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noisystatesmanbakeryfriend · 5 years ago

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2020 Toyota 4Runner Review

2020 toyota 4runner: 5 pros and 4 cons. Toyota has actually given its 4runner a number of updates for 2020, bringing this suv's rugged appearances and off-road capability into the new decade. Related: 2020 toyota 4runner review: in your home. Find out more. Need to purchase a car during the covid-19 coronavirus outbreak? read this prior to you do. 10 biggest newspaper article of the week: 2020 chevrolet corvette trounces telluride. 2020 toyota 4runner: everything you need to understand. 2020 toyota 4runner evaluation: at home where the sidewalk ends. 10 most significant chicago auto program stories: 2021 genesis gv80 quits little ground. Within toyota's lineup, the 4runner is positioned above the rav4 compact crossover and along with the highlander midsize crossover. Cargurus has evaluated the toyota 4runner numerous times in current years, recognizing it with the following overall scores: 8. 2 (2014 ), 7. 3 (2015 ), and 7. More about the 2020 Toyota 4Runner Conditions apply. Crawl control is designed for driving on challenging terrain at low speeds. It helps the driver by managing acceleration and braking, allowing the driver to concentrate on steering. The toyota 4runner is designed to fulfill off-road driving requirements, but off-roading is naturally harmful. The original 4runner was a compact suv and bit more than a toyota pickup truck with a fiberglass shell over the bed, however the model has actually since gone through significant independent advancement into a cross between a compact and a mid-size suv. All 4runners have been integrated in japan at toyota's plant in tahara, aichi, or at the hino motors (a toyota subsidiary) plant in hamura. The 4runner was available in at number 5 in a 2019 research study by iseecars. Com ranking the longest-lasting vehicles in the us. The 4runner had 3. 9percent of vehicles over 200,000 miles (320,000 km), according to the research study. The trekker was among the first prototype walk through conversions done to toyota trucks in the early 1980s. They resembled the successive 4runner conversions done by toyota, which started production in 1984, however were designed and built by winnebago markets with the approval of toyota. The trekker was no longer viable when toyota started producing the 4runner in 1984, having in essence functioned as a marketing test vehicle for that car. Thus, the very first generation is almost mechanically similar to the toyota hilux. All very first generation 4runners had two doors and were indistinguishable from the pickups from the dashboard forward. Almost all changes were to the latter half of the body; in fact, since the rear springs were not updated to bear the additional weight from the rear seats and fiberglass top, these early models tended to experience a drooping rear suspension. Related 2020 Toyota 4Runner details All 2020 4runners receive toyota's safety sense p (tss p), an integrated suite of driver-assistance features including a pre-collision system with autonomous braking, adaptive cruise control, lane-departure caution, and automatic high-beams. A brand-new infotainment system increases in screen size from 6. 1 to 8. In our very first drive review of the 2020 toyota 4runner trd pro, we were impressed by its off-road capability, stating that "'although the 4runner is old, it showed to be plenty capable on the trail." we were also pleased with the enhancements made to the vehicle's driver's assistants and infotainment systems, and felt that those looking to purchase a 4runner should absolutely wait for the 2020 model, as these updates actually make a difference in the interior and safety. Read what other owners consider the 2020 Toyota 4Runner. Shoppers also think about. Toyota's old-school 4runner hasn't changed a lot for many years, but its competitors have. Vehicles such as the nissan pathfinder, when an authentic suv ready to take on gnarly terrain, have actually given that morphed into crossovers with less off-road capability. The 2020 toyota 4runner keeps its status as a tough, off-road prepared suv that uses a more civilized option to vehicles like the jeep wrangler, particularly when discovered in trd off-road or trd pro trims. It's likewise a fairly comfy daily driver that can seat up to 7 passengers throughout 3 rows, and it can tow approximately 5,000 pounds. Toyota 4Runner vs. Jeep Grand Cherokee The same can be stated, to varying degrees, of models like the ford explorer and chevrolet blazer. That leaves just 2 primary rivals: the jeep grand cherokee and jeep wrangler unlimited. Offered the shift in buyers' preferences, its shrinking segment, and its antiquated style, one would presume the 4runner's best days were in the past. Get the base 4runner in gray, beat the hell out of it and keep it for 20-plus years. That's what i suggest. Your other options are the jeep grand cherokee ($32,150), which is even more refined and outsells 4runner by a nation mile. Toyota 4Runner vs. Toyota Highlander 2020 toyota 4runner trd pro: 3 things that make it a pro in the city. 10 most significant news stories of the week: 2021 genesis gv80, gmc yukon do it. 2020 chicago auto show: everything you missed out on. 2021 toyota highlander xse and unique 4runner, tacoma tundra identify themselves. While more recent midsize trucks are much smoother on the road, the 4runner is stiff and bouncy, jouncing along the highway. If you prepare to use your brand-new suv for travelling, something like the brand-new toyota highlander or smaller rav4 are most likely a much better bet. Toyota 4Runner vs. Toyota Tacoma But, that's exactly for how long it's been considering that toyota introduced the latest version of its venerable midsize suv. The fifth-generation 4runner debuted for the 2010 model year, using rather tighter interior accommodations compared to its predecessor and sharing various bits and pieces with the tacoma pickup an fj cruiser suv. Our experts' favorite 4Runner safety features: Rear spoiler, mp3 player, privacy glass, keyless entry, child safety locks. Toyota limited with magnetic gray metallic outside and black interior features a v6 cylinder engine with 270 hp at 5600 rpm *. Choice packagesrunning boards. Serviced here, locally owned and traded here!experts conclude'the 4runner's v6 produces a healthy 270 horsepower, ideal when you need to pass slower traffic or tow heavy loads. What do individuals consider the 2020 Toyota 4Runner? The 2018 toyota 4runner is a body-on-frame sport energy, meaning it's truck-based instead of car-based as would be a crossover-suv. This indicates that the 4runner might not be for everyone, but it does fit a specific market and segment of needs. The 2018 4runner needs to be thought of as a pickup truck with more seating capable of bring a fair variety of people and pulling a fair amount of trailer and cargo. As such, the japanese maker didn't change much of anything on the 2013 toyota 4runner. Many people would neglect this midsize suv at first glance, however it does have some extremely rugged and useful features that might attract buyers searching for recognized dependability. What's an excellent price for a New 2020 Toyota 4Runner? Different package updates followed in 2018, and after that a black-accented nightshade special edition showed up for the 2019 model year. Cargurus tested the 2019 4runner, eventually recommending the sr5 premium 4wd model based on its available features and sub-$40,000 starting price. As the toyota 4runner entered the 2020 model year, it went through a host of considerable upgrades, the least of which was the introduction of a venture trim level accented by distinct wheels and a standard roofing system rack. I finally get the love for the toyota 4runner. I almost got it in the past, now that i have actually spent a week in one, i'm feeling a connection to the loud, unrefined, semi-slow, old suv. Beginning with the excellent, the 4runner's looks are simply traditional and identifiable. Should I lease or buy a 2020 Toyota 4Runner? Such has been the appeal of the toyota 4runner, a rear-wheel-drive (rwd) or 4-wheel-drive (4wd) model that has actually filled that function since it was initially introduced in the mid-1980s. Now, as one of the couple of midsize suvs still on the marketplace, the up-to-7-passenger 4runner continues to bring in buyers who want to venture far off the beaten course, or a minimum of would like to know their vehicle can do so at a moment's notice. A new, sixth-generation 4runner is stated to be in development but, at the time of this writing, no details have actually been launched. 2003-2009 toyota 4runner: 4th generation. Aside from pickup trucks and some very popular cars, couple of vehicle nameplates have been around regularly for more than thirty years. Up to $500 refund on a new toyota 4runner. Not valid on unique lease/preferred choice deals, apr programs or vehicles otherwise omitted based on the terms and conditions. Must be 18 years of age or older and have a valid driver's license.

