Tag Archives: Off-Road

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2022 Subaru Forester Wilderness

2022 Subaru Forester Wilderness

Consumer Guide Automotive Here’s a factoid for you: Nearly 1 out of every 5 Subarus ever sold has been a Forester, and since its debut as a 1998 model, Subaru has sold more than 2.3 million of its popular compact crossover SUV. For the last several years, the Forester’s annual sales have been running in the neighborhood of 170,000-180,000 units in the US, and Subaru says those totals have been limited by production capacity rather than consumer demand. The current-generation Forester debuted for 2019, and for 2022 it gets a mild freshening, along with the addition of an outdoor-adventure-focused Wilderness model with improved off-road capabilities.

All 2022 Foresters get a new front bumper, grille, headlights, and fog lights, as well as a revised rear-bumper underguard design. All trim levels save the Sport get new roof rails, and the top-of-the-line Touring model gets new wheels, black roof-pillar trim, and silver roof rails.

2022 Subaru Forester Wilderness

In addition to a mild freshening for 2022, the Subaru Forester lineup gains a Wilderness model with enhanced off-road capabilities and unique trim elements inside and out.

Foresters also benefit from Subaru’s updated EyeSight Version 4.0, which has a wider field of view than previous versions and includes an Automatic Emergency Steering feature on most models. (At speeds less than 50 mph, Automatic Emergency Steering works in conjunction with the Pre-Collision Braking System to assist with steering control to help avoid a collision.) Interior tweaks include an LED dome light (with off-delay) and the addition of two cargo-area headliner hooks mounted just inside the rear liftgate. Mechanical changes include a new version of Subaru’s X-MODE off-road driving system and revised suspension tuning.

First Spin: 2022 Subaru Outback Wilderness

The basic Forester cabin offers a good blend of style and functionality; it's utilitarian, but also nicely finished. The Wilderness adds special trim elements, such as copper-colored stitching and accents, that give it a distinctive look.

The basic Forester cabin offers a good blend of style and functionality; it’s utilitarian, but also nicely finished. The Wilderness adds special trim elements, such as copper-colored stitching and accents, that give it a distinctive look.

The Forester Wilderness is the second vehicle to wear the badge of Subaru’s new Wilderness sub-brand—the first was the 2022 Outback midsize wagon, which debuted the nameplate earlier this year. Think of Wilderness as Subaru’s halo brand for customers looking for more off-road capability than the standard models offer. It’s a safe bet that Subaru will continue to expand the Wilderness brand further across its product lineup.

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The Forester Wilderness comes standard with Subaru's "StarTex" water-repellent upholstery, which makes for easier cleanup after outdoor excursions.

The Forester Wilderness comes standard with Subaru’s “StarTex” water-repellent upholstery, which makes for easier cleanup after outdoor excursions.

During a media briefing on the Forester Wilderness, Michael Redic, Subaru of America’s Car Line Planning Manager for Forester, explained that the company’s research shows that Forester customers are among the compact SUV segment’s most active outdoor adventurers. However, those customers aren’t specifically off-roading enthusiasts—they view off-road driving as something they need to do to get to out-of-the-way places, so they can start camping, hiking, backpacking, rock climbing, et cetera. Wilderness buyers are expected to be younger and skew more male than other Forester owners, but Subaru’s research indicates that these customers don’t want to sacrifice on-road comfort and safety for added off-road ability.

Like its Outback Wilderness stablemate, the Forester Wilderness slots in at the upper end of its model lineup. Its base price of $32,820 fits between the upscale Limited model (MSRP: $31,875) and the top-line Touring ($35,295) in the Forester model roster. That’s quite a step above the $25,195 starting price of the base Forester, but then again, the Wilderness comes outfitted with a lot of special gear.

A number of unique exterior styling touches give the Wilderness a beefier, more aggressive look than the rest of the Forester lineup. These include specific front and rear fasciae, along with a bolder grille, six-segment LED fog lamps, extended protective matte-black body cladding, and ladder-style roof rails. Additional matte-black trim includes the mirror caps, window surrounds, badging, and an anti-glare hood decal. Subaru Wilderness badges adorn the front doors and liftgate, and the roof-rail supports and bodyside Forester emblems are finished in an anodized-copper color.

The Wilderness’s roof rails have been repositioned approximately 20 millimeters further apart, which increases the dynamic roof-load capacity to 220 pounds. When the vehicle is stationary, the roof rack’s weight capacity is a stout 800 pounds, which should be enough to support a three-person tent.

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2022 Subaru Forester Wilderness

A small screen nestled above the main touchscreen displays a variety of readouts, including a roll-angle monitor for steep off-road conditions.

The Wilderness’s cabin is outfitted to better cope with the often-muddy adventures its owners are more likely to engage in. Highlights include Subaru’s “StarTex” water-repellent upholstery, all-weather floor mats, all-weather cargo mat, and washable textured plastic rear seat backs. The headliner is black, to help hide scuffs and marks from getting hit by dirty bicycle tires and the like. There is also a smattering of copper and gunmetal accent trim, unique gauges, small Subaru Wilderness cloth “tags” on the seats and door panels (like you’d find on brand-name outdoor clothing), and a handy LED cargo light mounted on the liftgate’s inside trim panel.

Additional horsepower isn’t among the Forester Wilderness’s upgrades, however; it uses the same 2.5-liter horizontally opposed 4-cylinder engine—rated at 182 horsepower and 176 lb-ft of torque—as other Forester models. However, the engine has been fitted with an external oil cooler, and its Lineartronic CVT (continuously variable transmission) is different than the standard Forester unit—it has a strengthened variator pulley and chain, which has improved low-end torque availability. Its range of gear ratios has been expanded, and the final-drive ratio is lower as well. Subaru says these changes have improved the Wilderness’s climbing ability. Towing capability is improved as well—the Wilderness is rated to tow 3000 pounds, doubling the 1500-lb rating of other Foresters.

Specific 17-inch five-spoke alloy wheels are finished in matte black, and they wear white-letter all-terrain Yokohama Geolander AT Tires. A matching full-size spare wheel/tire (complete with a tire-pressure-monitor sensor) is included to maintain full off-road capability in the event of a flat. The Wilderness runs a unique suspension setup as well—longer coil springs and shock absorbers have been fitted to increase the ride height, and the system has been retuned to compensate for the body lift. The changes raise the Wilderness’s ground clearance to 9.2 inches, an increase of 0.5 inch compared to the standard Forester’s (and the Jeep Cherokee Trailhawk’s) 8.7 inches of clearance. The suspension changes have also helped improve Wilderness’s approach and departure angles, as well as the breakover angle.

An aluminum under-engine guard—or skid plate— is standard. Subaru also offers accessory bolt-on underbody metal guards. These include a beefier replacement for the stock under-engine piece along with guards that protect the transmission, differential, and fuel tank.

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The Forester Wilderness’s slightly raised ride height, fortified X-MODE all-wheel-drive system, and other powertrain enhancements are aimed at giving it better capabilities in off-road driving situations than the rest of the Forester line.

Also included is Subaru’s driver-selectable X-MODE dual-function all-wheel-drive system. The system offers Snow/Dirt and Deep Snow/Mud modes that optimize engine and transmission output to help reduce wheelspin in more-challenging conditions. X-MODE also has a Low Speed/Low Ratio Gradient Control system that automatically engages and shifts the transmission to its lowest ratio when it senses the Forester is at low speed on a steep incline. Subaru says this effectively creates a low range to increase torque at the wheels when traveling uphill. The X-Mode display screen features a new roll-angle monitor to help the driver better judge the vehicle’s angle on steep off-road terrain to potentially avoid a rollover.

At a press-preview event Subaru hosted in central Oregon, we sampled a Forester Wilderness equipped with an $1850 option package that added STARLINK multimedia navigation with an 8-inch touchscreen display, a 9-speaker Harman Kardon premium audio system, and a power-operated rear liftgate. Our test vehicle was also fitted with an $220 under-engine guard (skid plate) that, along the $1125 destination charge, pushed the bottom-line price to $36,015.

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Seventeen-inch matte-black alloy wheels on white-letter Yokohama Geolander AT all-terrain tires are standard equipment, as is a full-size matching spare. Subaru Wilderness badges adorn the liftgate and front doors.

Our day-long drive took us down several unpaved US Forest Service roads of varying quality, as well as on street drives that covered rural two-lane highways and a bit of stop-and-go small-town traffic. We also visited an off-road park where Subaru had prepared a large gravel hill. Here, with the nose of the Forester pointed skyward, we used the standard 180-degree front-view camera (pressing a button on the center console brings up the front-camera view on the infotainment touchscreen) to help us see as we motored up the steep incline with little drama. Coming down the other side was just as easy; the standard hill-descent control system took care of vehicle speed while we steered.

On challenging, rock-littered gravel and dirt Forest Service roads, the Forester Wilderness feels at home. Traction is excellent, and there is sufficient ground clearance that during the day we only heard one rock bang off the under-engine skid plate. Our on-road drives largely took place on glass-smooth asphalt, where the Forester Wilderness rode very comfortably. Body roll is well checked, the handling is reassuring, and the naturally aspirated engine is responsive, with excellent throttle control. Only the often-clunky engine stop/start feature disappoints, and it can be turned off. A Forester is no undercover sports car, but its overall demeanor is relaxed and confident, and the Wilderness model’s off-road makeover has introduced no real comfort tradeoffs that would annoy during daily-grind commuting.

