Tag Archives: Off-road

Car Reviews, Crossover Reviews

2023 Mazda CX-50 2.5 Turbo Premium Plus

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New crossover bigger than CX-5, aimed more for off-road use …

What do you do when you’re a smaller auto manufacturer, but you have one big hit in the hot crossover market?

Make another slightly larger version of it, right?

Welcome to Mazda’s world. The Japanese car maker has constantly been putting stylish and superb handling vehicles on the road, but other than the MX-5 Miata sports cars, the others rarely garner many buyers. That is until the Mazda CX-5 hit the market and gave compact crossover buyers a sportier looking and handling option, yet below luxury pricing.

Bingo, CX-5 moves to the top of Mazda’s success list.

Well, it’s still making the CX-5, but Mazda imagined if could be even better, well, at least bigger. So now comes the CX-50 (don’t be confused), which is about six inches longer, rides on a four-inch longer wheelbase, weighs 50 pounds more, and will tow 3,500 pounds, up 1,500 from the slightly smaller CX-5.

Mazda also followed the lead of every other crossover/SUV maker and raised CX-50’s ride height to enable marketers to tout it as more off-road worthy. OK, I know some folks bang ditches, mash mud and straddle boulders, but really?

No, the CX-50, even with 8.6 inches of ground clearance is meant for towing a small camper or boat to a state park camping site, not going axle deep in mud. It’ll do that and even has an off-road setting on its M-Drive toggle on the console. That also includes Sport and Comfort modes, the latter of which you’ll be using 99% of the time.

Funny though, we had an 8-inch snow dump while I was testing the CX-50, and I found the standard AWD was only partially effective and not nearly as helpful as my wife’s Subaru Outback AWD. I could still spin the tires and slip-slide around corners. I even toggled into Off-Road mode to see if that might help. If it did, it was barely noticeable. That said Mazda says its AWD system is designed to keep the vehicle moving even if a front and back wheel are off the ground. I didn’t try that.

Don’t go all mental on me now. Driving the CX-50 is a blast on dry or simply wet pavement. This being the 2.5 Turbo Premium Plus model it was loaded with goodies, most importantly the 2.5-liter SkyActiv-G four-cylinder with a turbo that kicks in quickly and delivers punchy performance. Horsepower is 227 normally, but can jump to 256 if you opt for 93-octane premium fuel.

Watch Mark’s video: 2023 Mazda CX 50 review by Mark Savage & Paul Daniel – YouTube

I like this powerplant even better in Mazda’s smaller CX-30 crossover as it gives it almost a tall sports car feel. But acceleration is quite good here as the CX-50 rushes up to highway speeds and the six-speed automatic handles all that power just fine.

Handling too is a Mazda hallmark and continues here. Steering feels heavy and precise so there’s no play in the wheel and the suspension lets you push it harder into a corner than you might most compact crossovers.

But anticipating that its customers will be bouncing around the off-trail rocks and mud a bit, Mazda has stiffened the CX-50’s suspension as compared with its popular predecessor, the CX-5. That may help off road, but in town where pot holes and chippy pavement are the main obstacles, the ride is overly firm. Some riders may opt for the CX-5 just for that reason, despite the longer wheelbase here.

Braking is fine and safety equipment is well represented too. For instance there’s a blind spot monitor, front and rear parking sensors, a 360-degree monitor, rear smart braking that come in the Premium Plus trim. Other standard safety equipment includes lane keeping and departure assist, rear cross-traffic alert and rain-sensing wipers.

A beautiful near luxury interior graces the CX-50.

Even if Mazda didn’t nail the exterior styling, as it always seems to with an aggressive beak-line nose, its interiors are top shelf, often feeling like they belong in at least entry-level luxury vehicles. It spoils riders in this pearl white (Wind Chill) tester with reddish-brown leather-trimmed seats and black accents. These are extremely well shaped and supportive, although a tad hard. That color is also used for accent stitching in the black door panels and across the black dash. Quite spiffy.