#toyota #4runner #review

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a-painful-mess-of-code · 5 years ago

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2020 Toyota 4Runner Review

2020 toyota 4runner: 5 pros and 4 cons. Toyota has provided its 4runner numerous updates for 2020, bringing this suv's rugged appearances and off-road capability into the new years. Related: 2020 toyota 4runner evaluation: at home. Learn more. Need to buy a car during the covid-19 coronavirus outbreak? read this prior to you do. 10 greatest newspaper article of the week: 2020 chevrolet corvette trounces telluride. 2020 toyota 4runner: everything you require to understand. 2020 toyota 4runner review: in the house where the walkway ends. 10 greatest chicago auto program stories: 2021 genesis gv80 quits little ground. Within toyota's lineup, the 4runner is placed above the rav4 compact crossover and along with the highlander midsize crossover. Cargurus has actually examined the toyota 4runner several times in current years, acknowledging it with the following overall scores: 8. 2 (2014 ), 7. 3 (2015 ), and 7. More about the 2020 Toyota 4Runner Conditions apply. Crawl control is designed for driving on tough terrain at low speeds. It assists the driver by managing velocity and braking, allowing the driver to concentrate on steering. The toyota 4runner is designed to satisfy off-road driving requirements, but off-roading is naturally unsafe. The original 4runner was a compact suv and little bit more than a toyota pickup truck with a fiberglass shell over the bed, however the model has actually because undergone significant independent development into a cross in between a compact and a mid-size suv. All 4runners have been integrated in japan at toyota's plant in tahara, aichi, or at the hino motors (a toyota subsidiary) plant in hamura. The 4runner can be found in at number five in a 2019 study by iseecars. Com ranking the longest-lasting vehicles in the us. The 4runner had 3. 9percent of vehicles over 200,000 miles (320,000 km), according to the research study. The traveler was among the very first prototype walk through conversions done to toyota trucks in the early 1980s. They were similar to the successive 4runner conversions done by toyota, which started production in 1984, however were designed and built by winnebago industries with the approval of toyota. The traveler was no longer practical when toyota started producing the 4runner in 1984, having in essence served as a marketing test vehicle for that car. Hence, the first generation is nearly mechanically similar to the toyota hilux. All first generation 4runners had two doors and were indistinguishable from the pickups from the dashboard forward. Nearly all changes were to the latter half of the body; in reality, due to the fact that the rear springs were not updated to bear the additional weight from the rear seats and fiberglass top, these early models tended to suffer from a drooping rear suspension. Associated 2020 Toyota 4Runner details All 2020 4runners get toyota's safety sense p (tss p), an incorporated suite of driver-assistance features including a pre-collision system with self-governing braking, adaptive cruise control, lane-departure warning, and automatic high-beams. A brand-new infotainment system increases in screen size from 6. 1 to 8. In our very first drive evaluation of the 2020 toyota 4runner trd pro, we were impressed by its off-road capability, mentioning that "'although the 4runner is old, it proved to be plenty capable on the path." we were also pleased with the enhancements made to the vehicle's driver's assistants and infotainment systems, and felt that those wanting to purchase a 4runner should certainly wait for the 2020 model, as these updates really make a difference in the interior and safety. Read what other owners think about the 2020 Toyota 4Runner. Shoppers also think about. Toyota's old-school 4runner hasn't altered a good deal over the years, however its competitors have. Vehicles such as the nissan pathfinder, when a real suv all set to deal with gnarly terrain, have since changed into crossovers with less off-road capability. The 2020 toyota 4runner preserves its status as a tough, off-road all set suv that offers a more civilized alternative to vehicles like the jeep wrangler, especially when discovered in trd off-road or trd pro trims. It's also a fairly comfy day-to-day driver that can seat approximately 7 passengers throughout three rows, and it can tow up to 5,000 pounds. Toyota 4Runner vs. Jeep Grand Cherokee The exact same can be said, to differing degrees, of models like the ford explorer and chevrolet sports jacket. That leaves only two main competitors: the jeep grand cherokee and jeep wrangler unlimited. Offered the shift in buyers' preferences, its shrinking sector, and its old design, one would assume the 4runner's best days were in the past. Get the base 4runner in gray, beat the hell out of it and keep it for 20-plus years. That's what i recommend. Your other choices are the jeep grand cherokee ($32,150), which is far more refined and outsells 4runner by a nation mile. Toyota 4Runner vs. Toyota Highlander 2020 toyota 4runner trd pro: 3 things that make it a pro in the city. 10 biggest news stories of the week: 2021 genesis gv80, gmc yukon do it. 2020 chicago auto program: whatever you missed out on. 2021 toyota highlander xse and special 4runner, tacoma tundra identify themselves. While newer midsize trucks are much smoother on the road, the 4runner is stiff and bouncy, jouncing along the highway. If you prepare to utilize your brand-new suv for travelling, something like the new toyota highlander or smaller sized rav4 are most likely a better bet. Toyota 4Runner vs. Toyota Tacoma But, that's exactly for how long it's been given that toyota presented the latest model of its venerable midsize suv. The fifth-generation 4runner debuted for the 2010 model year, providing rather tighter interior accommodations compared to its predecessor and sharing different bits and pieces with the tacoma pickup an fj cruiser suv. Our professionals' preferred 4Runner safety features: Rear spoiler, mp3 player, privacy glass, keyless entry, child safety locks. Toyota limited with magnetic gray metallic exterior and black interior features a v6 cylinder engine with 270 hp at 5600 rpm *. Alternative packagesrunning boards. Serviced here, locally owned and traded here!experts conclude'the 4runner's v6 produces a healthy 270 horse power, best when you require to pass slower traffic or tow heavy loads. What do individuals think about the 2020 Toyota 4Runner? The 2018 toyota 4runner is a body-on-frame sport utility, implying it's truck-based rather than car-based as would be a crossover-suv. This indicates that the 4runner may not be for everyone, but it does fit a certain market and sector of requirements. The 2018 4runner must be thought of as a pickup truck with more seating capable of carrying a fair number of people and hauling a reasonable quantity of trailer and cargo. As such, the japanese producer didn't change much of anything on the 2013 toyota 4runner. The majority of people would overlook this midsize suv initially glimpse, however it does have some extremely rugged and useful features that might attract purchasers trying to find known reliability. What's a good price for a New 2020 Toyota 4Runner? Different package updates followed in 2018, and then a black-accented nightshade special edition arrived for the 2019 model year. Cargurus evaluated the 2019 4runner, ultimately advising the sr5 premium 4wd model based upon its available features and sub-$40,000 beginning price. As the toyota 4runner got in the 2020 model year, it went through a host of considerable upgrades, the least of which was the introduction of a venture trim level accentuated by unique wheels and a standard roofing system rack. I lastly get the love for the toyota 4runner. I nearly got it previously, now that i have actually spent a week in one, i'm feeling a connection to the loud, unrefined, semi-slow, old suv. Starting with the excellent, the 4runner's appearances are just timeless and recognizable. Should I lease or buy a 2020 Toyota 4Runner? Such has actually been the appeal of the toyota 4runner, a rear-wheel-drive (rwd) or 4-wheel-drive (4wd) model that has filled that role since it was initially introduced in the mid-1980s. Now, as one of the few midsize suvs still on the marketplace, the up-to-7-passenger 4runner continues to bring in buyers who want to endeavor away the beaten course, or at least want to know their vehicle can do so at a moment's notice. A brand-new, sixth-generation 4runner is stated to be in development however, at the time of this writing, no details have been launched. 2003-2009 toyota 4runner: 4th generation. Aside from pickup trucks and some very popular cars, couple of vehicle nameplates have been around consistently for more than thirty years. As much as $500 rebate on a brand-new toyota 4runner. Not valid on unique lease/preferred alternative transactions, apr programs or vehicles otherwise left out based on the conditions. Must be 18 years of age or older and have a valid driver's license.