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2022 Subaru Forester Wilderness

Like its Outback Wilderness sibling, the Forester Wilderness is outfitted with a ladder-style roof rack that can support the weight of a roof-mounted tent.

Also, we were pleasantly surprised with how relatively quiet the Forester Wilderness was inside. We didn’t encounter any of the roughly textured concrete highways that are common around our home base in the Chicago suburbs, but on the smooth roads of central Oregon we were pleased to find that the aggressively treaded all-terrain Yokohamas kicked up only the slightest hint of road noise.

The main downside to the Forester Wilderness’s trail-tackling added features and chassis tuning is a hit in fuel efficiency—particularly fuel efficiency in highway driving. EPA-estimated fuel economy for Forester Wilderness is 25 mpg city/28 mpg highway/26 mpg combined, a penalty of up to five mpg from the 26/33/29 rating of all other Foresters. (Choosing an Outback Wilderness model over a comparable Outback brings a similar fuel-economy penalty, though the drop isn’t quite as pronounced.)

As expected, the virtues of the basic Forester’s spacious-for-its-class interior carry over unaltered. Your 6’ 2” test driver had plenty of room and was very comfortable up front, and he found excellent headroom under the panoramic sunroof housing. The easy-to-clean StarTex upholstery material looks similar to vinyl or leather, but its surface has a more matte-finish appearance—we think it looks great and feels very nice, though some of our fellow Consumer Guide editors complained that the upholstery in the Outback Wilderness doesn’t “breathe” very well, and can get uncomfortably warm on hot days. The interior’s copper-color accents add a bit of visual pizzazz, thankfully without being overdone. The control setup is fairly straightforward, and the audio and climate controls use traditional knobs and buttons. Thanks to the Forester’s tall roofline and generously sized windows, outward visibility is excellent all-around.

Also, your tester found just enough rear-seat legroom behind a front seat set for himself. While the headroom under the sunroof is adequate, it’s noticeably tighter than up front. All around, entry and exit are easy. The rear liftgate has a wide opening to help make the most of the cargo area.

We’ve been impressed with the current-generation Forester since it debuted for 2019, and we made it a Consumer Guide Best Buy in 2020 and 2021 (stay tuned to see if it retains its Best Buy honors for 2022). The overall package remains roomy, comfortable, and practical, and it’s very pleasant to drive. The enhanced off-road chops of the new Wilderness model introduce no real day-to-day penalties beyond the lower estimated fuel economy. If you’re one of the increasing number of Americans who enjoy camping or off-the-beaten-path outdoor activities, the Forester Wilderness may be exactly what you’ve been looking for.

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2022 Subaru Forester Wilderness

The new-for-2022 Forester Wilderness model is a very “on-brand” addition to Subaru’s lineup. The various off-roading enhancements don’t do any favors for fuel economy, but they should enable outdoor-adventure-focused buyers more flexibility and capability in getting to out-of-the-way places.

Check out the Consumer Guide Car Stuff Podcast

2022 Subaru Forester Wilderness Gallery

(Click below for enlarged images)

Test Drive: 2022 Subaru Outback Wilderness

Car Stuff Podcast

Written by: Don Sikora II on October 25, 2021.

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2021 Jeep Grand Cherokee L Overland

2021 Jeep Grand Cherokee L Overland 4×4 in Silver Zynith (a $345 option)

Car Stuff Podcast 2021 Jeep Grand Cherokee L Overland 4×4

Class: Midsize Crossover/SUV

Miles driven: 579

Fuel used: 35.4 gallons

Real-world fuel economy: 16.4 mpg

Driving mix: 35% city, 65% highway

CG Report Card
Room and Comfort A-
Power and Performance A
Fit and Finish B+
Fuel Economy C-
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 357-hp 5.74-liter
Engine Type V8
Transmission 8-speed automatic
Drive Wheels 4WD

EPA-estimated fuel economy: 14/22/17 (mpg city/highway/combined)

Fuel type: Midgrade gas

Base price: $54,995 (not including $1695 destination charge)

Options on test vehicle: Silver Zynith paint ($345), Luxury Tech Group IV ($1995), Advance ProTech Group III ($1995), Off-Road Group ($1095), 5.7L Hemi V8 engine ($3295; includes electronic brake hold and upgraded rear axle), Uconnect 5 Navigation with 10.1-inch display ($1795; includes 19-speaker high-performance audio and 950-watt amplifier)

Price as tested: $67,210

Quick Hits

The great:  Spacious cabin for both people and cargo; satisfying acceleration; upscale interior materials

The good: Off-road capability, especially when properly equipped; long list of options and available features

The not so good: Thirsty for midgrade gasoline; luxury-brand pricing, particularly when the options are ladled on

More Grand Cherokee L price and availability information

John Biel

The lure of the 3-row midsize SUV proved too great for Jeep to continue to ignore, so make room for the Grand Cherokee L.

It’s not Jeep’s first 3-row rodeo in this size class, the 2006-10 Commander having previously covered that ground. But in the years since the unlamented Commander laid down its arms, the field for vehicles of its type expanded. Indeed, at its debut as a 2021 vehicle, the Grand Cherokee L joined a field of 12 other “mainstream” and 11 “premium” midsize sport-utes with 6- to 8-seat capacity.

2021 Jeep Grand Cherokee L Overland

While the regular-length, two-row Jeep Grand Cherokee is a carryover for 2021, the new three-row Jeep Grand Cherokee L kicks off the Grand Cherokee’s fifth generation with an all-new design. A redesigned two-row Grand Cherokee is debuting for the 2022 model year on a shorter version of the L’s new architecture.

The name pretty much tells you all you need to know about the source material. It is a (L)onger Grand Cherokee—and will even be more so for 2022 when an updated 2-row model adopts the same core platform features—with an additional 6.9 inches of wheelbase and 15.1 inches of body length. (Fun fact: The Commander was derived from the Grand Cherokee of its day.) They share an 8-speed automatic transmission, a couple of engines, and four trim levels, but the ’21 Grand Cherokee L inaugurates a new unibody platform with a higher degree of aluminum components and greater use of high-strength steel. Where Grand Cherokee seating capacity is capped at five persons, the L seats six in standard form or seven with an optional second-row bench seat.

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2021 Jeep Grand Cherokee L Overland

The Grand Cherokee L’s interior ambiance is more upscale than previous Grand Cherokees, particularly in Overland and top-line Summit trim. The Overland’s standard features include a heated steering wheel and heated/ventilated front seats. A $1795 option package adds a 10-1-inch infotainment screen and a 19-speaker McIntosh-brand stereo.

Consumer Guide tested a 4-wheel-drive L in Overland trim. The base price with delivery was $56,690, but a trio of option groups, the 5.7-liter Hemi V8 engine, an audio upgrade, and premium Silver Zynith paint pushed the full tab to $67,210. Had the test vehicle been a rear-wheel-drive model, that figure would have been $2000 less.

Regardless of price or trim, the Grand Cherokee L affords excellent passenger space in the first two rows, and tolerable room for two adults in the third row, especially if middle passengers can track their seats forward. Tilting second-row captain’s chairs clear access to the back row. Front seats provide the most comfort (though one of our testers thought the seat backs should have been a bit plusher); seats in the other rows are a little firmer. The standard heated and ventilated Nappa-leather front seats in the test truck were equipped with back massagers as part of the $1995 Luxury Tech Group IV option.

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Grand Cherokee L

The center console houses dual cupholders, a wireless charging pad (included in the Luxury Tech Group IV option package), a rotary-dial shifter, and toggle switches for drive-mode selection and height adjustment for the standard Quadra-Lift air suspension. The Uconnect 5 touchscreen boasts high-resolution graphics and helpful displays, such as this 4WD-system readout that shows steering angle and locked/unlocked status of the transfer case and rear axle.

The personal items that users bring along can be stashed in the glove box; deep, two-tiered console box; covered bin at the front of the console that serves as the wireless-charging pad in models so equipped; and net pouches on the backs of the front seats. All four doors have pockets with bottle holders (smaller in back). Cup holders are found in the console, on the floor in the second row, and built into the sidewalls for third-row occupants.

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Jeep Grand Cherokee

There’s excellent space in the front and second-row seats. The Luxury Tech Group IV adds high-end features such as Nappa leather upholstery and 12-way power-adjustable seats with a back-massager function.

The roomy, elongated interior pays dividends in cargo space, too. With all seats up, there’s 17.2 cubic feet of room for stuff (plus some hidden space under the deck). Lower the power-retractable 50/50-split rear seats flat with the cargo floor and remotely release the middle seats and 84.6 cubic feet are at your disposal. However, it was suggested by one editor that the hatch opening seems small for the truck’s size and the roof’s slope restricts the height of the opening.

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2022 Grand Cherokee

Here’s one of the main benefits of the Grand Cherokee L’s extra length–third-row seats that are relatively easy to access and offer tolerable headroom and legroom for average-sized adults.