Other trim is chrome such as on air ducts and the steering wheel’s hub is loaded with satin chrome buttons so is a bit less reflective.

A wide screen atop dash, but too bad it’s not a touchscreen.

Everything is easy to see in the CX-50, especially the large 10.25-inch screen embedded neatly atop the dash, not looking like a bolt-on iPad as in many vehicles. But it’s not a touchscreen. Mazda insists, as other makes used to, that a knob on the console is the best way to get at info, nav, and radio functions while driving. It is not!

The system remains way too confusing to use unless the vehicle is parked and you have some time on your hands.

Otherwise the button array for the dual climate controls are easy to use as are the heated and cooled seat controls. Sadly the heated steering wheel button hides under the driver’s side temperature knob, so that requires a bit of care to engage. Likewise the wireless phone charger is tucked into a gap at the front of the split center armrest. Not so hard to put the phone in, but awkward to get out.

Good legroom in row two, plus a big sunroof creates a bright cockpit.

This interior has more legroom in the second row seats than the CX-5, a plus, but slightly less headroom. Long-legged, but short torsoed riders rejoice! Storage space remains fairly generous behind that split seat, which will lower to boost cargo room. Yes, there’s even a spare tire under the cargo floor. I know some vehicles have abandoned that practice, a tough lesson if you don’t know until you need it. The rear hatch also is powered and includes a wiper.

Overhead are Mazda’s first twin sunroofs and a powered shade. Bravo. While this trim level also includes heated rear outboard seats, a plus for Wisconsin buyers, and a fine Bose 12-speaker sound system with the volume knob on the console, or controlled via buttons on the steering wheel.

In addition to a touchscreen the Mazda also could use a flat-bottom steering wheel to reflect its sporty nature and allow for more knee room when the driver exits the crossover, mostly important for vertically challenged drivers.

Pricing remains a pleasant surprise, same with the CX-5. A base 2.5 model that uses the same engine, but sans turbo, goes for $28,825 with delivery. Horsepower is 187 and the digital info screen is smaller at 8.8 inches.

Move up to a turbo model and you’ll start negotiating at $38,425 and the tested Premium Plus lists at $43,575. It added only the pearl white paint for $395, but go with Soul Red, it’s way cooler. Total cost here was $43,970, a bit below average new vehicle pricing.

There are 10 trims, so one for each toe or finger, but a Meridian model aims even more strongly at the off-road market and comes standard with all-terrain tires and 18-inch alloy wheels. It lists at $41,620.

CX-50 offers a slim, handsome tail. Not all crossovers do!

I was a bit disappointed in the gas mileage around town, managing just 22.6 mpg although to be fair it was fairly cold and snowy during this drive. The EPA says to expect 23 mpg city and 29 highway, right in the wheelhouse of other AWD compact crossovers. Also, in a purely highway drive I managed 28 mpg.

Note to readers: Mark will be testing Mazda’s CX-5 again very shortly, so watch to see how that compares with this newer CX-50. Plus watch for his annual Zoomie top vehicle awards coming next Sunday.

FAST STATS: 2023 Mazda CX-50 2.5 Turbo Premium Plus

Hits: Stylish, excellent turbo power, responsive handling, plus AWD standard. Interior feels luxurious and roomy, wide screen, twin sunroofs, heated steering wheel, heated/cooled front seats, heated rear seats, dual climate controls, smart cruise and good safety equipment and cargo space, Bose stereo, comfy supportive seats, power hatch, wireless charger.

Misses: Not a fan of the console-controlled info screen, this needs touchscreen. Ride is over firm, but well-controlled. AWD still allowed squirrelly feel in snow and modest MPG. Could use a flat-bottom steering wheel and the wireless phone charger is awkwardly located.

Made in: Huntsville, Alabama

Engine: 2.5-liter SkyActiv-G I4, turbo, 227 hp/310 torque (256 hp, w/93 octane gas/320 torque)

Transmission: SkyActiv-drive 6-speed, automatic w/Sport mode

Weight: 3,907 lbs.

