relatively light weight, the low-torque V-6 struggles. “It’s easy to stall because there’s no twist,” Evans said. “Once you’re moving, all the power is on the top end, right where you don’t want it.” He succinctly summed up our sentiment: “Maybe don’t trailer with the manual.” Again, the eight-speed automatic would help remedy those foibles.

Interior gear

Given its rough ’n‘ tumble pretenses, the Gladiator’s interior is appropriately focused—far from luxurious, but not cheap. Much of it is hard plastic, but touchpoints are treated with soft padding or leather-like materials. Buttons across the dashboard are well laid out and operate with solid tactility. Our tester’s upgraded 7.0-inch touchscreen was bright and highly responsive; Apple CarPlay ran seamlessly on Jeep’s Uconnect infotainment system. The view from the rear camera is remarkably high-resolution.

Driver’s seat ergonomics were perplexing. The seat doesn’t slide back very far, which, combined with the shallow footwell, results in an upright, chair-like position with limited legroom. It was somehow compromised for petite and tall members of our editorial team. That said, second-row space is ample, and the locking, removable storage box under the seat bottoms is a brilliant option.

Hop in the Ranger XL, though, and the Gladiator suddenly seems lavish. Its interior is an expanse of chintzy hard plastic, devoid of niceties to make it feel anywhere beyond basic. The molded plastic steering wheel reminds you of the car’s cheapness every time you touch it, which is frequently. A low-resolution infotainment display about the size of a credit card completes the low-end feel.

While the Ranger’s driver’s seat offers more space and adjustability, its second row is extremely cramped. “Are we serious with these rear seats?” Evans asked. “Who does Ford think it’s kidding?” Even kids would find legroom limited, but more problematic to their use is the completely vertical seatback position. While these seats also have storage beneath the cushions, it’s a comparatively limited amount. Given its uselessness for carrying passengers, Ford would have been smarter to allocate this space to improved area for cargo or gear.

When driving either truck, noise is omnipresent. In the Jeep it’s justified; the upright windshield and dirt-ready tires generate lots of resistance. Its folding soft-top roof is sound-permeable and generates some flapping noises, but the tradeoff is that you can let it back for open-air enjoyment. It’s confusing, then, how the Ranger is nearly as noisy given its more raked windshield and hard-top body. Wind and engine noise are constant, making the truck seem even less refined.

Truck for the buck

Value is a deciding factor for many work truck buyers, but value is subjective. Some may approach it purely as a cost consideration, in which case the Ford is the clear choice. A basic Ranger XL starts at $25,495; our lightly optioned truck rang up to $29,445.

Impressed as we were by the Ranger’s peppy engine and laden capability, it comes across as cheap—and we don’t mean inexpensive. Basic and brittle interior materials, a useless back seat, tinny exterior sheetmetal, and a noisy, unrefined drive make it hard to believe this is a 2019 vehicle. Even a decade ago, it would have felt entry-level. For those seeking a truck purely for work, the Ranger may be acceptable for getting to and from a jobsite, but not much else.

Value can also be considered in usefulness per dollar, in which case the Gladiator makes better sense. Its base price is more expensive, at $35,040, and our test truck loaded with plenty of options tallied an eye-popping $46,185.

Still, it seems like the better buy, and the better truck. Even with its lackadaisical engine and agriculture-grade manual transmission, it’s a better tool for time spent clocked in or out. Good light truck capability and superior build quality count on weekdays. On weekends, it packs the versatility and adventurous charisma that make Jeeps so fun. Not to mention, it has usable seating capacity for driving with coworkers or family.

For these reasons, the work-hard-play-hard Jeep Gladiator wins this comparison over the bargain-basement Ford Ranger XL.