A 3.6-liter V6 of 293 horsepower is standard for all Grand Cherokee Ls. Overland, Summit, and Summit Reserve 4x4s can be had with the Hemi V8 that generates 357 horsepower and 390 lb-ft of torque. It costs $3295 to add to an L but it raises towing capacity to 7200 pounds—a full 1000 pounds more than the V6 can accomplish. Note that the Hemi is supposed to be fed mid-grade gasoline, and plenty of it. EPA fuel-economy estimates are 14 mpg in city driving, 22 mpg in highway use, and 17 combined, but this reviewer’s 96.4 miles in the truck—with 75 percent city-style operation—averaged just 11.6 mpg.

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2022 Grand Cherokee

In size and price, the Grand Cherokee L straddles the line between the midsize and large SUV classes. There’s a generous 17.1 cubic feet of cargo space behind the third-row seats, which grows to 46.9 cu. ft. with the third row folded.

If you need it, Jeep—being Jeep—will make even the plushest Grand Cherokee L ready for the dusty, rocky, or wet trail. CG’s tester was outfitted with the optional Off-Road Group with all-terrain tires on 18×8-inch alloy wheels; skid plates to guard the front suspension, transfer case, and fuel tank; and an electronic limited-slip rear axle. Three different 4×4 systems are doled out to the various models. Overlands get Quadra-Trac II with a two-speed transfer case that can automatically shift as much as 100 percent of available torque to the axle with the most traction. This system also includes “Selec-Terrain” traction management with console-lever-activated “Auto,” “Sport”, “Snow,” “Sand/Mud,” and “Rock” modes that tailor power application to the surface.

In our on-road driving, the Grand Cherokee L displayed great day-in, day-out ride and handling, especially in Auto mode, and it wasn’t too bad in Sport either. The standard air suspension automatically lowers the car highway speeds are attained (confirmation will appear on the instrument display), then raises it again at lower speeds. Choosing Sport mode lowers the vehicle right away. In off-road work, though, the L can be lofted an additional 2.4 inches for added ground clearance.

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2022 Grand Cherokee Wheels

The optional 5.7-liter Hemi V8 adds a significant $3295 premium onto an already pricey vehicle (and it’s quite thirsty for midgrade gasoline), but it supplies satisfying power. Eighteen-inch aluminum wheels on all-terrain tires are included in the $1095 Off-Road Group, as are underbody skid plates and an electronic limited-slip rear differential.

The Uconnect 5 infotainment system in the pre-production test vehicle was optioned up to a larger 10.1-inch touchscreen and 19-speaker McIntosh stereo. The audio unit impressed all our editors for sound quality. However, the Uconnect was prone to seemingly random interruptions, including an instance when the touchscreen went dark, followed by about 15 seconds of loud buzz through the speakers and then a minute or two of a “hard reboot.” Also, one of our editors felt the screen was a little resistant to his inputs.

The 2021 Grand Cherokee L blazes the trail to the next generation of midsize Jeep SUVs. It does so with expected off-road capability and family-sized room, and it affords buyers the chance to select the levels of power and luxury that they want. That should prove hard to resist, too.

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2021 Jeep Grand Cherokee L Overland

In Hemi-powered Overland 4×4 form, the Jeep Grand Cherokee L is not cheap to buy or run, but it offers copious space for both passengers and cargo, upscale cabin trim, lots of desirable technology features, and Jeep off-road capability.

Check out the Consumer Guide Car Stuff Podcast

2021 Jeep Grand Cherokee L Overland Gallery

(Click below for enlarged images)

First Spin: 2021 Jeep Grand Cherokee L

Written by: The Daily Drive staff on September 30, 2021.

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New, old, weird, common, you name it and they had it on hand at Holley’s LSFest West in Las Vegas. And there was no shortage of weird and wacky and fun and awesome going around the autocross, track cross, 3S challenge and more during this insane event. We call it insane because the size, scope, and variety are unlike any other event in the world, which has become a staple in the LSFest world. Check these photos out and tell us which ones are your favorites.

IF YOU MISSED ANY OF OUR PREVIOUS PHOTOS FROM LSFEST WEST, CLICK HERE

LSFest is a spectacle people and that was never more apparent than in Las Vegas during the 2021 LSFest West event held at The Strip at Las Vegas Motor Speedway. With thousands of cars, and tens of thousands of spectators, it was an event of epic proportions even during these COVID times. Thanks to a great partnership between Holley’s production team, track staff at Las Vegas Motor Speedway, along with local, county and state health organizations, this event was able to happen. And happen it did. There were cars, trucks, SUVs, vans, buggies, exotics, pre-runners, race trucks, and everything in between on site to celebrate everything you can do with LS power. We’re talking Drag Racing, Autocross, 3S Speed Stop, Donuts, Burnouts, Drifting, Sideshow, Truck Jumps, Dyno pulls, Manufacturers Midway and tons of food and drink. This is an event like none other and has a very different personality than LSFest East in Bowling Green Kentucky. If you have only been to one, you definitely need to get to the other.

Everyone that’s anyone wants to be at LSFest and this weekend was no different. YouTube stars from B is for Build, Cleetus McFarland, Blake Wilkey, and more were on hand to throw down, have fun, and cut loose in Vegas. After having to cancel the 2020 show, despite trying to reschedule, there were fans, racers, and enthusiasts from all over the country clamoring to get to Las Vegas for this year’s event. Because no on site ticket sales were allowed, all entries were pre-entry and everyone had to buy their spectator tickets ahead as well. After a bustling Friday, Saturday morning started with record numbers coming through the gates for an actual sold out crowd. And we’re not talking about the BS sold out claims you get from some promoters, we’re talking actually sold out crowd and it was epic to see.

For GREAT deals on a new or used Chrysler, Dodge, Jeep or RAM check out Monrovia CDJR TODAY!

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2021 Chevrolet Tahoe Z71

2021 Chevrolet Tahoe Z71 in Shadow Gray Metallic

Consumer Guide Test Drive

2021 Chevrolet Tahoe Z71

Class: Large SUV

Miles driven: 118

Fuel used: 6.9 gallons

CG Report Card
Room and Comfort A-
Power and Performance A-
Fit and Finish B
Fuel Economy B-
Value A-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 355-hp 5.3L
Engine Type V8
Transmission 10-speed automatic
Drive Wheels 4-wheel drive

Real-world fuel economy: 16.9 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 16/20/18 (city, highway, combined)

Fuel type: Regular gas

Base price: $59,200 (not including $1295 destination charge)

Options on test vehicle: Z71 Off-Road Package ($5735), Rear Media and Nav Package ($2490), power-release second-row bucket seats ($370), power-sliding center console ($350) Z71 Off-Road Package discount (-$500)

Price as tested: $68,940

More Tahoe price and availability information

Quick Hits

The great: Cavernous room for both people and cargo; pleasant road manners for such a large vehicle

The good: Long list of standard and available features; satisfying acceleration

The not so good: Extra-large dimensions can make close-quarters maneuvering a challenge

John Biel

If you need a large, V8-powered, body-on-frame sport-utility vehicle, there are lots of choices. If you want it to be in the subluxury price class, the field shrinks. If you want one that Consumer Guide says is a “Best Buy” then the decision has practically been made for you.

The 2021 Chevrolet Tahoe will probably do.

2021 Chevrolet Tahoe Z71

The Z71 is the most off-road-oriented model in the Tahoe lineup. It comes standard with a two-speed transfer case (with low-range gearing), a front skid plate, red tow hooks, and hill–descent control.

Longer and better riding for ’21, the Tahoe moves to the head of the class—along with its bigger-still Suburban sibling and the related GMC Yukon/Yukon XL. It has new looks, new features, and more passenger room, and it comes in an expanded model lineup with starting prices that range from $50,295 to $73,895, delivery included. For this test, CG drove one from near the middle of stack, a Z71 that jumped from $60,495 to $68,940 with options.

The Z71 is an off-road-oriented, 4-wheel-drive-only job that comes with a 355-horsepower 5.3-liter V8. (A 420-horse 6.2-liter V8 is reserved for the line-leading High Country model, and a 3.0-liter turbodiesel straight six is optional for all but the Z71.) It surpasses lesser Tahoe 4x4s by virtue of its standard “Autotrac” automatic 2-speed transfer case with shift-on-the-fly capability and hill-descent control, and stands apart from all other models thanks to a nipped and tucked front fascia that increases obstacle approach angle, a front skid plate, red front recovery hooks, a heavy-duty engine air filter, all-terrain tires on distinct 20-inch alloy wheels, and black tubular assist steps.

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Chevrolet Tahoe Z71

Though the basic Tahoe cabin doesn’t look or feel particularly upscale, the controls are nicely laid out and easy to use–even the unconventional push/pull-button shifter located to the left of the infotainment touchscreen. To the right of the screen is a small covered storage bin. We like the infotainment system’s clear graphics and quick response times.

Foremost among the options packed on to the tester was a $5735 Z71 Off-Road Package with a few luxuries, trailering and safety assists, enhanced cooling, and Magnetic Ride Control and adaptive air suspension.