Wheelbase: 110.8 in.

Length: 185.8 in.

Cargo: 31.4-56.3 cu.ft.

MPG: 23/29

MPG: 22.6 (tested), 28.0 (hwy. test)

Base Price: $43,575 (includes delivery)

Invoice: $42,517

Options:

Wind Chill Pearl (white) paint, $395

Test vehicle: $43,970

Sources: Mazda, www.kbb.com

Photos: Mark Savage

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SUV/Truck Reviews

2021 Ford Bronco

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Bucking Bronco sure to give Jeep’s Wrangler off-road competition …

New Bronco is a sweet ride, but only if you’re going off-roading!

Ford’s new off-road worthy Bronco is loaded with impressive features, but it is a bucking Bronco to be sure.

For younger drivers the Bronco name may be new as there hasn’t been one for 25 years. But it was a major competitor to the Jeep CJ-5 and Toyota Land Cruiser in the 1960s and early ’70s when it was a rugged short-wheelbase Jeep-like vehicle. Then it grew to massive SUV proportions before being scrapped in 1996.

This new version is a true off-roader targeting Jeep’s Wrangler, and again with a short wheelbase. As a daily driver it’s a butt pounder and re-arranger of internal organs, but off-road, well, that’s where Bronco wants to be. For folks needing or wanting a daily driver know that there is a Bronco Sport that weighs 1,200 pounds less and rides on the Escape platform. It’s a delight and still reflects the Bronco styling, round headlights and all.

Really it’s sad that Ford’s misguided management of the 1990s dropped Bronco as it was a viable option to Jeep. Consider this the result of a 25-year marketing lesson.

The tested Iconic Silver 2-door Advanced model with Wildtrak package clears the ground by 8.4 inches and boasts a 2.7-liter EcoBoost turbo V6 creating 330 horses and a torque rating of 415. That makes this the top-end big Bronco and its price matches all that muscle, starting at $48,475, with delivery. Options brought it to $53,650.

Note that mine was a 2021 model, which came out late last year, the smaller, lighter Bronco Sport being first off the assembly lines. Prices are up $800 for 2022, the rear-drive base model listing now at $30,795, including delivery. There are five trim levels after the base, including Big Bend, Black Diamond, Outer Banks, Badlands and this Wildtrak.

In short, the Bronco seems just as off-road worthy as a Jeep Wrangler, but is more powerful with more precise handling. It’s also way noisier on the road and with a bouncier ride than a Jeep.

Watch the video: Mark Savage reviews the new Ford Bronco Wildtrak – YouTube

This Bronco features Ford’s fine 10-speed automatic transmission that makes for smooth shifts, but a 7-speed manual also is available for those wanting to control their power applications when crawling over rocks and wading through muck.

There are eight drive modes here, which Ford labels GOAT, as in Goes Over Any Terrain. Settings are Normal, Eco, Sport, Slippery (rain and snow), Sand, Mud/Ruts, Rock Crawl and Baja (for the desert).  Those last three settings are meant for serious off-roading, while the others may be used in more typical driving situations, such as at the beach, on wooded trails or when the weather turns Wisconsiny.

Turning that GOAT dial is easy to select any of these and there also are buttons there for just engaging the on-the-fly 4-wheel drive, automatic, high or low.

Other off-road goodies include Trail Control that is like cruise for off-roading, setting the crawl speed at a low level, plus something called Trail One Pedal Drive where the accelerator is both that and brake as it brakes the vehicle once you take your foot off the accelerator. Think of driving an electric golf cart or maybe a snowmobile where there’s engine braking once the accelerator is disengaged.

But the coolest feature, and most useful, is the Trail Turn Assist that’s engaged via a button on the dash. This cuts Bronco’s turning radius off-road, holding the inner turning wheel’s brake to pivot the Bronco quickly. Loved it and Jeep needs to figure this out post haste to add to its Wrangler. I used it several times in high brush off road and Bronco almost does a 90-degree turn to head the opposite direction, again, at low speed. Bravo!