#toyota #4runner #review

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enginerumors · 6 years ago

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2020 Toyota Tacoma TRD Pro For Sale, Review, Colors

2020 Toyota Tacoma TRD Pro For Sale, Review, Colors – The newest 2020 Toyota Tacoma TRD Prois in the marketplace now. Tacoma TRD Pro is available given that 2015 until now as next era Tacoma. For your 2020 the truck gets up-to-date to further improve the persistence between your Tacoma TRD Pro along with the new and extremely unusual Chevrolet Colorado ZR 2 along with the potential Ford Ranger…

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mossbrosvwofmorenovalley · 3 years ago

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Used 2020 Toyota Tacoma SR5 2WD DBL I4 AT Truck Double Cab

The 2020 Toyota Tacoma is a midsize truck that's versatile and reliable. It comes in two different cab configurations: double cab and access cab. The Access crate can seat four people, and the Double crate can accommodate five. The bed is six feet long. The Tacoma is available in a variety of colors, and you can get it with a number of different options.

The 2020 Toyota Tacoma is a great option for anyone looking for a new truck. Its standard features include Android Auto and Apple CarPlay compatibility. There's even Alexa compatibility on double-cab models.

And if you're looking for the latest in safety, the Tacoma is available with Toyota Safety Sense, which includes a Pre-Collision System with Pedestrian Detection. Other safety features include High-Speed Dynamic Radar Cruise Control and LED day-running headlights.

And all of these come standard. Other features on the used 2020 model include 16-inch wheels, an automatic headlight washer, and a hard tonneau cover.

The used 2020 Toyota Tacoma is an excellent choice for families or small businesses. Its rugged design and easy-to-drive performance make it ideal for everyday use. Its standard features include a 6.1-inch touchscreen, a 10-way power driver's seat, a 2-way lumbar adjustment, and an automatic emergency braking system, VW dealer Riverside.

Besides the many features on the new Tacoma, the Tacoma offers standard features as well as some additional features. A ten-way power driver's seat is available, along with a 2-way lumbar adjustment. There are many other standard amenities as well, and Toyota has made sure to make it easy for the driver to find one that's right for them.

A Toyota Tacoma SR5 is a great option for the growing family. It's an excellent pickup truck that offers plenty of space for storing gear. Whether you're moving a few things or hauling a large trailer, the Tacoma is the perfect vehicle for your needs. A Toyota Tacoma is a fantastic choice for families and businesses alike.

The 2020 Toyota Tacoma offers a number of features that make it an exceptional work truck. The most popular features include a 7-inch touchscreen and Apple CarPlay/Android Auto compatibility.

The base SR trim also comes with SiriusXM, which offers a free three-month trial subscription. The Tacoma SR5 TRD Pro variant is capable of handling serious off-road challenges. Its under-body camera system allows you to capture the best possible views. It has a standard GoPro camera mount next to the rearview mirror.

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automobilesz · 4 years ago

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Toyota offers dealer-installed lift kit for Tacoma

Toyota offers a range of vehicles aimed at off-roading in the form of its TRD Pro lineup, but for buyers on a budget the automaker is starting to offer individual upgrades that can be installed at a dealership. The first of these is a new lift kit designed for Tacomas from the 2020 model year on and that are equipped with a V-6 and four-wheel drive (excluding dual-cab, long-bed examples). The kit…

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perksofwifi · 4 years ago

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How the New Toyota Hilux Compares to the Tacoma

The Toyota Hilux is one of the most popular trucks around the world, but it’s very different than the similarly sized Tacoma pickup that is hugely popular here in the United States. After a recent update, the Hilux looks a lot more like our Tacoma than it did before; the freshened Hilux also receives a new interior and more powerful diesel engine. Here’s a quick rundown of the similarities and differences between the two Toyota pickups, which share a global reputation for toughness and indestructibility:

Hilux vs. Tacoma: Exterior Styling

The new Hilux borrows the Tacoma’s trapezoidal grille design, but arguably, the foreign-market truck has sleeker headlights and a more streamlined overall front fascia design. It also features sharper body lines and wheel designs. Toyota is also offering an Invincible model that features a more rugged exterior with lots of cladding.

Still, the Hilux definitely screams “global market pickup!” thanks to its relatively large (in proportion to the body size) headlights and taillights, as well as that sleeker body sculpting. The U.S.-market Tacoma, by comparison, is blocky, with thin, squinting headlights and bulging fender flares blistering from a relatively squared-off, simple body shape.

Hilux vs. Tacoma: Interior Styling

While the Hilux and Tacoma have somewhat similar exteriors, the interiors are laid out quite differently. Open the Hilux’s doors, and you’ll find a practical cockpit with an 8.0-inch multimedia screen compatible with Apple CarPlay and Android Auto. A digital clock sits just above the screen. Invincible models are quite plush, offering blue illumination on the front and rear doors, as well as perforated leather seats.

The Tacoma’s innards are—like its exterior—blockier and more overtly trucky in appearance. For 2020, Toyota updated the U.S.-market truck, adding a standard 7.0-inch touchscreen with Apple CarPlay, Android Auto, and Amazon Alexa integration. The automaker’s Toyota Safety Sense suite of active-safety features is also newly standard across the board, including adaptive cruise control, lane-departure warning, and automated emergency braking.