The closest this driver got to off-roading was busting out of a “berm” that a snowplow left at the end of his driveway—which the Z71 easily dispatched. Snowy neighborhood streets were no match for it, either. Like other ’21 Suburbans and Yukons we’ve driven, the ride quality was impressive from the combination of new multilink independent-rear suspension, Magnetic Ride Control’s constantly changing damping calibrations, and the air suspension’s positive influence on body control. Jolts and wallowing were kept well in check.

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Chevrolet Tahoe Z71

There’s ample room in the Tahoe’s first and second rows. Our test vehicle was equipped with the $2490 Rear Media and Nav Package, which includes dual color LCD high-definition touchscreens mounted on the front seat backs.

This test was our first of one of the new General Motors big SUVs with the 5.3 V8. It performs well in the Tahoe with fluid power delivery. If equipped with the Max Trailering Package, the Z71 can tow up to 8200 pounds. With a 10-speed automatic transmission and “Dynamic Fuel Management” that permits the engine to run on two, four, six, or eight cylinders depending on power need, it is quite a bit easier on gas than the 6.2s previously tested. This reviewer saw 18.5 mpg from a stint of 66 miles that was 40 percent city-type driving—almost 4 mpg better than what he got from a Yukon with the bigger engine. EPA estimates for the Tahoe Z71 are 16 mpg in city driving, 20 mpg on the highway, and 18 combined.

With the redesign, Tahoe gains 4.9 inches of wheelbase and grows 6.7 inches overall for ’21. That translates into three additional inches of legroom for second-row seats and up to 10 inches more legroom in the third row. (Second-row seats can slide fore and aft up to 5.5 inches.) Headroom is excellent in the first two rows and even most adult third-row occupants won’t feel hemmed in from above. Cargo space is abundant. The new configuration pumps 10.2 more cubic feet of cargo capacity behind the third row, and 28.2 additional cubic feet of load volume overall. The added length of the vehicle is only partly responsible for that. With the new rear suspension design, Chevrolet says the load floor is both flatter and lower when the seats are lowered.

Test Drive: 2021 GMC Yukon Denali

Chevrolet Tahoe Z71

Cavernous cargo space is a selling point of large SUVs. The Tahoe boasts 25.5 cubic feet of volume behind the third-row seats, 72.6 cu. ft. with the third-row seat backs folded, and 122.9 cu. ft. with both the second and third rows folded.

Between standard equipment—things like heated leather front seats, tri-zone automatic climate control, wireless charging, 9-speaker Bose audio system, and hands-free liftgate—and the option packages and individual extras, the Tahoe Z71 need not lack for much. However, in some ways, it’s not particularly plush. Considerable areas of hard plastic are obvious and even some soft-surfaced portions are thinly padded—if padded at all. For storage of incidentals, there is a big glove box, an ample covered console box, pockets in the sides of the console and in each door, and pouches behind the front seats. A power-sliding console box that tracks back to expose a large tray and hidden drawer is a $350 option. There are exposed cup holders in the console, middle-row pull-down center armrest, and sidewalls flanking the third-row seats.

First Spin: 2021 Cadillac Escalade

Chevrolet Tahoe Z71

Chevrolet’s 355-hp 5.3-liter EcoTec3 V8 is the lone powerplant available in the Z71, but it supplies satisfying power. Z71s come standard with 20-inch machined aluminum wheels mounted on all-terrain tires.

There’s a full complement of actual and virtual gauges to keep drivers informed, though the virtual ones occupy a somewhat-crowded row above the speedometer and tachometer dials. The Rear Media and Nav Package provided—among other things—a 10.2-inch touchscreen for the Chevrolet Infotainment 3 system that also works with external tuning buttons for quick, intuitive audio inputs. Front climate controls have handy, direct dials with some function buttons.

Not everybody needs the kind of size and power embodied in stout body-on-frame sport-utilities. If you happen to be one of them, however, the ’21 Chevy Tahoe most certainly will do.

First Spin: 2021 GMC Yukon

2021 Chevrolet Tahoe Z71

The Tahoe’s road manners, cargo space, and all-around refinement get a lot better with its redesign for 2021, and the Z71 model offers notably enhanced off-road capabilities.

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2021 Chevrolet Tahoe Z71 Gallery

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Quick Spin: 2020 Ford Expedition MAX Platinum

Written by: The Daily Drive staff on March 19, 2021.

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Tremor

2020 Ford F-350 Super Duty Lariat 4×4 Crew Cab in Velocity Blue

2015 Audi Q52020 Ford F-350 Super Duty Lariat 4×4 Crew Cab with Tremor Off-Road Package

Class: Large Pickup Truck

Miles Driven: 619

Fuel Used: 50.5 gallons

Real-world fuel economy: 12.2 mpg

CG Report Card
Room and Comfort A
Power and Performance A
Fit and Finish B+
Fuel Economy D+
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy A
Tall Guy A
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 430-hp 7.3L
Engine Type V8
Transmission 10-speed automatic
Drive Wheels 4-wheel drive

Driving mix: 25% city, 75% highway

EPA-estimated fuel economy: NA

Fuel type: Regular gas

Base price: $53,970 (not including $1695 destination charge)

Options on test car: 7.3-liter V8 engine ($1705), all-weather floor mats ($135), Tremor Off-Road Package ($3975), stowable loading ramps ($695), adaptive cruise control ($740), Pro Trailer Backup Assist ($1600), fifth-wheel hitch-prep package ($500), roof clearance lights ($95), adaptive steering ($1000), windshield wiper de-icer ($165), wheel-well liners front and rear ($325), Tough Bed spray-in bedliner ($595), Lariat Ultimate Package ($3495)

Price as tested: $70,690

Quick Hits

The great: Outstanding interior space; smooth, strong powertrain

The good: Comfy cabin boasts clever storage solutions; generous level of standard equipment

The not so good: Steep prices; fuel economy; off-road tires increase on-road noise

More Ford price and availability information

John Biel:

Hey, Ford, what’s shakin’?

The zinger comeback to that cheeky question would be Tremor, a new off-road equipment package for 2020 F-250 and F-350 Super Duty pickups. Other things that might rock the big-pickup buyer’s world are the introduction of an available 430-horsepower V8, a new 10-speed automatic transmission, and revised cosmetics inside and out.

2020 Ford F-350 Tremor

The new-for-2020 Tremor Off-Road Package includes hardware such as a limited-slip front differential, locking rear differential, a 2-inch lift kit, upgraded shock absorbers, low-speed cruise control, and chassis-protecting skid plates.

All of this turned up in one tidy package that was dropped off on Consumer Guide’s doorstep wrapped in a Velocity Blue F-350 crew cab with 4-wheel drive and midlevel Lariat trim. Base price for an F-350 Lariat 4×4 crew cab is $55,665 with delivery, but Tremor gear, the new 7.3-liter gas V8, and 11 more options ran the bottom line on the test truck to $70,690.

First Spin: 2021 Ram 1500 TRX

2020 Ford F-350 Tremor

The basic Ford Super Duty cabin is already nicely outfitted, and the $3495 Lariat Ultimate Package includes interior upgrades such as a navigation system, remote start, and heated/ventilated front seats.

The big pushrod V8 is a $1705 upcharge from the F-350’s standard 6.2-liter V8. It kicks out 430 horsepower at 5500 rpm and 475 lb-ft of torque at 4000 rpm. In our tests it moved a truck that weighs close to 7000 pounds with authority, if not exactly cloisterlike silence. The 10-speed trans works smoothly and efficiently, with alert kickdown to aid merging and passing. However, there’s not much it can do about fuel economy. This driver recorded just 9.05 mpg after driving the truck for 61 miles, in city-type driving 46 percent of the time—always unladen, and always in 2-wheel drive. Change any of those factors and the quaking will be in your gas budget.

Test Drive: 2020 Chevrolet Silverado 2500 LTZ Duramax

2020 Ford F-350 Tremor

Like most heavy-duty crew-cab pickups, the F-350 Super Duty’s rear-seat space is cavernous enough to fit three plus-sized adults in comfort.

What about hauling and towing? As a “short” crew cab (159.8-inch wheelbase, 6.75-foot-long cargo bed) 4×4 with the 7.3 engine, the test truck’s payload rating was 4460 pounds. Its conventional towing limit is 15,000 pounds, with a fifth-wheel/gooseneck-hitch rating of 16,200 or 20,000 pounds, depending on axle ratio. Note that for the most pulling power in an F-350 there’s the extra-cost Power Stroke 6.7-liter turbodiesel V8, newly beefed up to 475 horsepower and 1050 lb-ft.

Either of those optional powerplants is required in order to add the Tremor package to a Super Duty, and it’s available for the XLT, Lariat, King Ranch, and Platinum trim levels. The $3975 option group outfits the truck with 35-inch off-road tires (and matching full-size spare), 18-inch low-gloss black-painted wheels, springs that raise front ride height by two inches, an electronic-locking rear differential, limited-slip diff for the front axle, twin-tube performance shock absorbers, low-profile running boards, skid plates to protect the transfer case and fuel tank, modified front air dam for improved approach angle, water-fording vent tubes for the transfer case and axle, and traction-enhancing Rock Crawl and Trail Control modes. The package rounds out with body-color wheel-lip moldings and Tremor identification on the sides of the cargo bed.