To be honest, Bronco was way more fun off-road than on. Its squarish design means it functions like a brick passing through the air at highway speeds, plenty of wind noise around the roof and giant A-pillars. Also the doors have frameless windows so they wobble when being closed and add to the wind noise.

But worse, I think, was the banshee howl of the giant 35-inch off-road tires. I could barely talk to a passenger or hear the radio, which had to be cranked if rolling at more than 30 mph.

Those tires and the off-road favoring suspension also makes for a bouncy truck ride that makes a Wrangler feel tame as Jeep has worked for years to get its off-roader to behave better on road.

Power here is excellent though, the 330 horses beating Jeep’s 3.6-liter V6 by 45 horsepower and the turbo giving monster boost. Bronco crushes Jeep’s non-turbo torque rating by 156. That’s a ton! Bronco also will tow up to 3,500 pounds, as will a Wrangler.

Inside the water-resistant (and heated) seats were gray with camouflage black inserts, the doors trimmed in black and tan along with brushed metal inserts. All the grab handles are blue and black, the main ones being at the dash’s end, not on the A-pillars as so many are in SUVs and Jeeps. The A-pillar types seem easier to use, more intuitive and best when using the running boards to climb into a Bronco or Jeep.

Bronco wins the screen wars with a 12-incher in this Wildtrak edition. That’s part of the $3,590 Wildtrak equipment group that also includes a heated steering wheel, 360-degree camera, wireless charger, Bang & Olufsen stereo upgrade, navigation system and smart cruise control, plus a variety of electronic add-ons.

Bronco wins the off-road screen wars for the moment with this 12-incher!

Everything functions well here. I’d just add a flat-bottom wheel to free up some knee room, especially important when off-roading. Auxiliary switches are overhead here and the off-road toggles for locking the front and rear dif and engaging Trail Turn Assist are conveniently atop the dash.

Safety is well covered, as you’d expect, with Ford’s Co-Pilot 360 system, and the smart cruise in the Wildtrak package.

Bronco also offers, like Jeep, that the front roof panels are removable to create a more open-air driving experience. The doors also are removable, which is why the mirrors aren’t mounted on the door frames. Here’s the rub on the roof panels, at least in this model with roof rails. It’s easy to loosen the panels, but I couldn’t figure out how to slide them off as the roof rails prevented raising the panels more than an inch or so, trapping them.

I admit to not trying to work these things loose as the temp was in the teens, or lower, most of my test drive. But be forewarned that if you have roof rails ($365 extra here) roof panel removal will be difficult.

One thing Bronco doesn’t offer, that Jeep does? Well, the windshield will not fold down over the hood. Wouldn’t be a deal breaker for me.

Something the Bronco has that Jeep doesn’t? Trail sights, the black trim atop the front fenders. Look sort of like gun sights, but apparently could help you keep the Bronco aimed properly on a dusty or rocky trail.

Bronco seats are fairly tight, so if you’re a wide-bottom check these out for comfort before a purchase. Rear seat room also is limited in this 2-door model, and the rear seats fold down, but not exactly flat. If you need more cargo space go with the 4-door Bronco as it offers 50% more cargo room than the 2-door. Wasn’t easy to crawl into those rear seats either, but something kids might enjoy.

The tailgate opens out like a heavy door with that tire mounted in back!

Bronco’s rear hatch is like a Jeep’s as it opens like a door and is split so the window folds up once the tailgate is open. That gate is heavy too as the full-size spare, like a Jeep’s, hangs there.

Honestly I was surprised at Bronco’s gas mileage as this thing weighs nearly 5,000 pounds. I managed 18 mpg with 60% of my driving at 40 to 60 mph. The EPA rates Bronco at 18 mpg city and 20 highway, about the same as a Wrangler.

For the record the base Broncos feature a smaller, 2.3-liter turbo I4 engine that makes 300 hp and generates 325 lb.-ft. of torque and gets up to 22 mpg, highway. The lower trim levels also feature an 8-inch info screen instead of the 12-incher here.