2019 Ford Ranger XL STX (SuperCab 2WD) 2020 Jeep Gladiator Sport DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, 4WD ENGINE TYPE Turbocharged I-4, alum block/head 60-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 138.0 cu in/2,261 cc 219.9 cu in/3,604 cc COMPRESSION RATIO 10.0:1 11.3:1 POWER (SAE NET) 270 hp @ 5,500 rpm 285 hp @ 6,400 rpm TORQUE (SAE NET) 310 lb-ft @ 3,000 rpm 260 lb-ft @ 4,400 rpm REDLINE 6,000 rpm 6,500 rpm WEIGHT TO POWER 15.7 lb/hp 16.5 lb/hp TRANSMISSION 10-speed automatic 6-speed manual AXLE/FINAL-DRIVE RATIO 3.73:1/2.37:1 3.73:1/2.69:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, leaf springs, anti-roll bar Live axle, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar STEERING RATIO 17.7:1 13.3:1 TURNS LOCK-TO-LOCK 3.2 3.1 BRAKES, F; R 12.2-in vented disc; 12.1-in vented disc, ABS 12.9-in vented disc; 13.6-in vented disc, ABS WHEELS 8.0 x 17-in cast aluminum 7.5 x 17-in cast aluminum TIRES 255/65R-17 110T M+S Bridgestone Dueler H/T 245/75R17 112T M+S Bridgestone Dueler A/T DIMENSIONS WHEELBASE 126.8 in 137.3 in TRACK, F/R 61.4/61.4 in 62.9/62.9 in LENGTH x WIDTH x HEIGHT 210.8 x 73.3 x 70.7 in 218.0 x 73.8 x 74.1 in TURNING CIRCLE 42.0 ft 44.5 ft CURB WEIGHT 4,229 lb 4,699 lb WEIGHT DIST, F/R 58/42% 52/48% SEATING CAPACITY 4 5 HEADROOM, F/R 39.8/35.9 in 42.8/42.8 in LEGROOM, F/R 43.1/30.4 in 41.2/38.3 in SHOULDER ROOM, F/R 56.6/55.2 in 55.7/55.7 in PICKUP BOX L x W x H 72.8 x 61.4 x 20.8 in 60.3 x 56.8 x 18.0 in PICKUP BOX CARGO VOLUME 51.8 cu ft 35.5 cu ft WIDTH BET WHEELHOUSES 44.8 in 44.8 in PAYLOAD CAPACITY 1,860 lb 1,700 lb TOWING CAPACITY 7,500 lb 4,000 lb TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 2.6 sec 0-40 3.5 4.1 0-50 4.8 5.8 0-60 6.3 7.9 0-70 8.1 11.3 0-80 10.6 14.8 0-90 13.8 18.6 0-100 — — PASSING, 45-65 MPH 3.1 4.6 QUARTER MILE 14.9 sec @ 92.9 mph 16.3 sec @ 84.1 mph BRAKING, 60-0 MPH 125 ft 129 ft TOP-GEAR REVS @ 60 MPH 1,600 rpm 1,600 rpm CONSUMER INFO BASE PRICE $27,625 $35,040 PRICE AS TESTED $29,445 $46,185 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side, f/r curtain 4: Dual front, front side/head BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 5 yrs/60,000 miles FUEL CAPACITY 18.0 gal 22.0 gal EPA CITY/HWY/COMB ECON 21/26/23 mpg 16/23/19 mpg ENERGY CONS, CITY/HWY 160/130 kW-hrs/100 miles 211/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.84 lb/mile 1.05 lb/mile RECOMMENDED FUEL Unleaded regular Unleaded regular

The post 2019 Ford Ranger XL vs. 2020 Jeep Gladiator Sport: Work Truck Showdown appeared first on MotorTrend.

https://www.motortrend.com/cars/jeep/gladiator/2020/2019-ford-ranger-xl-2020-jeep-gladiator-sport-work-truck-comparison-review/ visto antes em https://www.motortrend.com

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In love with Jeeps? Want to know which Jeep Model is best for you?

Jeeps are amazing vehicles that have some of the most die-hard loyal customers. Jeeps are one of the most searched for vehicles both in the new and in the used car market. All jeeps are very solid, rugged and most are straight-up off-road machines straight from the factory. They are also popular because of the large aftermarket parts and service support, possibilities of extensive modifications, and decent resale value (even though most wouldn’t want to let go off these prized possessions). 