The specialized underpinnings bring on a firm but not terribly brittle ride. There’s some highway noise from the big rubber with its off-road-attuned tread, but about the “worst” thing you’ll experience on paved roads is a steady low-key vibration felt through the steering wheel. The last time we drove an F-350 from this generation it was a long-bed crew cab with a “dually” rear axle, a truck that required great care and forethought for lane changes and other maneuvers. The more, ahem, compact dimensions of our 2020 Tremor made it a little nimbler to handle, but the big power trailering mirrors with parabolic lower portions are indispensable assistants for expressway driving, especially with the driver perched so far up in this high-riding rig.

That tall stance also has an impact on cabin and cargo-bed access. The running boards will be virtually indispensable to passengers for entry and exit. In back, the open tailgate rests 40 inches above flat ground, which complicates loading and makes it a real challenge for a person to climb into the bed. The Lariat Ultimate Package ($3495) that was added to the test truck included a retractable step and handgrip post built into the tailgate. They help, but even then, the step is still 26 inches from the ground.

Quick Spin: 2019 Ford F-250 Super Duty Limited

F-350 Tremor

The new-for-2020 7.3-liter V8, which puts out 430 hp and 475 lb-ft of torque, is a $1705 option. Eighteen-inch satin-black-painted aluminum wheels on 35-inch all-terrain tires are included in the $3975 Tremor Off-Road Package.

The other elements that make an F-350 Lariat crew cab what it is are pretty much what they have been since the current Super Duty models bowed for 2017. Legroom, shoulder room, and headroom are exceedingly generous, and large windows offer a commanding view of the surroundings. The cabin sports leather seats and steering-wheel wrap, and some woodgrain highlights. There’s a brushed-metal look to the air-vent bezels, steering-wheel arms, and console trim, but there’s a plasticky feel to them. Seats are long-drive comfortable, and the cushions in the 60/40-split rear bench flip up to clear room for a very large interior storage space. (A panel in the floor can be raised to pop open a long storage bin that can then be hidden under the seat cushions.)

Test Drive: 2019 Ram 3500 Laramie Longhorn

2020 Ford F-350 Tremor

The Tremor package also includes bedside callout graphics.

Front-row storage for personal items falls to dual glove boxes, an immense covered console box, and long door pockets. Rear passengers get pouches in the backs of the front seats and door pockets. There are cup holders in the front and back of the center console, and two more pop-out drink holders in the pull-down center armrest.

Standard equipment includes a power sliding rear window, power tailgate lock, tow hooks, trailer brake controller, trailer sway control, 10-way power front seats, dual-zone automatic climate control, 10-speaker Bang & Olufsen sound system, satellite radio, Wi-Fi hotspot, remote keyless entry, and convenient Sync3 infotainment system with an 8-inch touchscreen. Electronic safety minders consist of blind-spot and rear cross-traffic alerts, lane-keeping warning, reverse sensing, and pre-collision assist with automatic emergency braking. Some of the things included in the considerable options load were loading ramps that stow in the cargo bed, spray-in bed liner, navigation, and heated and ventilated front seats.

Every few years in the life cycle of a vehicle line the manufacturer has to shake things up a little. The Tremor is how Ford is doing it with the big F-350 pickup.

’70s Madness! 10 Years of Classic Pickup Truck Ads

2020 Ford F-350 Tremor

A Ford F-350 Super Duty pickup is a brawny vehicle to start, but the newly available 7.3-liter V8 and Tremor Off-Road Package make it even brawnier… and even more expensive.

 Click below for enlarged images

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2020 Ford F-350 Tremor Gallery

F-350 Tremor

Written by: The Daily Drive staff on November 9, 2020.

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2021 Ram 1500 TRX

2021 Ram 1500 TRX

Consumer Guide Automotive By Don Sikora II

After packing a sizable collection of facemasks and two squeeze bottles of hand sanitizer, we set off to drive Ram’s new off-road-ready TRX pickup at a socially distanced event near Lake Tahoe. Clearly, most of us would love to forget 2020, but if you are into high-performance off-road trucks, the 2021 Ram 1500 TRX will definitely fall into the category of things you’ll be happy to remember.

More off-road vehicle news and reviews

The first thing you notice about the TRX is the exterior styling. The current-generation Ram 1500 was redesigned for the 2019 model year, and it’s quite a looker—its gracefully smooth lines are modern, yet maintain stylistic kinship with the revolutionary 1994 Dodge Ram 1500. In addition, Ram’s designers have gotten very good at creating distinctive styling cues for each trim level. The best example of this in the current Ram pickup lineup might be the off-road-themed Rebel model, and that’s where the TRX story begins.

X

The new-for-2021 Ram 1500 TRX is one of the brawniest off-road pickups ever. The 702-hp supercharged 6.2-liter Hemi V8 can propel this 6400-lb beast to 0-60-mph runs of just 4.5 seconds and 12.9-second quarter-mile times.

The 2016 Ram Rebel TRX concept vehicle debuted at that year’s State Fair of Texas, and introduced the basic idea of a powerful truck capable of off-road speeds of over 100 miles an hour. The concept truck also established the visuals that the production model runs with. Picture a muscled-up desert racer and you’ll get the general idea… and it’s an idea that Ram’s designers have enthusiastically embraced.

The 2021 TRX is offered only as a 4-door Crew Cab model with the short 5-foot 7-inch bed. The most obvious changes from everyday Ram 1500s are the dramatically bulged fenders—the new front fenders are made from a composite material, and out back the TRX-unique bedsides are stamped steel. All four corners also have composite flares to help cover the TRX’s 6-inch wider track and sizable 35-inch all-terrain tires. These alterations add up to make the TRX eight inches wider than other Ram 1500 models.

More Ram pickup news and reviews

The TRX’s interior has an especially upscale feel when optioned up with the TR Level 1 or TR Level 2 Equipment Group. All TRXs have steering-wheel-mounted aluminum paddle shifters and a unique console-mounted shift lever in place of the rotary-dial shifter on other Ram 1500s.

The hood is a new TRX-specific aluminum unit with a functional scoop—fans of classic Mopar muscle cars may think it looks a bit like the scoop on the 1970 Plymouth AAR ‘Cuda. The aggressive-looking vents that flank the TRX’s hood scoop are non-functional. The new satin-black grille assembly is designed to maximize airflow to the engine—the huge RAM letters are formed in outline only, allowing additional air to pass through.

Test Drive: 2019 Ford F-150 Raptor

The TR Level 1 Equipment Group adds features such as leather upholstery, heated front seats and steering wheel, and a surround-view camera.

The TRX wears all-new steel bumpers with integrated tow hooks, and the front bumper incorporates a skid-plate section. The TRX’s extreme width means it must be equipped with additional marker lights, per federal mandate. So, compact LED marker lights have been neatly integrated into the hood scoop, each fender flare, and the gap between the tailgate and rear bumper.

For now, the 2021 TRX comes in your choice of six colors: Flame Red or Bright White for no extra charge, Hydro Blue or Diamond Black Crystal for $100 extra, and Granite Crystal or Billet Silver for $200 extra. Later in the model year, Ignition Orange will be added. The limited-production Launch Edition TRX—only 702 will be built, and they’re already sold out—includes “Anvil” battleship-gray paint in its $12,150 package price.

The Bright White pre-production test truck we drove during the press event was outfitted with the optional TRX exterior graphics ($495), along with the lower-body two-tone paint ($250). Some Ram fans may be disappointed that the lockable RamBox bedside storage compartments and the Multifunction Tailgate aren’t available on the TRX.

To our eyes, all the changes work well together and create a striking exterior—a look that’s sporty and aggressive without going over the top. While in the driver’s seat, looking in a side mirror and catching a glimpse of the curvaceous rear fender was a visual treat.

Forgotten Concept: Dodge Ram T-Rex 6×6

2021 Ram 1500 TRX

The TRX boasts plenty of specialized suspension hardware that contributes to its off-road prowess–such as forged-aluminum upper and lower front control arms, Bilstein shock absorbers, and a sophisticated BorgWarner transfer case.

Since we already mentioned the hood’s functional scoop, let’s move on to one of TRX’s other defining features—the engine underneath that scoop. It’s a supercharged 6.2-liter Hemi V8, much like the monster mill that debuted in the 2015 Dodge Challenger SRT Hellcat. In TRX tune, the blown Hemi is rated at an attention-grabbing 702 horsepower and 650 lb-ft of torque. It mates to Ram’s beefy 8HP95 8-speed automatic transmission. The hood scoop, along with the TRX’s unique grille, feed the engine cool outside air. Ram engineers say the TRX’s air-filter assembly is the largest in the segment, and that its filter elements can trap four times as much dust as its nearest competitor. TRX-specific changes to the engine include a new oil pan and a high-mounted alternator, the latter of which helps make the TRX capable of fording through up to 32 inches of water.

Test Drive: 2020 Toyota 4Runner TRD Pro

2021 Ram 1500 TRX

Ram had a color-coded rolling chassis on display at the TRX press event to show off how much of the TRX’s frame is unique. The blue components of the frame are all new, and the green areas have been “up gauged” for extra strength compared to the standard RAM 1500 frame. The black parts are shared with other Ram 1500 models.