Jeep has a serious competitor, finally, and again!

FAST STATS: 2021 Ford Bronco 2-door Advanced 4×4

Hits: Off-road ability matches rugged looks, Trail Turn Assist a gem, excellent turbo power, nimble handling, 8 drive modes. Big info screen, heated wheel and water-resistant seats, running boards, wireless charger, and doors and front roof panels are removable, like Jeep. A 7-speed manual available.

Gun sights? No, Trail Sights on the fenders!

Misses: Horribly noisy interior, bucking Bronco ride, roof rails block easy removal of roof panels, giant A-pillar, frameless door glass rattles when shut, windshield doesn’t fold down, split rear hatch opens like door and super heavy with big spare tire on it.

Made in: Taylor, Mich.

Engine: 2.7-liter EcoBoost turbo V6, 330 hp/415 torque

Transmission: 10-speed automatic

Weight: 4,975 lbs.

Wheelbase: 100.4 in.

Length: 173.7 in.

Cargo: 22.4 – 52.3 cu.ft.

Tow: 3,500 lbs.

MPG: 18/20

MPG: 18.0 (tested)

Base Price: $48,475 (includes delivery)

Invoice: $47,603

Major Options:

Wildtrak equipment group 354A (360 camera, Sync4 w/voice recognition, AppLink, 911 Assist, 12-in. screen, Apple CarPlay/Android Auto, smart cruise, LED approach lights, navigation system w/live traffic & route guidance, front park sensors, B&O stereo w/10 speakers & subwoofer, LED mirror lights, evasive steering assist, heated steering wheel, wireless charger), $3,590

Cargo area protector, $120

Tube step power coated, $395

Towing capability, $595

Keyless entry keypad, $110

Roof rail w/crossbars in black, $365

Test vehicle: $53,650

Sources: Ford, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2021 Ford Bronco Sport Badlands 4×4

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New Bronco Sport a just-right size, mild-cost off-roader …

Ford’s new Bronco Sport is going to be a winner for the blue oval folks, but it has a major challenge ahead of it: how to avoid grow too big or too luxurious.

In theory that’s what the new bigger Bronco will bring, whenever it finally is launched. But for now, the smaller Bronco Sport is a spunky hunk of off-roading fun with all the utilitarian touches it needs, plus enough modern safety equipment and comfort to make it a superb match for economy minded off-roaders.

There’s really nothing else like it, plus it carries the rugged off-roading looks reminiscent of a Land Rover. Think of it as a Brover!

I was fully prepared to think of this as just another small to mid-size crossover/SUV. I was wrong. It’s an eye-opener.

The Bronco Sport, a new vehicle and new name for 2021, that rides on the familiar Ford Escape platform. Ford could have so easily just made a restyled Escape. Bronco Sport is much more and is aimed at the Wrangler crowd, not the Jeep Compass that so many say it’s targeted for. Nope, Compass is more of a tall wagon/crossover with plenty of luxury, depending on the trim. Bronco Sport zeros in on weekend off-roaders, campers and bikers, who desire stylish weekday drives to work.

It’s priced mid-market so one can justify taking it into the muck and maybe scratching a fender, not like a Land Rover Defender that it mimics in styling. Nope, this one runs roughly $28,000 to $38,000, not Rover’s $70,000 and more.

I tested a Carbonized Gray Bronco Sport Badlands 4×4 edition that lists at $34,155 with delivery and including a couple options hit just $35,745, almost exactly the median price for a new sedan, but well under a middling SUV or crossover.

Watch Mark’s video review: https://youtu.be/5Fi7Y9nsoi0

Styling is boxy with white Bronco and Bronco Sport badging front and rear. There’s a rear hatch with a window that will pop open for easy loading if you needn’t flip up the whole hatch. There’s rubberized flooring so that it’s easy to wash up the mud and slop of an off-road adventure. The cargo area in back is sturdy with a nubby rubber flooring and the rear seat backs that split and fold flat feature the same, so throw all the camping gear and trail bikes you want in there, or maybe a couple pups.