Hilux vs. Tacoma: Powertrains

A more powerful 2.8-liter diesel engine is available on the new Hilux, which is offered with a range of gas and diesel options. The burlier 2.8-liter (which would make an excellent addition to our Tacoma, where it’d go head-to-head with the identically sized diesel in the Chevrolet Colorado) makes 201 horsepower and 369 pound-feet of torque, and it pairs with either a six-speed manual or six-speed automatic transmission. Toyota says it has made improvements to the Hilux’s steering and suspension systems to improve driver comfort.

There are fewer powertrain choices for Tacoma buyers, who can opt for either a 159-hp 2.7-liter four-cylinder gas engine or a 278-hp 3.5-liter V-6. A manual is available on the V-6, but only on the TRD Off-Road and TRD Pro trim levels, and with specific body configurations; everything else uses a six-speed automatic transmission. Two- and four-wheel drive is available, as are extended-cab and four-door crew cab body styles with either short or long pickup beds.

Hilux vs. Tacoma: Availability

The updated Toyota Hilux will roll out at different times in different markets. It launches in Eastern Europe in July, Australia in late August, and Western Europe in October. It will arrive in America, well, never. At least not in its current form. Those interested in a midsize Toyota pickup in the U.S. can only choose the Tacoma, which starts at $25,445 and ranks near the middle of its class.

This dynamic of two Toyota trucks in the same class for different geographic markets may not hold forever. We’ve heard rumors that the next-generation Tacoma and full-size Tundra pickups will sit on a common platform that will spread to all of Toyota’s pickups around the world—the Hilux included, we presume. This move would help the automaker reduce complexity and save money as it has done since debuting the Toyota New Global Architecture (TNGA), which sits beneath a host of varied global products.

The post How the New Toyota Hilux Compares to the Tacoma appeared first on MotorTrend.

https://www.motortrend.com/news/2020-toyota-hilux-tacoma-pickup-trucks-compared-details-photos/ visto antes em https://www.motortrend.com

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componentplanet · 5 years ago

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2020 Jeep Gladiator Review: You Know You Want This Off-Roading Pickup

2020 Jeep Gladiator Rubicon 4x4 Jan-Feb 2020 - Lisle NY Town Hall - Route 79

What you see is what you get with the 2020 Jeep Gladiator: It has the soul of a Jeep Wrangler SUV, which means it goes off-road. It has a pickup bed, which means it goes to and from Home Depot. And it has four doors and two rows of seats which (along with the pickup bed) means it’s more than 18 feet long, so even if the Gladiator goes everywhere, you can’t park it just anywhere.

The Gladiator rides alright, tows up to 7,500 pounds, and has a decent drivetrain. But highway handling is not great, wind noise is noticeable, and you have step up almost two feet to get in. The cheapest Gladiator is $35,0o0, and the Gladiator Rubicon meant for serious off-roading tops $62,000. But if you can choose to get one, you’ll have fun.

2020 Jeep Gladiator Rubicon 4×4 – a serious off-road Jeep with a 5-foot pickup bed.

30 Inches Longer than Jeep Wrangler

Jeep Wrangler SUV.

Jeep dates to World War II and the first General Purpose (GP, pronounced geepee and eventually jeep) light 4×4 utility, the first civilian Jeep (CJ) in 1945, and pickups produced 1947-1992. There was a 10-year gap until the first new Jeep pickup truck concept vehicle was shown briefly in 2003, with adaptations teased and reteased for 15 more years until the Gladiator pickup finally arrived last year, a gap of nearly 30 years. Too long.

Compared to the four-door Wrangler it is based on, the Gladiator is 30 inches longer overall, 218 inches vs. 188 inches, with a wheelbase 19 inches longer for a truly comfortable legroom in the rear seat. The Gladiator also tows more and costs more, but just $2,000 more comparing entry model to entry model. Both have easily-owner-removable doors and tops, which makes both fun crawling over boulders or sand dunes in good weather, and louder and sometimes harsh in day-to-day highway driving. No surprise there. Still, 75 mph on the highway in the Gladiator feels better than 55 mph did in a Jeep a generation ago.

Center stack bristles with buttons and knobs. Lever on left controls four-wheel-drive. If you can’t find the electric window controls on the door, they’re here, in the very middle of the picture.

Jeep Gladiator On- and Off-Road

I test-drove the nearly top-of-the line Jeep Gladiator Rubicon 4X4, $62,020 including a healthy $1,495 freight fee from the Toledo, Ohio, factory. The Rubicon is the most serious off-roader in the line. To get in, you have to step up almost two feet. Don’t even think about wearing a skirt. (Damn. And here I am, stuck with this new leather mini – Ed) The front windshield is essentially a flat piece of glass. The doors are rudimentary. The center console and stack bristle with controls for the four-wheel-drive system but if it’s initially confusing, just press the starter, pull back on the main shift lever, and off you go.

Around town the Gladiator drives reasonably well and you feel as if you’re sitting up high. (You are since it’s 75 inches high.) On the highway, the road and wind noise builds from the lack of sound insulation and the big, knobby 33-inch (diameter) tires on the Rubicon. The steering feels imprecise at speed, meaning you sometimes make repeated small adjustments to keep it centered in the lane. The bucket seats are pretty flat, and some adjustments are manual. The front left wheel well is so big, there’s no room for a driver footrest. On bad road surfaces, you feel the bumps, although there’s less pitching than on the Wrangler with its shorter wheelbase. The Gladiator uses the sophisticated coil spring suspension of the Ram 1500 pickup and that helps. Another nice touch is the damped tailgate that comes down smoothly, rather than banging open.

Off-ready tires on the Gladiator Rubicon.

Once you’re off paved roads, the Gladiator is in its elements. The Rubicon has 11 inches of ground clearance and fords 30-inch streams with the doors on. It has a 43-degree slope approach angle. The front breakover angle, the measure of how steep an angle you can approach without scraping anything, is 20 degrees. The rear departure angle is 26 degrees. Both are less than the Wrangler because of the longer Gladiator wheelbase and the pickup bed.

There’s nothing else like this among midsize pickups in terms of off-roading. The Gladiator Rubicon employs a two-speed power transfer (between front and rear wheels), locking front and rear differential to improve traction, a disconnecting front sway bar (it raises off-road clearance), Dana 44 front and rear axles, and a 77.2:1 crawl ratio for low-speed travel. An Off-Road+ mode that modulates stablity control, throttle, and gear selection. In 4WD High, it’s dialed in for romping in sand; in 4WD Low, for traversing rocks and small logs.

All this from a 3.6-liter, 285-hp V6 engine and eight-speed automatic that gets to 60 mph in about 7.5 seconds. A V6 diesel is coming, expected this calendar year; it’s down 26 hp versus the V6 but the 442 pound of torque tops the gas V6 by 70 percent. The EPA rates the gasoline Gladiator at 17 mpg city, 22 mpg highway, 19 mpg combined on regular fuel. The six-speed manual also offered is rating at 16/23/19. Expect the diesel to boost mpg by 2-3 mpg or about 10 percent. A Rubicon weighs a bit more than 5,000 pounds, about 500 pounds more than the competing Toyota Tacoma TRD Pro or Ford Ranger Lariat SuperCrew 4×4, 300lbs more than the Chevrolet Silverado ZR2.