The journey of Jeep has been an interesting one –starting from being its own stand-alone brand Kieser Jeep, to being purchased by American Motors Corporation (AMC) to AMC’s absorption into Chrysler Corporation, which ultimately became part of Mercedes Benz, and finally to being absorbed into Fiat creating the ‘Fiat Chrysler Automobiles’ (FCA) which today is one of the largest auto builders in the world. Born in the fog of war, forged in the heat of battle, containing DNA of toughness; loyalty and respect, are passed down through the paths of time imparting the foundation of greatness to its descendants that we have today. Jeeps come in all shapes and sizes but all have some glimpse and resemblance of their history. 

There are many Jeeps models currently on-road and in use, however, we will list only the latest and the most popular among the masses. Given below are the various latest models of jeeps and their specifications and configurations for you to consider before you go out to grab and drive one:

Jeep Wrangler

MSRP: Starting from $28,045 to $51,300

MPG: Up to 23 city / 25 highway

Towing capacity: 2,000 to 3,500 lbs

Fuel tank capacity: 17.5 to 21.5 gal

Engine: 2.0 L 4-cylinder, 3.6 L V6

Configurations: Sport, Unlimited Sport, Unlimited Sahara, Rubicon, Unlimited Rubicon. 

Jeep Cherokee

MSRP: Starting from $25,045 to $37,000

MPG: Up to 23 in city / 31 highway

Towing capacity: 2,000 lbs

Dimensions: 182″ L x 73-75″ W x 66-68″ H

Fuel tank capacity: 15.8 gal

Configurations: Latitude, Latitude Plus, Limited, Trailhawk, Overland. 

Jeep Compass

MSRP: From $22,095 to $29,500

MPG: Up to 23 in city / 30 highway

Towing capacity: 1,000 lbs

Fuel tank capacity: 13.5 to 13.6 gal

Configurations: Sport, Limited, Latitude, Trailhawk

Jeep Grand Cherokee

MSRP: From $32,195 to $87,200

MPG: Up to 19 city / 26 highway

Towing capacity: 3,500 to 7,200 lbs

Dimensions: 189-191″ L x 77″ W x 68-69″ H

Fuel tank capacity: 24.6 gal

Configurations: Laredo, Limited, Trailhawk, Overland, Summit, SRT, TrackHawk

Jeep Patriot (2017)

MSRP: From $18,000 to $25,900

MPG: Up to 24 city / 32 highway

Towing capacity: 2,000 lbs

Dimensions: 167″ L x 74″ W x 67″ H

Configurations: Sport, Latitude. 

Jeep Renegade

MSRP: $22,025 - $29,890

MPG: Up to 24 city / 31 highway

Towing capacity: 2,000 lbs

Fuel tank capacity: 12.7 gal

Configurations: Sport, Latitude, Limited, Trailhawk. 

Regardless of which Jeep model you go for, you would be making a good decision. All of them are among the most impressive and capable vehicles in the industry. You surely won’t be disappointed by whichever option you ultimately choose. You can also visit a used car dealerships which usually have most of the ones listed above, in their used Jeeps inventory, look for a used jeep that is in good condition. Here is a list of used jeeps in our inventory https://www.houstondirectauto.com/inventory/?q=jeep

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Volkswagen Atlas and Toyota 4Runner TRD Pro

Text and Photos by Michael Hozjan

Volkswagen Atlas: Getting it right

I wasn’t supposed to like the Atlas. It’s big, square and the furthest departure from what we’re used to from Volkswagen in the company’s history. They call it a seven-passenger. Hell, in the sixties my buddy’s parents stuffed more people into a Beetle. I’d hate to see how many kids and adults they’d fit into the Atlas! 

Like I said I wasn’t supposed to like the Atlas and I don’t. I love it. Volkswagen has gone out and broken all the rules and given us a behemoth (it’s nearly 200 inches long) that’s as easy to drive as a compact sedan, is as smooth as a limo and then turns around and is as agile as a sporty sedan. 