Ram says the TRX will run 0-60 mph in 4.5 seconds, and 0-100 mph in 10.5. If you want to take this beast to the drag strip, expect a quarter-mile time of about 12.9 seconds at 108 mph. The muscular Hemi is surprisingly smooth, and throttle response is excellent. We were also impressed with how easy the throttle was to modulate—to its credit, the go pedal is not an on/off switch. Some distinctive supercharger whine and exhaust bark are heard under acceleration, but that’s all part of the Hellcat-like experience; we’d guess the noise will be music to most TRX owners’ ears.

First Look: 2021 Ford Bronco

2021 Ram 1500 TRX

Eighteen-inch alloy wheels on beefy Goodyear Wrangler tires are standard, but these beadlock-ready 18-inchers are available as an $1895 option.

We also experienced TRX’s power using the standard Launch Control feature. At full throttle, the traction and acceleration are jaw-dropping; the experience is akin to the pushed-back-in-your-seat feeling you get when taking off in a jetliner. We braked before reaching the cones that marked an eighth of a mile from the starting line, and the speedometer had us at 73 mph. Oh, did we forget to mention this run was on gravel? Also, now seems like a good time to point out that this truck’s curb weight is 6350 pounds—that’s about as heavy as three 2020 Mitsubishi Mirage hatchbacks.

Our Launch Control-enabled run occurred shortly after we drove a Ram-supplied Ford F-150 Raptor on the event, and made a spirited but comparatively drama-free sprint down an interstate-highway on-ramp. The Raptor’s 450-horsepower EcoBoost turbocharged V6 is no slowpoke, but it’s down 252 horsepower(!) compared to the TRX. No surprise, then, that the Ram is clearly the seat-of-the-pants acceleration champ between these two, and by a wide margin.

Of course, all this power comes at a stiff price when you stop at the gas station and fill the 33-gallon tank. Premium gasoline is required, and estimated fuel economy is 10 mpg city, 14 mpg highway, and 12 mpg combined. Oof. Eight selectable drive modes—Auto, Sport, Snow, Tow, Custom, Mud/Sand, Rock, and Baja—dial in specific powertrain, suspension, and steering parameters to suit driving conditions… and we noticed that “Eco” wasn’t included among those.

Quick Spin: 2020 GMC Sierra 2500 AT4

2021 Ram 1500 TRX

A bed-mounted spare-tire carrier is a $995 option.

The TRX’s supercharged Hemi lives and works in a beefed-up steel ladder frame that is 74-percent new compared to other Ram 1500 models. The TRX-specific suspension’s front setup uses forged-aluminum upper and lower control arms and a ZF-supplied axle. The front wheels are located 20 millimeters further forward than other Ram 1500s, which lengthens the wheelbase by about a half-inch.

The rear suspension retains Ram’s now-traditional five-link coil-spring layout, but again the heavy-duty components are all new. The huge rear coils are nearly two feet long, and the solid rear axle is a Dana 60 with full-floating hubs and an electronic locking differential. The Dana also receives an axle-hop damper for improved control and traction. The transfer case is a full-time BorgWarner 48-13 unit with upgraded internals. Critical chassis components are protected by a collection of five skid plates.

All four corners use active Bilstein Black Hawk e2 shocks with nitrogen-charged remote reservoirs. Wheel travel is more than 13 inches all around, compared to about nine inches on standard Ram 1500 models. In the back, TRX’s increased wheel travel was achieved without reducing the bed’s cargo capacity.

Quick Spin: 2020 Ram 1500 Rebel EcoDiesel

2021 Ram 1500 TRX

The TRX’s functional hood scoop is also home to three LED clearance lights.

The TRX rolls on specially designed Goodyear Wrangler Territory All-Terrain 325/65R18 tires mounted on 9-inch-wide cast-alloy rims. The optional wheels ($1895) are the same size, but are beadlock ready. A full-size spare with a matching wheel and 35-inch tire is standard, and it mounts under the bed. Our test truck had the optional in-bed spare tire carrier ($995), which looks race-ready but obviously compromises the bed’s usability.

On the press event, we had the opportunity to drive TRX off-road at Wild West Motorsports Park near Sparks, Nevada. There, we were able to get a taste of the truck’s capabilities on dusty, rock-littered trails, and then took a few laps on the dirt race track—which included a couple of jumps that got all four wheels off of the ground. The TRX includes a Jump Detection system to identify when the vehicle is airborne and adjust the powertrain control system to help avoid any damage upon landing. We also climbed a steep, ragged rock hill with the help of two spotters. This activity allowed us to take advantage of the truck’s low-range gearing, 11.8 inches of ground clearance, and optional rock rails ($995).

Our on-road drives consisted of a mix of tight-and-twisty two lanes, along with short stretches of a wide, boulevard-like suburban highway and Interstate 80. The TRX held its own in the twisties, but it’s obviously no sports car—you never forget it’s a big truck with a 145.1-inch wheelbase and an overall length of 232.9 inches. Steering feel is good, and ride quality is surprisingly supple and controlled—comfortable, even. One niggle appeared on the chewed-up concrete of I-80, where there was a faint, yet persistent, hint of motion present that our test truck couldn’t quite smother. Still, on-road comfort is commendable, given this truck’s serious off-road equipment. We didn’t have the opportunity to pilot our test truck in any congested urban areas—the only tight spot was a small parking lot at a break stop in historic Virginia City, Nevada. Here, the TRX’s ample size and relatively wide turning radius quickly became apparent.

Test Drive: 2020 Jeep Gladiator Mojave

2021 Ram 1500 TRX

The extra-large air-filter setup means you can’t see a whole lot of the Hemi under the TRX’s hood, but Ram’s designers hid an “Easter egg” dig at the Ford F-150 Raptor under the intake cover–a T Rex snacking on a doomed velociraptor.

Last, but certainly not least, is the interior. The TRX comes standard with cloth-and-vinyl trim that’s based on the Rebel’s cabin. Moving up to the TR Level 1 Equipment Group ($3420) adds 8-way power front seats, black leather upholstery, heated front seats and steering wheel, and several other convenience features. Ram representatives told us that a Level 1 TRX interior is trimmed similarly to the 1500 Limited model. Our test truck was outfitted with the top-line TR Level 2 Equipment Group ($7920); this includes everything from the Level 1 Group and adds a long list of goodies such as ventilated front seats; three-level heated front seats; memory functions for the driver’s seat, door mirrors, radio, and power-adjustable pedals; a 60/40 folding rear bench seat; blind-spot monitoring; power tailgate release; and LED bed lighting.

Our test truck was decked out even further. The TRX Carbon Fiber Package ($1295) added real carbon-fiber trim, along with a flat-bottomed steering wheel covered in a mix of perforated leather and Alcantara suede. It also had the Advanced Technology Group ($1095), which adds a heads-up display, a rearview mirror with a digital-camera display, and a LED CHMSL (center high-mounted stop light) that also contains the rearview-mirror camera and lights that illuminate the pickup bed. Though our test truck didn’t have it, Ram also offers a TRX Red Interior Accents package ($1495) for a bit more interior pizazz.

Test Drive: 2019 Chevrolet Colorado ZR2 Bison

2021 Ram 1500 TRX

“Gettin’ air” is part of what the TRX is designed to do. It’s got a seriously reinforced frame and heavy-duty suspension components that give it more than a foot of suspension travel.

The TRX’s posh cabin—at least in optioned-up form—was a very pleasant surprise. The overall appearance is impressively high-end, with an attractive mix of luxury, sport, and high-tech elements. The black leather and Alcantara look and feel great, and we appreciated the tasteful gray accent stitching. Not surprisingly, passenger room is plentiful—the front seats have additional bolstering, but remain roomy and comfortable for the plus-size gentleman. We found the heads-up display quite useful, especially the speed limit and navigation information it displayed. Its white graphics were very legible overall, but wearing our polarized Ray-Ban sunglasses caused some of the HUD graphics to wash out so they weren’t fully visible. Another pleasant surprise was how quiet the TRX’s interior is while cruising. Surprisingly little noise from the aggressive all-terrain tires makes it into the cabin, and most of the noise from the brawny V8 and its sporty exhaust fades away.

Future Collectibles: 2009-2010 Hummer H3T Alpha

2021 Ram 1500 TRX

Each TRX gets a metal emblem on the center armrest lid with its specific vehicle identification number.

Interior items worth a special mention include the attractive leather trim on the dashboard, and the fantastic flat-bottomed steering wheel, which felt ergonomically ideal to our hands. Also notable is the standard 12-inch UConnect 4C customizable touchscreen with navigation and satellite radio. The touchscreen responds quickly to inputs and boasts sharply defined color graphics. By comparison, the smaller navigation screen in the F-150 Raptor we drove during the event looked like an old-school video game.

We kept the TRX’s 9.2-inch-wide digital-camera rearview mirror in its video display mode for our drive, which we found a bit jarring at first. (The mirror can also be switched to a normal reflective-glass rearview mirror.) It’s odd not seeing your reflection in the “mirror,” but we quickly acclimated, and appreciated the clear, sharp view on a very sunny day. We’re curious about how well the system works in inclement weather and at night. We should mention that we didn’t encounter any problems viewing the touchscreen or digital mirror while wearing polarized sunglasses.

No-Name Sport Truck: Remembering the Chevrolet Colorado 3LT V8

If a 702-hp off-road pickup isn’t ostentatious enough for you, hood and bedside decals are optional.