Want to ride bareback (Ialmost)? Undo a couple bolts and each of the doors comes off in a few minutes. The top comes off and the windshield folds flat.

Jeep Gladiator Models

There are five Jeep Gladiator model variants, or trim lines. Altogether, there are enough options to make the top of the line loaded Gladiator approach twice the base price of the entry model.

Gladiator Sport, $35,040, including $1,495 freight. Four-wheel drive is standard, as is a six-speed manual, and reasonable 17-inch steel wheels with 245/75R17 all-season tires with all-terrain tires optional. Seating fabric is cloth. The UConnect 3 infotainment screen is a modest 5 inches diagonal, with eight speakers, and there is a remote USB port, but a bigger LCD is not an option, nor is Apple CarPlay or HD Radio. The instrument panel multi-information is a 3.5-inch monochrome LCD. Towing capacity with the better of two options packages is 7,650 pounds. A Torx toolkit is included to remove the doors in just a few minutes. Skid plates, tow hooks, and a soft top are standard.

Gladiator Sport S, $38,240. The Sport S goes upscale a bit, with alloy wheels, a leather-wrapped steering wheel, power windows, heated power mirrors, auto-on headlamps, keyless entry, and a security alarm. A optional 7-Inch Radio Group makes satellite radio

Upper trim lines include an AC jack, and it’s not an extra-charge option.

Gladiator Overland, $41,890. It steps up to a 7-inch center stack display, UConnect 4, Apple CarPlay and Android Auto, and seven USB jacks. There are side steps, a 7-inch color multi-information display, 115-volt outlet, and garage opener. During 2019 production, this was the top end Gladiator focusing on comfort and smoother driving while still being able to match or beat most any all-wheel-drive vehicle off-road.

Gladiator Rubicon, $45,370. In addition to the serious off-roading features, it steps back down to 17-inch alloy wheels and offers optional driver assist features. Its top speed is governor-limited to 97 mph vs. 110 mph for other models.

Gladiator North Edition, $47,410. It’s the model for more comfortable cold weather driving. It has an 8.4-inch display with navigation, Alpine premium audio, cold weather group (remote start, heated seats, heated steering wheel), black hard top, and slush mats.

Gladiator Mohave, price TBA. Sold as a limited editon, it’s intended for higher speeds, up to 50 mph, in the low driving range. Most typically you’d be running sand dunes rather than creeping over rocks. It rides an inch higher than Rubicon and uses a different set of Fox shocks. The frame and suspension parts are even heavier duty to deal with a vehicle that might (correction: will, if you play hard) go airborne from time to time and land hard. The Max Tow towing package comes standard to get the more powerful cooling package. Pricing will be in line with the Rubicon-North Edition models, Jeep suggests.

The Gladiator comes with three or four serious tow hooks. The Gladiator Rubicon bumper is steel, allowing a winch to be added.

Options, Driver Assists Boost the Price

It’s the options that push the top Gladiator models into the sixties on pricing: higher-capacity tow package, LED Lighting Group, driver assist packages, a wireless Bluetooth speaker, forward-facing trail cam, three kinds of pickup bed covers, pickup bed cargo rails, premium alloy wheels, a modular hardtop (three pieces, separately removable), a hardtop liner for insulation, premium paints, premium audio, leather seats, and a winch-capable steel bumper. The eight-speed automatic raises the price by $2,000 alone.

Driver assists are options rather than standard. The Active Safety Group, $895, comprises blind spot detection, rear cross-traffic alert, and rear parking sensors. The Adaptive Cruise Control / Forward Collision Warning Package, $795, is what the name says. ACC goes down to 0 mph but will return to speed; it holds the car stopped for 3 seconds then disengages. Lane departure warning / lane keep assist are not offered, nor is pedestrian detection.

There are two front airbags and two side airbags, but no side air curtains.

Bill Murray reprised Groundhog Day, this time in a Jeep Gladiator, during Super Bowl 54.

Gladiator Vs. the Competition

The 2020 Jeep Gladiator competes with several midsize trucks, most of which have an off-road version. They are, in order of end-of-2019 sales: Toyota Tacoma, Chevrolet Colorado, Ford Ranger, Nissan Frontier, Jeep Gladiator, Honda Ridgeline, and GMC Canyon. The Gladiator sold 40,000 units in 2019, its first year, but didn’t reach full output and sales until the second half when it sold 33,000 units, the peak month being a bit over 6,000 in October. Sales may pick up in the wake of the the Super Bowl: The Bill Murray / Groundhog Day ad featuring the Gladiator was seen as the best ad of the game. In its first year, the Gladiator named a bunch of truck of the year awards including North American Truck of the Year from NACTOY.

If you just want to take a 4×4 pickup onto a dirt or gravel road with ruts and the occasional rock sticking up a bit, they’ll all get the job done. Others will be better at highway driving, smoother, and quieter. What the Gladiator offers is the Jeep aura, off-road abilities that go from good to great. For now you’ve got a very long vehicle with a roomy cockpit (front and back), and a shortish pickup bed. Jeep suggests other Gladiator size configurations will come.

This is definitely a car you want your partner or spouse to understand and appreciate before you sign the papers. See if you can test-drive it a couple miles on an interstate, not just local rounds. The Gladiator is no Jeep Grand Cherokee (upscale two-row SUV) if you want a smooth ride, quiet cockpit, and soft leather upholstery. And the Gladiator is one step ahead of the Grand Cherokee in going way-off-road, which Grand Cherokee in turn is one step ahead of most all other all-wheel-drive cars. Jeep understands unpaved roads and obstacles.

For serious off-roading, or if this is not your only car, the Gladiator Rubicon is the best choice. You’ll easily pay in the mid- to high-fifties on list price once you check the options you want, perhaps top $60,000. A more cost-effective Gladiator is the Sport S with automatic transmission, hardtop and insulating liner, the two driver assist / safety packages, the 7-inch (LCD) radio group with CarPlay and Android Auto, the less costly trailer tow package, and a convenience group package required by one of the other options. That’s $43,165 before the incentives, so you might well wind up paying under $40K (see below).

(If you want the nicest all-round midsize pickup, that’s the Honda Ridgeline, the most car-like pickup. The Toyota Tacoma is another good choice. Toyota, Ford, Chevy and GMC make off-roading versions of their pickups.)

If you’ve shopped for a Jeep Gladiator over the past several months, you may know Jeep dealers were marking up the Gladiator, especially the Rubicon, by as much as $10,000, sometimes $20,000 (asking, if not getting) at mid-year when the Gladiator starting arriving in quantity. By year’s end, the markups were gone. Now, it’s Jeep that’s giving back money: a $2,000 incentive for virtually all buyers, $5,000 at many dealerships, and, says CarsDirect, as much as $9,000 in a few cases. Some incentives excluded the Rubicon.

The bottom line on the Jeep Gladiator is that it’s a little rough as a highway cruiser and many contractors / tradesmen want a bigger bed for hauling stuff, but it’s great off-roading, and it has character in droves.