The Atlas doesn’t replace any outgoing model as we were led to believe. It’s an all-new model geared for the big gulp, super-size me, generation.  Unlike other mid-size SUVs like the Ford Explorer and Honda Pilot whose greenhouses feel claustrophobic despite their seven and eight passenger cargo ability, the Atlas feels airy. No matter which of the three rows of seats you choose, foot, leg and elbowroom is abundant. Slide the second row all the way back and your passengers can actually cross their legs (shades of 1950 Cadillacs)! Likewise getting into the third row seat, usually a backbreaking chore left for the rug rats, is a cinch even for adults thanks to the folding and sliding second row seat, which can be articulated with one hand. Incidentally the third row is an option and VW also has second row captain’s chairs on the options list (standard on the Execline).

While we await the arrival of Volkswagen’s new minivan, the Atlas can serve as both a people and cargo mover thanks to a whopping 97 cubic feet of space with the second and third row seats folded. Even with all the seats up there’s still an impressive 21 cubic feet behind the third row.  Both rear row seats split to offer a slew of seating/cargo carrying capabilities. Need more space; the Atlas has a 5,000 lb towing capacity (V6 model).

Oh and did I say the Atlas’ interior is quiet. Very quiet. That is until you turn up the sound on the sat radio through the intuitive touch screen of the infotainment system and light up the Fender speakers peppered throughout the truck. Honda, Fiat, Alfa and a slew of other manufacturers should take note of the VW’s user-friendly (read uncomplicated), instinctively placed infotainement controls. 

The Atlas is available in front-wheel-drive and VW’s 4Motion all-wheel-drive. You get a choice of two engine options; a 2.0L turbo charged four that develops 235 horses and 258 lb.ft. of torque or the 276 horsepower 3.6L V-6 that produces that delivers 266 lb.ft. of torque. Both connect to an 8-speed automatic tranny with Tiptronic.

Ever been frustrated where to stow your blind? VW has the answer.

Duh!

Oh come on!

A friend of mine who worked at a local VW dealer once told me how a fellow mechanic would use the term Mickey Mouse to describe a non-useful item on a car or an item with no design sense what so ever. The term stuck. The fake twin exhaust tips (above) are the first time I’ve used it on a VW product. Yes that’s the real exhaust pipe under the fake one!

Prices start at $35,690 for the 2.0L powered Trendline, which is almost in par with the lid trim line price of the smaller Tiguan. Next up the ladder is the Comfortline at $39,690 with such amenities as adaptive cruise control, heated front seats and washer nozzles, pedestrian detection and sat radio added. My Highline starts at $48,990 and nets you the V6 plus a power tailgate, heated tushies for the rear seat passengers, panoramic sunroof and ventilated front seats.  The good news is it’s still priced under the entry level Toureg! Then there’s the top of the line Execline which starts at $52,540 which adds 20” wheels, 12 fender speakers, a digital cockpit, park and lane assist…

Our Kurkuma Yellow Metallic Atlas drew a lot of attention and one or two even liked the color!

Price as tested: $51,524

Toyota 4Runner TRD Pro: Old school cool

“I can’t believe they’re still making this dinosaur!” exclaimed Eric Descarries, my co scribe, here at Adrenaline Auto Guides.

“Yup, and I’m glad they do.” Came my response.

Obviously we have different visions of what an SUV should be. Eric is of the new school, unibody construction. I on the other hand, still lean more towards the old body-on-frame construction. Maybe it’s the hot rodder or the off-roader in me.

Oh I know I’ll have lots of letters about how unibodied cars have crumple zones to keep their occupants safer than their body-on-frame counterparts and how unibodied cars have withstood the test of time when it comes to rust.

It all depends on what your definition of a SPORT-UTILITY vehicle is, and over the years the term seems to have lost it’s meaning. Today most SUVs are little more than overgrown station wagons with all wheel drive. That’s precisely why we have nonsensical terms like crossover. To me a sport-utility meant you could haul all your gear deep into the woods or across the desert in relative comfort protected from the elements, unlike a 4x4 pickup where your gear would be exposed. The sport portion was more towards hunting, fishing, crossing deep ruts and deeper mud holes, making it to the lot where you hoped to one day build your cabin. And utility meant the truck would be able to haul your construction materials/gear up with you. It didn’t mean how many rug rats you can haul to the baseball diamond – which is what it seems like today’s so called SUVs are all about, even our beloved VW Atlas falls into that category.