Interestingly, the TRX does not have Ram’s now-expected rotary shift knob; it uses a more traditional shift lever on the large center console and a pair of paddle shifters on the steering wheel. A narrow-but-deep storage slot runs the width of the console in front of the shifter, and is home to the “Ramcharger” wireless charging pad.

The TRX’s dash includes plenty of physical control buttons, and there are numerous menus and even more virtual buttons accessible via the large touchscreen. The various controls are more elaborate than can be easily understood during a test drive or even on a day-long ride. Recognizing this situation, Ram has announced the TRX will debut a new “Know & Go” mobile app that’s designed to help owners discover and understand their vehicle’s features.

The TRX is the priciest Ram 1500 model; it starts at $71,690, including the $1695 destination charge. Our optioned-up test truck stickered at a cool $89,860. Spending some time with the TRX build tool on Ram’s website shows that checking all the boxes can push the bottom-line price north of $97,000. For a rough comparison, Consumer Guide’s 2019 Ford F-150 Raptor SuperCrew test truck priced out at $74,995, including $17,520 worth of options.

Ram calls the TRX the “Apex Predator of the Truck World.” Clearly there is some Tyrannosaurus Rex-versus-Raptor chest pounding in those words, aimed directly at the TRX’s Dearborn-born rival. We aren’t going to bestow any grand titles, but after a day behind the wheel of the TRX, we came away impressed. It’s clear this truck offers off-the-lot performance that was unimaginable in the not-so-distant past. And the very appealing and luxurious softer side of TRX was perhaps the biggest surprise—one that should extend this highly specialized model’s appeal beyond hardcore off-roaders.

Mountain of Torque: Remembering the Short-Lived “Big-Block” Chevrolet Avalanche

The 2021 Ram 1500 TRX is frighteningly expensive and frighteningly thirsty for premium gasoline, but it boasts astonishing off-road capabilities, and it’s flat-out faster than most golden-age muscle cars. It’s also more comfortable and, when optioned up, much more luxurious inside than you might expect for such a no-holds-barred machine.

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Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Ram 1500 TRX Gallery

2021 Ram 1500 TRX

Written by: The Daily Drive staff on October 26, 2020.

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2020 Toyota RAV4 TRD Off Road

2020 Toyota RAV4 TRD Off Road in Lunar Rock/Ice Edge two-tone (a 500 option)

Toyota RAV4 TRD Off Road2020 Toyota RAV4 TRD Off Road

Class: Compact Crossover

Miles driven: 809

Fuel used: 24.9 gallons

Real-world fuel economy: 32.4 mpg

CG Report Card
Room and Comfort B+
Power and Performance B-
Fit and Finish B-
Fuel Economy A-
Value B
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B-
Tall Guy B-
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 203-hp 2.5L
Engine Type 4-cylinder
Transmission 8-speed automatic
Drive Wheels AWD

Driving mix: 10% city, 90% highway

EPA-estimated fuel economy: 25/32/27 (city, highway, combined)

Fuel type: Regular gas

Base price: $35,280 (not including $1120 destination charge)

Options on test vehicle: TRD Off-Road Weather Package ($1185), Premium Audio/Dynamic Navigation ($1620), TRD Off-Road Technology Package ($1950), two-tone paint ($500), door-sill protector ($199), running boards ($549), door-edge guard ($140), mudguard ($129), blackout emblem overlays ($65)

Price as tested: $42,567

More RAV4 price and availability information

Quick Hits

The great: Cargo capacity, available high-tech features, towing capacity (for a compact crossover)

The good: Fuel economy, pleasant road manners despite off-road-focused gear

The not so good: Front-seat space isn’t great for big and tall folks, engine gets a bit noisy during fast acceleration, non-linear transmission feel

John Biel:

Automakers spent a good 25 years softening the sport-utility vehicle into something more “carlike.” The result was the crossover, a vehicle type that has succeeded perhaps beyond anyone’s wildest dreams, even seriously threatening the survival of the sedans and station wagons from which they richly borrowed.

Toyota RAV4 TRD Off Road

The TRD Off Road is a new addition to the RAV4 lineup for 2020. It’s an all-wheel-drive-only trim level that slots in at $600 less than the top-line AWD Limited in the RAV4 model roster.

All pendulums swing, however. Lately, there have been moves by some manufacturers to toughen up the crossover. One of the newest comes from one of the oldest—the Toyota RAV4 that essentially pioneered the crossover field in the mid 1990s. For 2020, it adds a TRD Off-Road model designed to make the compact crossover more capable in the terra incognita that lies beyond the shopping-mall parking lot.

Toyota actually began moving in this direction in 2018, when the RAV4 added an Adventure model with a few terrain-taming technologies and a huge boost in towing capacity, wrapped up in a look that was more rugged than other RAV4s. It was continued when a redesigned fifth generation of Toyota’s top-selling vehicle came out for ’19. The TRD Off-Road, which starts at $36,400 with delivery—$2225 more than the Adventure—takes that concept to another level.

Test Drive: 2019 Mitsubishi Outlander PHEV

Toyota RAV4 TRD Off Road

The TRD Off Road Pro’s red accents and contrast stitching add sporty panache to the basic RAV4 cabin. A wireless smartphone charging pad (locating just in front of the shift lever) is included in the $1950 Technology Package, as are a 360-degree around-view monitor, front and rear park assist with automated braking, and digital-camera rearview mirror.

Toyota Racing Development supposedly tapped some things learned from its RAV4 rally program to give the Off-Road a suspension with specially tuned red coil springs, twin-tube shock absorbers configured for better rebound control, and new bump stops for improving body control over large bumps and dips. The TRD Off-Road rides on black flow-formed 18×7-inch wheels (one inch shorter in diameter than the Adventure’s wheels) wrapped in rugged Falken Wildpeak A/T Trail all-terrain tires. Appearance details include LED fog lights, dark-gray front and rear lower fasciae, red interior stitching and trim elements (including TRD logos sewn into the headrests), and TRD all-weather floormats and cargo-area liner.

Test Drive: 2021 Toyota Venza XLE

Toyota RAV4 TRD Off Road

Back-seat passengers get HVAC vents and dual USB charging ports, and enough headroom and legroom for average-sized adults to ride in comfort. Likewise, the rear door apertures are large enough for unencumbered entry and exit.

The Adventure and TRD Off-Road are all-wheel-drive-only models—no surprise there—with dynamic torque vectoring that can send as much as 50 percent of torque to the rear wheels, and also disconnect the rear driveline when front-wheel drive is enough to move the vehicle. Ride is firm and the tires can be a little noisy on the highway, but they didn’t produce the wandering tramlining effect we’ve experienced on some other off-pavement specials where constant small steering corrections were required.

Test Drive: 2020 Honda CR-V Hybrid Touring

2020 Toyota RAV4 TRD Off Road

RAV4s boast generous cargo volume for their size, and a helpfully low load floor. There’s 37.5 cubic feet of cargo volume behind the rear seats, and 69.8 cu. ft. with the rear seats folded. Rubber floor mats are standard in the TRD Off Road.

All gas-only RAV4s have a 2.5-liter 4-cylinder engine of 203 horsepower and 184 lb-ft of torque, and an 8-speed automatic transmission. Power output is acceptable for most driving situations, but transmission shifts are not the timeliest. “Sport” driving mode seems to have more effect—and slight at that—on steering than it does on acceleration. The TRD and Adventure both have a 3500-pound towing capacity that is tops among RAV4s—by at least 2 to 1—and about as good as it gets in the entire compact-crossover class. EPA fuel-economy estimates for the TRD Off-Road are 25 mpg in city driving, 32 on the highway, and 27 combined, which Consumer Guide’s experience backed up. In fact, in a test that consisted primarily of a long highway road trip, we averaged 32.4 mpg–a bit better than the EPA highway number.

Android Auto smartphone compatibility is added for all 2020 RAV4s. (Apple CarPlay connectivity already was included.) Otherwise, the TRD Off-Road’s standard-equipment complement was much like that of the ’19 RAV4 Limited that CG tested: LED headlights; power moonroof; power liftgate; SofTex leatherette upholstery; dual-zone climate control; satellite radio; and Toyota Safety Sense 2.0 suite with pre-collision warning and pedestrian detection, dynamic cruise control, lane-departure alert with steering assist, lane-tracing assist, automatic headlight high-beam control, and road-sign recognition. It shares the Adventure’s raised roof rails and a 120-volt power outlet in the right side of the cargo compartment. An extensive load of options that raised the final price to $42,567 added things like navigation, heated steering wheel, heated and ventilated front seats, Qi wireless smartphone charging, and an overhead-view camera.

Test Drive: 2020 Chevrolet Equinox Premier

2020 Toyota RAV4 TRD Off Road

TRD Off Road models are powered by the same 203-hp 2.5-liter 4-cylinder as other gas-engine RAV4s. Flow-formed TRD 18×7-inch wheels on Falken Wildpeak A/T Trail all-terrain tires are standard equipment. Thankfully, despite their aggressive-looking tread pattern, those tires don’t significantly upset the vehicle’s highway road manners.