Now Read:

2019 Ford Ranger Midsize Pickup Review: What’s New Again Is Old

Chevrolet Colorado ZR2 Tested: Formula 1-Style Shocks Make the Difference

2020 GMC Sierra Review: The Pickup With X-Ray Vision for Trailering

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#2020 Jeep Gladiator Review: You Know You Want This Off-Roading Pickup

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enginerumors · 6 years ago

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2020 Toyota Tacoma TRD Pro Review, Colors, Release Date

2020 Toyota Tacoma TRD Pro Review, Colors, Release Date – The brand new 2020 Toyota Tacoma TRD Prois a lot more exclusive and chic than in the past. The brand new advanced design appears excellent in each and every atmosphere. The interior can be a mix of intelligent design, with superior comfort and ease plus legroom that may be top rated from the class. Sophisticated home security systems and…

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robertkstone · 6 years ago

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2020 Toyota Tacoma First Look: Popular Truck Gets an Update

When we compared midsize trucks recently, the Toyota Tacoma came up short. Way short. It looks great, promises to be dead reliable, and should continue to have great resale value, but the rest of the Tacoma experience was lacking compared to the competition. Perhaps knowing it would have to up its game, Toyota has introduced a long list of updates for the 2020 Tacoma, including new grille designs for all trims except the TRD Pro.

The base-model SR gets the new grille, a tweaked taillight design, and an optional LED light for the bed. Intermittent wipers are now standard, along with a 7.0-inch touchscreen. Even better, you also get support for Android Auto, Apple CarPlay, and Amazon Alexa. Toyota’s suite of safety and driver assist technologies is also standard across the board, offering adaptive cruise control and lane departure warning, as well as several others.

Step up to the more popular SR5, and like most of the Tacoma lineup, there’s a new grille design. You also get new 16-inch wheels, a darker taillight housing, different fabric upholstery, and an 8.0-inch touchscreen that’s shared with all higher trims. Toyota also offers the LED bed light and daytime running lights as an option.

The TRD Sport adds the grille, new 17-inch wheels, chrome taillight inserts, and a long list of lighting options. LED foglights are standard, while LED DRLs, headlights, and a bed light are all optional. One-touch keyless entry has been added to the passenger door. A surround-view camera system is optional.

TRD Off-Road models get most of the same upgrades and options found on the 2020 TRD Sport. But to improve its off-road capability, Toyota also added an optional system it calls a Multi-Terrain Monitor, which shows what’s underneath the truck. Bilstein shocks, a locking rear differential, hill start assist, crawl control, and multiple off-road modes come standard.

For buyers who want even more off-road capability, the TRD Pro now comes with LED headlights, foglights, and DRLs, black taillight inserts, and new 16-inch wheels that are each 4 pounds lighter than before. You also get a 10-way adjustable driver’s seat, a standard surround-view camera system, the TRD Off-Road’s Multi-Terrain Monitor, updated shocks and springs, and a retractable moonroof. Automatic models come with hill start assist, selectable drive modes, crawl control, and a premium audio system.

Finally, the top-trim Limited gets new 18-inch wheels, LED headlights and DRLs, and chrome taillight inserts. And although it gets many of the same updates as other models, it also includes the surround-view camera system as standard.

For now, Toyota isn’t talking pricing, but don’t be surprised to see a slight increase when 2020 models eventually reach dealers. Will the updates help the Tacoma feel fresh again? We hope to find out in a future First Drive.

The post 2020 Toyota Tacoma First Look: Popular Truck Gets an Update appeared first on Motortrend.

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perksofwifi · 5 years ago

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Toyota Tacoma TRD Pro vs. Jeep Gladiator Rubicon vs. Chevrolet Colorado ZR2 Bison: Mojave Road Run

This special story about midsize trucks tackling one of America’s best overland trails was originally published in July 2019, but is just as cool today. It’s yet another story you’re only going to find at MotorTrend. Enjoy!

Ferocious winds ripped across the undulating plains of the Mojave Desert, battering our brave little overland convoy. We had been battling scorching heat, freezing mountain air, and 60-mph gusts for the past 150 miles—all of which we’d attacked off-road. With my 2020 Jeep Gladiator Rubicon assaulted by this insistent blast for hours on end, I had long since passed the point of exhaustion.

Ahead of us, a sea of greens, blues, and yellows emerged from the bland desert scrub, welcoming our weary eyes. The Mojave River, fed by record winter rains, flowed mightily. On the other side, the end. Pavement. A warm hotel bed.

I pulled up to the water’s lapping edge, said a prayer, and started inching my trusty Jeep forward.

Forward into the Past

About 30 hours prior, filled with gas station burritos and optimism, we were ready to pit the Gladiator, 2019 Chevrolet Colorado ZR2 AEV Bison, and 2019 Toyota Tacoma TRD Pro against one of the most spectacular overlanding trails in America: the Mojave Road.

The Mojave Road is the closest we’ll get to a time machine in our lifetimes. The “road” is essentially an old footpath that linked the Mojave tribe’s homeland near modern Fort Mohave, Arizona, to the Serrano, Cahuilla, and Tongva tribes in California’s San Bernardino Valley, just outside Los Angeles. To distill hundreds of years of history into a sentence, with Mojave assistance, the trail later allowed Spaniards, Mexicans, and others to explore and migrate across the Southwest.

Today, the road’s 150-ish miles of rock, sand dunes, mountain passes, and salt flats still look much like what our forebears would have experienced hundreds of years ago. That’s what makes it one of the best overlanding trails in the country.

The Colorado ZR2 Bison, Gladiator Rubicon, and Tacoma TRD Pro are among the most capable factory off-road pickup trucks ever developed. All offer V-6s (308, 285, and 278 hp, respectively) paired with automatic transmissions (eight speeds for the Americans, six speeds for the Japanese) and four-wheel drive. All have ever-important lockable differentials, too. The Chevy and Jeep can lock both front and rear differentials; the Toyota has just a solo rear locker. Each also has its own unique off-road trick up its sleeve.

The Colorado ZR2 Bison, for instance, gets Multimatic Dynamic Suspension Spool Valve dampers aimed to make it better on-road, while rock crawling at low speeds, and while desert running at high speeds. Overland masters American Expedition Vehicles also provides some unique body armor to make it even tougher, such as boron steel bumpers and skidplates.

The Tacoma TRD Pro is built in a similar mold as the ZR2. Toyota’s TRD team outfits it for desert duty with Fox Racing Shox and a “Desert Air Intake,” which Toyota is very quick to point out is not a snorkel.

The Gladiator Rubicon follows a different path than the Bison and Taco. Although it, too, gets Fox Shox, the Jeep is designed more around low-speed rock crawling than racing across the desert. It has an electronically disconnecting front anti-roll bar for more suspension articulation, massive 33-inch tires, and the expected assortment of skidplates and rock rails.

Literally loaded to their roofs with camping gear, tires, gas, and recovery equipment, we were looking to determine which is the best off-road-truck; which one of these midsize off-road pickups is the most adventure-friendly, the one that can best carry us away from modern civilization and eventually find it again, too. We care about off-road capability over all else here, but we’ll also consider on-road dynamics, features, and price. Sort of.