The early Jeep Wagoneers, Ford Broncos and Chevrolet Jimmys are a prime example of what I’m talking about. Oh and off-roading doesn’t mean going through the 8 inch trench the construction crew dug up on your street. I’ve taken sports cars through deeper holes.

What makes the Toyota 4Runner the last true sport-utility? To begin with I’ll echo my previous statement, it’s a rugged, utilitarian that will just about go anywhere.  While most SUVs, crossovers and the like are built on car-based chassis, the 4Runner still gets its DNA from a pickup.

From a performance aspect, all 4Runners, regardless of which of the five trim packages you opt for are powered by a 4.0 liter, 270 hp, V6 that pumps out 278 lb-ft of torque mated to a five-speed automatic transmission.  My Toyota Racing Development Pro (there’s also a TRD Off Road) came with 4-wheel crawl control, TRD Bilstein high-performance shocks with remote reservoirs, TRD-tuned front springs, 17” black aluminum wheels with 31.5" Nitto Terra Grappler all-terrain tires.  A locking rear differential, Multi-Terrain Select system and Downhill Assist Control all work in conjunction to get you in and out of the toughest trails. The four-wheel-drive system is of the part-time variety and can be engaged with a manually operated transfer case. Hey these systems, like the 5-speed automatic are bulletproof and have proven themselves over the years. Adding some macho visual appeal while protecting your ride from rocks and logs is a heavy-duty aluminum skid plate mounted up front.

Oh and yes the TRD did get plenty of admiring stares and thumbs up.

As capable as the 4Runner is in the rough, on the road the Toyota doles out a smooth, comfortable ride despite the noisy off-road tires. If there’s a downside to the 4Runner it’s the truck’s off-road traits translate into more sway than usual when doing quick lane changes. The five-speed automatic may be great for tackling the Rubicon but on the highway the truck could also use an extra gear. Let’s not forget the 4Runner hasn’t had a major upgrade in years.

My sunroof-equipped tester’s interior was more truck-like than car-like with large buttons that can easily be manipulated even with gloves. Fit and finish is Toyota quality. Red stitching on the black leatherette seating is a nice touch and rear seat passengers get a provision to tilt their seat backs for added comfort. There is a third row option on the other trim lines. The tester offered an impressive 47 cu.ft. of cargo space behind the second row seats – that’s one of the largest trunks in the midsize SUV category. But what truly sold me on the 4Runner is the opening rear window, a feature that has disappeared off the SUV/crossover/station wagon landscape and something that all of my friends with SUVs have wished for.

The tall off-road tires and ride height make ingress and egress a challenge, but isn’t as bad as the first generation. Showing the truck’s age is the lack of techno gadgetry such as blind-spot monitoring and lane departure warning. You’ll have to old school it and pay attention to the road! However, Vehicle Stability Control, Active Traction Control and trailer sway control are all part of the base vehicle, which starts at $44,800. The TRD Pro package adds another $7395 to the tag. The Toyota can tow 5,000 lbs, only the Grand Cherokee and Dodge Durango can tow more, 7,400 lbs. 

If your looking for a large station wagon with all-wheel drive and car like ride, look elsewhere, this Toyota is not for you, But if you want a rugged, tough workhorse that will carry you, your buds and your gear over any kind of terrain, your choices are very limited and none has the opening rear window on the hatch. Add Toyota’s high resale value and the choice gets narrower.

At the end of my tenure with the 4Runner I must admit it was hard to surrender it. Like the Jeep Wrangler, it may not be the greenest vehicle, I managed to squeeze out 12.5L/100kms of the good stuff, but the feel of the truck is so unique and yes it’s smoother than the Wrangler.  

Price as tested: $54, 083.47