Bronco looks blocky like a Rover, and features a notched roof.

Oh, and the roof is notched like the former Nissan Xterra So you can actually stand up two mountain bikes in the cargo bay. That my friends is off-road, camping, hiking and biking friendly. Not many other vehicles offer this sort of outdoorsy friendliness and space, certainly not a Wrangler unless you move up to the Unlimited, which sort of requires similar unlimited funding.

Then there’s also under-seat storage in row two on the passenger’s side, along with zippered pouches on the front seat seatbacks for protecting your iPads, etc. In back there’s a cargo area light with switch, and oodles of hooks to hang your carabiners off of, or secure backpacks. Plenty of outlets and USB hookups here too, but sadly no wireless phone charger.

That’s just the accouterments for outdoorsy use.

Consider performance, which starts in the Badlands edition with a 2.0-liter EcoBoost I4 that pumps 250 horsepower from its turbocharged unit. Torque is a strong 277 lb.-ft. So scrambling up to highway speeds is a cinch and there’s plenty of grunt for rock crawling and mud-slinging.

In fact, this Badlands edition raises it suspension a full inch from the 7.8-inch standard ground clearance and adds better shock dampers to cushion any off-road excursion. On the highway of course it’s fine with just a bit more tire noise from the 17-inch off-road tires. Special body-colored wheels added $795 to compliment the monochromatic look of the test truck.

Setting the Bronco Sport up for various off-road or slippery road excursions is easy too, with the GOAT dial on the console. GOAT? Goes Over Any Terrain!

Wing the dial clockwise and you go from Normal to Eco to Sport to Slippery. Naturally Eco lowers the power to save fuel while Sport tweaks the 8-speed automatic to hold lower gears longer for more off-the-line power. Slippery helps engage the 4-wheel-drive system for wet or icy roads. Another button allows you to lock the rear differential or another to simply engage 4WD.

But that’s not all, wing that GOAT dial counterclockwise and you can choose from Mud/Ruts, Sand, or Rock Crawl. I admit there were no big rocky areas for me to try the latter, but in a sloppy field the Mud/Ruts setting helped me power through swamp grass, tall cat tails and some soppy mud-clogged ruts and divots. It was a blast and never a thought of getting stuck!

There’s also Trail Control, basically a low-speed off-road cruise control you can set if doing prolonged off-roading. This allows you to cruise at low speeds and just steer!

Ride off-road is well-controlled, just like on-road and certainly more pleasant than many smaller utes and crossovers. Plus the Bronco Sport feels well planted, so on windy days it feels more stable in a crosswind. There’s some body lean in turns, but this Bronco doesn’t feel as tippy as some crossovers or taller SUVs.

Handling also is nimble and more responsive than a truck or SUV. I think it out Jeeps the Jeep Compass to be sure. This feels like an off-roader where you are in command.

Nice clean dash with good digital instrument panel and good-sized info screen.

Inside, well beyond all that rubber mentioned earlier, the dash and doors are gray with blue-gray accents in the seat backs and tiny blue specks in the cloth side bolsters to perk them up a touch. The dash is a soft textured material to soften the interior’s feel and give it a fresh look. Console and steering wheel hub have matte black trim and there’s a Bronco logo on that hub too, and also on the info screen at startup. Some black gloss trims the round shift knob on the console.

There’s a simple 8-inch info screen here, with some buttons beneath, and nicely sized climate control buttons and dials. Only one drawback inside, for me, and that’s the rear-seat alarm. The what? Some lawyers apparently thought folks so stupid as to not remember they have a kid in that rear car seat, so an alarm chimes each time the ignition is turned off, the info screen insisting, “Check Rear Seats for Occupant.” Oh my!

Otherwise, the sturdy cloth seats are moderately contoured on the bottom and more snug for the back cushion, plus the driver’s seat is powered, including a power lumbar. Front seats are heated too. Rear seats have decent leg and knee room and excellent headroom.