Sharing Is Cairn

Finding the trailhead was easy. Our overland convoy of four trucks—our three midsizers with our long-term 2018 Ram 2500 Power Wagon along as a support rig—left L.A. early and was now at a nondescript pull-off about a mile west of the banks of the Colorado River.

I always get a little anxious the first time I head out onto a new trail, but thankfully we wouldn’t be navigating alone. Dennis G. Casebier’s Mojave Road Guide: An Adventure Through Time is an indispensable mile-by-mile guide of the trail. Casebier is responsible for rediscovering the trail, and starting in the ’80s, he and a group of volunteers laid out rock cairns on confusing stretches of the trail in an effort to make navigation easier.

As the clock ticked past 2 p.m., we set out. With three days budgeted for the trail, we figured we had until dark to cover 40 miles at a minimum before setting up camp and prepping for another 60 miles or so tomorrow.

Book in hand, I hopped in the Colorado, the Gladiator and Tacoma falling in line behind me. The trail starts easy as it climbs up and away from the Colorado River. I was pretty happy to be driving the Bison. Its exceptional ride and body control made it easier for me to split my focus between the trail guide in my right hand and the “road” ahead, and on the long, sandy stretches I could put the hammer down and have a little fun.

MotorTrend en Español managing editor Miguel Cortina was having a good time in the Tacoma, too. “It’s quiet and well balanced, and the suspension does a good job of keeping the body under control,” he reported.

Some ways behind us in the Gladiator, features editor Scott Evans was having an altogether different experience over the offset moguls the Bison and Taco were floating over, until he discovered the Rubicon’s anti-roll bar disconnect. Although it’s primarily designed to help keep the Jeep’s front tires on the ground during extreme articulation, it has the added benefit of significantly softening the Gladiator’s ride.

Once the Jeep’s disconnect button is pressed, the anti-roll bar will stay disconnected at speeds up to 18 mph before automatically relocking. It’ll unlock again once you drop down around 10 mph. A few extra mph before the system relocks would be appreciated, though, because the system really transforms the Jeep’s ride over desert terrain. “The difference in body control and head toss is so dramatic that I want to use the disconnect the moment the trail gets rough,” Scott said.

Aside from a flat tire on the Power Wagon, which burned an hour we didn’t have, the trail was only moderately difficult until we hit the Piute Mountains. These hills were among the toughest obstacles that settlers’ wagon trains faced in the 19th century, and they aren’t much easier today. The cut into the hillside is steep, narrow, and littered with volcanic rock. The ride was rough as our convoy ambled up and over the mountain at a walking pace.

Once clear of the beating delivered by the Piute range, we picked up the urgency of our pace. The sun was getting low, and the light was long. The radios remained silent as we cut through thick Joshua tree forests, which would shame the national park of the same name, across narrow, meandering two-tracks and past the few privately held lands on the trail.

The sun and trucks looked like they’d hold out a bit longer, so the 40-mile mark passed without much mention. Our new plan was to continue another 10 miles or so to Government Holes, one of the few natural watering holes on the trail.

As is usually the case when we call an audible and push on, conditions worsened. When the road disintegrated into pulverized rocks, deep sand, and moguls, we thought that was as bad as it was going to get. But then we stumbled upon the drop down into Watson Wash. “Quite steep”—how it’s described in the trail guide—doesn’t do it justice. With little warning, the road disappears before you into a near-vertical, rutted, and washed-out track that’s difficult to walk, let alone drive down.

I dropped the Colorado into four low and inched toward the precipice. My seat belt cinched and the windshield filled with the sight of earth as the Bison started ambling down into the wash. The axles crossed up, and the suspension alternated between full compression and full extension as I looked for the easiest path down. The Chevy’s right rock rail scraped and dug into the dirt as it neared the bottom, but it didn’t get hung up. I was clear.

The Tacoma followed close behind. Miguel decided to use Toyota’s Crawl Control feature to get him down the embankment. Aside from denting the TRD Pro’s useless side steps on the passenger side, the impressive Crawl Control helped Miguel keep the Toyota in check. “All I needed to do was adjust the speed with the knob on the ceiling and concentrate on steering,” he said.

The Gladiator was next. Whereas the wash’s steep descent crossed up the axles on the Chevy and Toyota and stressed their suspensions to their limits, the Jeep’s disconnecting anti-roll bar made it look easy to the rest of us, its scraped belly the exception.

We cleared the wash and raced the sun to Government Holes, only to find our guide-recommended campsite occupied. Another 5 miles down the trail—plus a little extra because I got us lost—we pulled into a suitable lay-by. We’d covered about 55 miles over the past seven hours. We were tired but proud. Aided by four sets of headlights, we set up our tents as best we could and crashed. Tomorrow would be longer.

Change of Plans

The wind came fierce in the night, unexpected, unrelenting. My tent’s rain fly fluttered like a slacked sail; half the tent pegs bent or surrendered outright. As I crawled out of my tent into the cruel dawn light, a quick reading of my colleagues’ faces told me I wasn’t the only one who didn’t get any sleep. Collapsed tents. Frigid sleeping bags. The weather had taken a turn.

After boil-in-bag breakfasts—about as appetizing as it sounds—we saddled up and headed out of camp. We had to cover 50 miles to set us up to finish the Mojave Road early the next morning. “Maybe we can just push and finish tonight,” Miguel joked from the Gladiator as we rolled out. “I can set up my tent in a hotel room in Barstow instead.” We laughed it off and hit the trail with the same confidence as the previous day.

The Tacoma I was piloting felt both similar to and wildly different than the Bison. Its V-6 fired up with a familiar roar, but the jerk as I shifted the truck into drive—like oxen picking up the slack on a wagon—was a new sensation. So were the brakes that made the Taco stand on its nose at the slightest brush.

Dropping down out of the mountains and back onto the desert floor, the Tacoma was in its element, its Fox Shox floating over whoop-de-doos and mini sand dunes with ease. Scott was enjoying himself in the Bison, too. “Best ride quality of the three,” he said. “It made the trail seem easier and higher speeds no big deal. I could do this all day.”

Miguel was less happy in the Gladiator. Over this exceptionally bumpy and beaten-up section of the trail, the Jeep’s rock crawling–oriented suspension had a tougher time cushioning the cabin (and Miguel) from the impacts.

The soft sand I’d been floating over slowly turned into skull-sized cinder as we passed Marl Springs and entered the aftermath of a prehistoric volcanic eruption. The weather was changing, too, with gusts buffeting the trucks and lowering our field of vision.

Our pace had slowed significantly by the time we got to the Mojave Road Mailbox, an endearing monument of sorts to the weirdness of overlanders, complete with troll dolls, gnomes, and frog figurines. The trail conditions were predictable, but I’d begun to resent the Toyota as I fell into a familiar climb-accelerate-brake-climb routine. Despite its fantastic suspension, the Tacoma’s powertrain over technical terrain was about as refined as a fast food state dinner. Its V-6’s lack of low-end torque, combined with the transmission’s tall gear ratios, made it hard to be precise.