Like some previously tested fifth-gen RAV4’s, the TRD Off-Road has a nicely done cabin with generous use of soft-touch surfaces, easy-to-use controls and infotainment system, but middling cabin-storage capacity. There’s good passenger space for four adults (a fifth might squeeze into the middle of the back row). There’s good cargo space in back, and 60/40-split rear seats fold almost flat for plenty more capacity.

The TRD Off-Road is docile enough for the middle-school drop-off lane but ready for the trails beyond.

Test Drive: 2019 Subaru Forester Touring

2020 Toyota RAV4 TRD Off Road

The new-for-2020 TRD Off Road model imbues Toyota’s likable compact SUV with better off-road capabilities and rugged looks. We suspect it will win over at least a few Jeep Compass and Subaru Forester shoppers.

Click below for enlarged images.

Listen to the very entertaining Consumer Guide Car Stuff Podcast

Toyota RAV4 TRD Off Road Gallery

Written by: The Daily Drive staff on September 23, 2020.

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4Runner

2020 Toyota 4Runner TRD Pro in Army Green

2015 Audi Q52020 Toyota 4Runner TRD Pro

Class: Midsize Crossover/SUV

Miles Driven: 376

Fuel Used: 21.8 gallons

Real-world fuel economy: 17.2 mpg

Driving mix: 50% city, 50% highway

EPA-estimated fuel economy: 16/19/17 (city, highway, combined)

Fuel type: Regular Gasoline

CG Report Card
Room and Comfort B-
Power and Performance B+
Fit and Finish B-
Fuel Economy C
Value B-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big Guy B+
Tall Guy B
Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester.
Drivetrain
Engine Specs 270-hp 4.0L
Engine Type V6
Transmission 5-speed automatic
Drive Wheels 4WD

Base price: $49,765 (not including $1120 destination charge)

Options on test vehicle: sliding rear cargo deck w/underfloor storage compartment ($350), running boards ($345), cargo divider ($149), door edge guards ($79), blackout emblem overlays ($160)

Price as tested: $51,968

Quick Hits

The great: Build quality; off-road credentials

The good: Rugged, adventurous looks; cargo room

The not so good: Fuel economy; step-in height; aged basic platform; cabin ergonomics and on-road composure trail most crossover-style SUVs

More 4Runner price and availability information

John Biel

If you’re going to continue to make a body-on-frame midsize sport-utility vehicle—as Toyota does with the 4Runner—for a market that seems perfectly happy with unit-body crossovers, then you might as well play up its greatest advantage. Toyota does that, too.

Of the 4Runner’s nine trim-and-driveline permutations, six come with 4-wheel drive, and half of them are some sort of TRD-badged off-road special. At the top of that little subgroup—and at the price pinnacle of the entire 4Runner product line—rests the TRD Pro that Consumer Guide had the chance to test.

2020 Toyota 4Runner TRD Pro

The Toyota 4Runner is one of the most unapologetically old-school off-road-oriented SUVs on the market today, and the TRD Pro trim level–the priciest model in the lineup–amplifies the 4Runner’s capabilities and rugged looks.

The 4Runner TRD Pro starts at $50,885 with delivery. That’s $7295 more than what Toyota charges for a TRD Off-Road Premium and $10,180 in excess of the basic Off-Road model. The extra cash buys a considerable list of items that are mostly unique to the Pro.

Chassis distinctions include large Fox-brand shock absorbers with remote fluid reservoirs for the rear shocks, TRD-tuned front coil springs, and 265/70R17 Nitto Terra Grappler all-terrain tires. (Front and rear tread widths are a matched 64.1 inches, 0.9 inch wider than on the TRD Off-Road models.) Fog lights are upgraded to LED illumination, and a “roof basket” for carrying stuff replaces the lesser models’ top rails. A TRD-labeled stamped-aluminum skid plate peeps out from the undercarriage—in addition to the engine/suspension, fuel-tank, and transfer-case skid plates that protect all the off-pavement specials. A specific grille, badges, and 7-spoke 17-inch alloy wheels, all in black, call out the Pro. Additional standard comforts and conveniences include automatic headlights, moonroof, all-weather floor liners, and a 15-speaker JBL audio system with Toyota’s “Service Connect” remote vehicle monitoring capability.

First Look: 2021 Ford Bronco

2020 Toyota 4Runner TRD Pro

The step-in is a bit high, but the 4Runner’s rear seat is spacious enough for adults to ride in comfort. Passengers get HVAC vents and dual USB charging ports built into the back of the center console.

Like the two Off-Road jobs, the TRD Pro comes with part-time 4-wheel-drive activated by lever in the center console. Active traction control, an electronically controlled locking rear differential, selectable terrain settings, crawl control, and hill-start assist are other standards that steel all 4Runner TRDs for off-road duty.

We didn’t have the opportunity to get the Army Green test vehicle off of any beaten paths. As for its on-road behavior, at highway speeds it displayed considerable road noise and required a fairly steady stream of very minor steering corrections, likely attributable to the all-terrain rubber. Otherwise, it called to mind Off-Road Premiums that CG has tested in recent years, with a stiffer ride and heavier handling than in crossovers, and some sense of tippiness when cornering.

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2020 Toyota 4Runner TRD Pro

Our test vehicle was equipped with the $350 sliding rear cargo deck, which makes loading big or heavy items a bit easier. There’s 46.3 cubic feet of cargo space behind the rear seats, and 88.8 cubic feet with the rear seat backs folded.

The 4Runner’s construction type might seem outmoded—it’s the only body-on-framer left in its size class—but it is genuinely old. The overall design of the current generation was new for 2010; the last significant freshening was done in 2014. Since then it has come down to a series of model-line changes and equipment advances to make what improvements have gone into the 4Runner. For 2020, all models receive Toyota Safety Sense P safety equipment (autonomous emergency braking, lane-departure warning, adaptive cruise control, and automatic high-beam headlights) and Apple CarPlay/Android Auto capability as standard fare. Other significant items built into the TRD Pro include navigation, an 8-inch touchscreen, air conditioning, SofTex leatherette upholstery, heated front seats with “TRD” identification stitched in red on the headrests, leather-wrapped tilt and telescoping steering wheel, keyless entry and starting, automatically dimming rearview mirror, heated power external mirrors, and a power sliding rear window.

There is nothing new about the 4Runner powerteam: a 4.0-liter V6 of 270 horsepower and 281 lb-ft of torque joined to a 5-speed automatic transmission. There’s nice life to around-town behavior, with good standing-start response. The 4Runner also cruises comfortably on the expressway when traffic conditions permit. The transmission may be down a few gears by modern measure, but it still serves the vehicle well. Kickdown for passing power happens quickly. EPA estimates for fuel mileage are 16 mpg in city driving, 19 mpg in highway use, and 17 combined. This reviewer recorded 17.8 mpg after driving the test truck for 59.7 miles, 40 percent of that in city-style operation.

Quick Spin: 2020 Toyota Tacoma TRD Pro

2020 Toyota 4Runner TRD Pro

The 4Runner’s powertrain is antiquated–it still uses a 5-speed transmission, where most rivals have moved to 7- or 8-speed gearboxes–but the 4.0-liter V6 supplies good power nonetheless. Tough-looking 17-inch alloy wheels with a black finish come standard on the TRD Pro, as do Nitto Terra Grappler all-terrain tires.

Some 4Runners come with three rows of seating for 7-passenger capacity, but all TRD models are 5-seaters with two-row seating. Overall, though, passenger room is merely OK by modern standards. There is decent legroom in front, but a little less of it in back. Three adults might squeeze across the second row if necessary. Headroom is good throughout. Seats are supportive, and the second-row back rests recline. Step-in is higher than in crossover sport-utes. The optional running boards that helped push the total cost of the tested vehicle to $51,968 were helpful in entries and exits.

Soft-touch surfaces cover the top of the dash and much of the door panels. Handy large dials control most climate-system settings, and physical knobs simplify audio tuning. Personal-item storage is handled by a glove box and covered console box that are both ample, storage pouches on the backs of the front seats, door pockets with bottle holders, and open cup holders in the center console and pull-down armrest in the middle of the back seat.

Cargo room behind the second-row seats is excellent for the class, and flexibility is enhanced by an optional sliding cargo deck that can be pulled out over the bumper for easier loading. This device can support 440 pounds, and when retracted serves as the cover for a shallow hidden storage space. For even more cargo room, the cushions for the rear seats, split 60/40, pivot forward to allow the seat backs to then fold completely flat.

At more than $50,000, the 4Runner TRD Pro reaches into the expensive end of the non-premium midsize sport-utility field. It’s a cost that will seem that much more glaring to anybody who highly rates comfort and modernity. But the 4Runner hangs on to be the choice for folks who’ve got other things on their minds.

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2020 Toyota 4Runner TRD Pro

It’s not cheap, and it trails its more-modern crossover SUV competitors in terms of fuel economy, driving manners, and ergonomics, but the 4Runner TRD Pro boasts a distinctive off-road attitude and Toyota build quality.

Great for long drives: back episodes of the entertaining Consumer Guide Car Stuff Podcast

2020 Toyota 4Runner TRD Pro Gallery

2020 Toyota 4Runner TRD Pro

Written by: The Daily Drive staff on August 24, 2020.