The rear window flips up separate from the hatch for easy grocery loading!

Cargo room is spacious at 32.5 cubic feet, growing to more than 65 cubic feet if you lower the rear seats for your bikes, etc. And, if need be, you can tow 2,000 lbs.

Safety gear? The Ford Co-Pilot 360 system is standard with blind-spot warning, rear cross-traffic alert, emergency braking and such. The test unit added Co-Pilot 360 Assist for $795. It includes smart cruise control, a lane-centering aid, traffic sign recognition, voice-activated navigation, a touchscreen with pinch to zoom, evasive steering assist and SiriusXM traffic and travel links.

This Badlands model is the first in the lineup with the horsier, yet efficient 2.0-liter turbo. A base model starting at $28,155, along with the Big Bend ($29,815) and Outer Banks ($33,815) models, feature just a 3-cylinder 1.3-liter turbo that makes 181 horses. That’s not bad, but I’d move up to the Badlands for smooth power and more off-road muscle.

Which leaves us at gas mileage, often a bugaboo of mine for crossovers and SUVs. But considering the Bronco Sport’s off-roading ability and rugged appearance, it still weighs in at just beyond 3,700 lbs. and the EPA rates it at 25 mpg city and 28 mpg highway. I managed 24.2 mpg including some off-road time.

Now, Ford must resist the urge to slather the Bronco Sport in leather, put fake wood trim inside with a crystal gear shift knob and then stretch it by 8-10 inches while adding hundreds of pounds of weight. Oh, and then put a bigger, less efficient engine in it, slapping a GT label on it and boosting the price.

Bronco Sport is a winner as is!

FAST STATS: 2021 Ford Bronco Sport Badlands 4×4

Hits: Off-road ability matches rugged looks, good power, ride, and nimble handling, plus notched roof allows for two mountain bikes. Heated seats, rubberized cargo area and rear seat backs, zippered back seat storage pockets and under-seat storage, many cargo hooks, rubber floor, and decent MPG.

Misses: No wireless phone charger, annoying alarm every time you turn off ignition warning “Check Rear Seat for Occupant.” Lawyer silliness!

Made in: Hermosillo, Mexico

Engine: 2.0-liter EcoBoost turbo I4, 250 hp

Transmission: 8-speed automatic

Weight: 3,733 lbs.

Wheelbase: 105.1 in.

Length: 172.7 in.

Cargo: 32.5-65.2 cu.ft.

Tow: 2,000 lbs.

MPG: 25/28

MPG: 24.2 (tested)

Base Price: $34,155 (includes delivery)

Invoice: $33,012

Major Options:

Co-pilot 360 Assist (smart cruise, Stop & Go, lane centering, traffic sign recognition, voice-activated navigation, touchscreen w/pinch to zoom, SiriusXM traffic/travel link, evasive steering assist), $795

17-in. carbonized gray low-gloss aluminum wheels, $795

Test vehicle: $35,745

Sources: Ford, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2020 Land Rover Defender 110 First Edition

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Rover Defender goes mostly back to its off-road roots …

My introduction to Land Rover was as a kid when Matchbox created a sharp dark green boxy version with brown plastic luggage atop its roof. Then there was Daktari, the TV show about a wild animal veterinarian running the African savanna in a Rover.

I still think of Land Rovers as those boxy utilitarian beasts that mostly British folks used to roam Africa’s plains in search of wild game. One hopes now it was mostly for photography purposes instead of butchery.

Indeed, off-road prowess is Land Rover’s claim to fame, much like Jeep’s reputation was built on its ruggedness and ability to go anywhere, crushing rocks, sloshing through mud and swamp, swooshing around sand dunes and fording rivers. Then came luxury! Continue reading 2020 Land Rover Defender 110 First Edition →

Car Reviews

2020 Volvo V60 T5 AWD Cross Country

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Debonair V60 Cross Country a sensory surprise … 

What vehicles catch folks’ attention these days? If you’re thinking big pickups or SUVs you’d be way off base. That’s what folks buy, not what tickles their eyeballs.