The Toyota’s small cabin is almost more frustrating. Obviously, that makes for less space for storage and passengers. But the bigger issue is that all three of us regularly smacked our heads when peering over the hood for obstacles. Couple that with the Tacoma’s low seating position and barely telescoping steering wheel, and we were presented with an overlander that none of us really wanted to overland in.

The sun was directly overhead by the time we’d finished signing the Mojave Road Mailbox’s guest book, so we headed out into the lava beds to find a windbreak for lunch. As we wolfed down our food, my phone dinged. A weather alert. Things didn’t look promising ahead; the National Weather Service was predicting heavy, sustained winds with gusts up to 70 mph, bringing dust storms and rain overnight. If we stuck to our schedule, we’d be saving our two toughest obstacles for the next morning: Soda Lake—a dry salt lake that’s notoriously difficult to cross when wet—and the Mojave River crossing.

Turns out Miguel might have had the right idea that morning.

Dash to the Finish

With a new deadline looming, Scott, Miguel, and I swapped trucks and set out. My Gladiator had trouble keeping up once we cleared the soft sands of Willow Wash and ventured onto the cratered trace leading to Soda Lake. Although always sure-footed, the Jeep was very obviously designed around a wildly different duty cycle than the Colorado and Tacoma. I could only watch enviously as the two desert runners floated over the rough terrain at double my speed.

The flats of Soda Lake hit like a wall. Unprotected by mountains, this stretch of desert wasteland blasted our trucks with the worst wind I’ve experienced this side of a hurricane. Our buffeted trucks lurched violently in the turbulence; my Jeep’s tonneau cover strained against its latches.

The lake appeared dry, but our guidebook quoted the old saw that looks can be deceiving. Thankfully, our tactic of speeding across the lakebed as quickly as possible seemed to work despite sections of slick alkali mud that attempted to suck us in.

Clear of the lake, the next few hours were a race to the river crossing.

I’d love to regale you with our hustle to the river. Truth is, I don’t remember much. I think there was a snake involved. I know we got lost, more than a few times. But after feeling our way through dry stretches of the Mojave River, we crossed under a railroad bridge and were faced with our first sign of water.

“River crossing” is probably a bit generous, but the Taco, Bison, and Gladiator splashed through the glorified puddle without skipping a beat. Filled with confidence, we straddled the railroad for a couple hundred yards before turning to the final river crossing. We could practically feel our comfy, moderately priced hotel beds just down the road.

It was there that we were faced with a 60-foot span of glassy water separating us from our downy cots.

In the Tacoma, Scott volunteered to go first, reasoning that he had a snorkel (Toyota’s insistence aside). The white Toyota plowed into the water, forming a neat bow wave in front of it. The water rose quickly, first covering the wheel hubs, then the tires, and eventually the entire door up to the window line.

Then Scott’s Toyota started bobbing up and down like a rubber ducky in a bathtub, its V-6 emitting a low, guttural note as it exhaled into the cool water. Its speed had dropped significantly, now barely moving at a walking pace. Just as we were thinking we’d have to mount a rescue, the Tacoma began to rise out of the water and onto dry land. “Traction control kept cutting power!” Scott hollered from within his damp Toyota on the other side.

I lined up next in the Jeep. I wasn’t entirely confident I’d stay dry in the Gladiator, considering its doors are designed to be removed with hand tools in two minutes, so I put my phone up on the dash. Reasoning that the Jeep’s Falken Wildpeak A/T tires would work like a paddle on the off chance I started to float, I dropped the Gladiator into four low and locked both differentials.

In I went, the water line right outside my window. Despite having about 500 pounds over the Tacoma, I could feel the Gladiator’s tires come up off the rocky river bottom as it bobbed up and down in the current, its tires, as I’d hoped, working as massive paddles, slinging water and helping me keep up my speed when they weren’t slinging sand. The Jeep and I made it to the other side, both of us surprisingly dry.

Having watched Scott and me cross, Miguel and the Bison plowed into the river confidently. “During the river crossing, all I had to do was put the transfer case in four low and keep a steady speed,” he said. “The movement of the rocks on the river bottom made the Colorado feel like it was floating at times, but it handled the Mojave like a champ.”

We’d overlanded more than 150 brutal, windswept miles in a 29-hour span. We felt a kinship with the Chevy, Jeep, and Toyota; the three trucks were as battered and bruised as we were. This gallant trio had helped us successfully complete one of the most remote overlanding trails in the U.S., with little in the way of drama and, surprisingly, even less in the way of damage—the Gladiator’s unlined bed, Tacoma’s side steps, and a few wet floormats the only dings worth mentioning. The amount of serious off-road capability these trucks offer, straight from the factory, is simply astounding. The only thing left was to pick a winner: Which was the best off-roading truck for our overlanding adventure?

Packing In (Conclusion)

Back in civilization the next morning, we sat down to hash out a ranking.

It wasn’t an easy decision, but in third place is the Toyota Tacoma TRD Pro. The Tacoma has a lot going for it: good ride quality, capable approach and departure angles, and a relatively affordable sticker price. But its cramped cabin is an unenjoyable place to spend hundreds of miles off-road, and although well hidden on the trail, the Tacoma’s poor transmission tuning and carlike engine are hindrances that would require owner modification to properly keep up with the Chevy or Jeep on tougher trails.

There’s a lot we like about the Gladiator, our second-place finisher. The Rubicon model’s long list of off-road hardware brings a tremendous amount of capability to the segment. We also loved the smooth power delivery from the Jeep’s V-6, its well-geared transmission, and its ridiculous low-range crawl ratio. Its massive cabin was nice, too, even if it was loud and lacked the up-front storage cubbies of the others.

But two factors held the Gladiator back from the win in this test. Armored or not, the Jeep’s propensity to drag its belly over obstacles is disconcerting when you’re a hundred miles outside of civilization; we’d want larger tires and a suspension lift to attempt to address its test-worst breakover angle. And then there’s the Gladiator’s price; when optioned up comparably to the Toyota and Chevrolet like our truck was, the Gladiator stickers for an eye-watering $60,675. The Gladiator is good, but not almost $11,000 better than our winner.

That leaves us with the Chevrolet Colorado ZR2 AEV Bison. This Colorado is ridiculously versatile, blending the best attributes of the Jeep—steel armor, locking front and rear differentials, and real rock crawling capability—with the Toyota’s natural gift for high-speed desert travel. The ZR2’s shocks really are key to its versatility, giving it exceptional ride quality and body control, leaving you to focus on the terrain ahead and refreshed once you arrive at your destination.

The Bison’s bargain-basement as-tested price is almost as much a factor as its performance on the trail. The value is phenomenal; we’d likely have to modify the other two trucks somewhat for regular overlanding, but the Bison is ready to go out of the box. It lowers the cost and complexity of an admittedly expensive hobby, and it also significantly lowers the learning curve.

The Bison is at home lumbering through the great outdoors, but this plucky truck, this ultimate factory overlander, also possesses the versatility and manners that’ll make you want to bring it back home.