Sporty wagons, now that’s a sensory surprise. Continue reading 2020 Volvo V60 T5 AWD Cross Country →

SUV/Truck Reviews

2020 Toyota 4Runner TRD Pro

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Army Green tells you this SUV isn’t for wimps!

4Runner TRD Pro a muscular drive …

My wife calls Toyota’s 4Runner a manly man’s truck, and it certainly is.

Tall, muscular looking, big tires and wheels, a hood scoop, a husky luggage rack on the roof and an engine that growls along with knobby tires that rumble on the road. Yes, manly and a serious off-roader, made even more so by being the TRD Pro edition. Continue reading 2020 Toyota 4Runner TRD Pro →

SUV/Truck Reviews

2019 Toyota Tacoma TRD Pro 4WD Double Cab

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Tacoma TRD Pro the ultimate Bro Truck …2019 Toyota Tacoma TRD

A 20-something friend assures me Toyota’s Tacoma TRD Pro is a Bro Truck, or what us older guys would have called a boy toy. I know that has other connotations, but you get my drift.

This Voodoo Blue TRD model, complete with 4-wheel-drive and in double cab layout is aimed directly at young guys with some coin in their pocket and a need to prove their manhood. It’s menacing looking, but shiny enough to get other folks attention. And that TRD, which stands for Toyota Racing Development, indicates it’s a mean dude that will kick butt off-road. One assumes that machismo also rubs off on its owner. Continue reading 2019 Toyota Tacoma TRD Pro 4WD Double Cab →

SUV/Truck Reviews

2018 Jeep Wrangler Unlimited Sahara 4×4

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Jeep Wrangler Unlimited  improves its on-road abilities … 2018 Jeep Wrangler Unlimited Sahara

I’m not too proud to say that I used to dread test driving a Jeep, especially the Wranglers as they have traditionally been the most basic of vehicles meant for crushing rocks, splashing water and wallowing in mud.

I love the outdoors as much as the next guy, but slopping around in muck and then bouncing all the way home like I’m in an inflatable bounce house is not my idea of fun. Continue reading 2018 Jeep Wrangler Unlimited Sahara 4×4 →

SUV/Truck Reviews

2017 Toyota Tacoma TRD Off-Road 4×4 Double Cab, long bed

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Toyota’s Tacoma TRD a big mid-size pickup for off-roading …  2017 Toyota Tacoma TRD

            There was a day, not all that long ago, when Toyota’s Tacoma, along with the likes of Ford’s Ranger and Chevy’s S-10, was a small, personal-sized pickup.

These were young guy “first cars” because they were inexpensive wheels, macho enough to get the young girls to pay some attention, plus useful enough to help other young friends move into their first apartments, houses, whatever.

Today the Tacoma, along with other compact pickups, have grown up into bigger mid-sized models that some could almost mistake for full-size trucks. Certainly when you add a double cab (a full back seat and second set of doors), and a long bed (6 feet in the Tacoma’s case), and 4-wheel-drive, you’ve got a vehicle that’s big, long and tall.2017 Toyota Tacoma TRD

Then make it a TRD version, which stands for Toyota Racing Development, and you’ve pretty much “machoed” the thing out to the max.

This week’s test truck though went with what Toyota calls a Quicksand color, which is a tan that screams utility service truck. Not a great color for a personal truck. But then the test truck did feature the TRD 4×4 Off-Road decals on the bed’s rear side panels. Tough!

How big has the long-bed Tacoma double-cab become? Well, it rides on a 140.6-inch wheelbase and is 225.5 inches long. Weight is 4,425 lbs. Compare that with a comparable Nissan Frontier SL 4WD Crew Cab, which has a 139.9-inch wheelbase, is 219.4 inches long and weighs about 170 lbs. more. Continue reading 2017 Toyota Tacoma TRD Off-Road 4×4 Double Cab, long bed →