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dipulb3 · 4 years ago

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

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

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

Craig Cole/Roadshow

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 Yeah, this midsize truck feels outdated, but despite a few deficits here and there it remains a solid option in a segment rife with less-than-stellar competitors.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

Manageable dimensions

Decent performance

Off-road hardware

Don’t Like

Full-size pickup fuel economy

V6 could be smoother

Annoying rock rails

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

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

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

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

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

Craig Cole/Roadshow

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

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

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

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

Craig Cole/Roadshow

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

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

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

Craig Cole/Roadshow

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

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

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

Craig Cole/Roadshow

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

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

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androgynousbelieverwinner · 3 years ago

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2023 Chevy Colorado ZR2 Models, Redesign, Specs

2023 Chevy Colorado ZR2 Models, Redesign, Specs – The 2023 Chevrolet Colorado ZR2 has finally found a place in the hearts and minds of American drivers after more than a decade of searching. In this post, you’ll learn about a dependable off-roader that can tow a medium-sized college without sacrificing performance or squandering money on unnecessary extras. As a result, the program and excellence…

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whittlebaggett8 · 6 years ago

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I drove the Ford Ranger and the Chevy Colorado to see which midsize pickup truck was better — and the winner was clear, Defence Online

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The Ford Ranger.

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Matthew DeBord/BI

The Ford Ranger and Chevy Colorado are the two biggest competitors from the major pickup-truck makers in the US.

I’ve tested three Colorado trucks in different trims and one all-new Ford Ranger.

The Colorado truck eked out a win this time over the Ranger, but the truth is that both pickups are outstanding.

Visit Defence Online’s homepage for more stories.

The Ford versus Chevy rivalry is a familiar one to pickup-truck customers. In the full-size segment, the mighty F-150 has been the bestselling vehicle in the US since Ronald Reagan was President, while the Chevy Silverado has usually been number two.

Decades ago, there was robust competition in the compact pickup segment, as well. But more recently, the Detroit automakers have all but abandoned the market in the US.

That all changed when Chevy rolled out the Colorado in 2014. Suddenly, the old compact segment became a midsize battleground (the trucks were larger than the entry-level, stripped-down pickups that I drove when I was in college). Toyota was well-established, but with the Colorado and its GMC sibling, the Canyon, General Motors offered more plush, high-tech, yet still versatile and robust small pickups.

Honda revamped its Ridgeline to be more pickup-like, and just like that Ford looked like it had fallen behind the curve in its bread-and-butter realm.

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The Chevy Colorado Z71.

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Matthew DeBord/BI

Not to worry, however, as the Ranger midsize was on sale outside the US, so all the Blue Oval had to do was bring the vehicle back to America. In the first three months of 2019, Ford sold almost 9,500 Rangers, a respectable debut. Colorado sales tallied about 33,500 for the same period.

I personally love midsize pickups. They’re the ideal vehicles for suburban weekend home-improvement duty, and if you’re an outdoorsy person who doesn’t need to tow a large boat or horse trailer, they’re ideal for getting out into nature (as long as you go for the 4×4 versions). When equipped for offroading, they can be comfort-challenged, but you can also opt for a cheaper, rear-wheel-drive base model that’s will provide easier driving dynamics.

Having driven several Colorados in the past four years, coming away impressed with them all, I recently enjoyed the new Ranger – so naturally, it was time to compare pickups. Read on to find out how they matched up.

First up is the newcomer. The 2019 Lariat SuperCrew four-wheel-drive Ranger was nicely equipped and stickered at almost $45,000. The base-price pickup is a little more than $24,000.

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Matthew DeBord/BI

The SuperCrew configuration sports a 5-foot bed, but the Ranger can be had with a two-door cab and a 6-foot bed. The Ranger is a handsome pickup, especially in “Lightning Blue.”

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Matthew DeBord/BI

You could call the Ranger’s front end “snouty,” but it’s also pretty truck-like for a midsize.

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Matthew DeBord/BI

The 2.3-liter EcoBoost four-cylinder engine is a turbocharged power plant that cranks out 275 horsepower and 310 pound-feet of torque. Towing capacity is 7,500 pounds — enough to tow just about anything owners of the Ranger would want to.

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Matthew DeBord/BI

Ford’s EcoBoost engine tech uses turbocharging to retain power with good fuel-economy. In this case, the truck gets 20 mpg city, 24 highway, and 22 combined. The 0-60 mph run is achieved is about 6.5 seconds.

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Matthew DeBord/BI

A 10-speed transmission handles the shifting duties.

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Matthew DeBord/BI

I didn’t get to go all down-and-dirty with the FX4 setup, which an extensive 4×4 rig and even offers off-road cruise control.

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Matthew DeBord/BI

Our tester came with stout off-road rubber. Most of the pickups we test are lifted 4x4s.

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Matthew DeBord/BI

I put the Ranger to a more serious hauling test than the Colorado, making a run to Costco and loading up some furniture. The bed is big enough to handle these typical suburban tasks, and it could also easily handle mountain bikes and outdoor gear.

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Matthew DeBord/BI

The interior of our tester was a no-nonsense “ebony,” but the upholstery was leather. The front seats are heated.

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Matthew DeBord/BI

The rear bench seats, as one might expect with a smaller pickup, were snug.

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Matthew DeBord/BI

The leather-wrapped steering wheel felt premium, and you’ll notice that the cluster presents a speedometer — no traditional tachometer, and that’s fine. Old-school tachs aren’t very useful on pickups.

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Matthew DeBord/BI

Ford’s Sync 3 infotainment system runs on an 8-inch touchscreen. Sync 3 is one of the best in the industry. It provides superb navigation, easy Bluetooth connectivity, and AUX and USB device-connection options.

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Matthew DeBord/BI

The 10-speaker Bang & Olufsen audio system in the Ranger I tested is a terrific extra. It sounds too good for a truck this small! Apple CarPlay and Android Auto are also available.

On to the Chevy Colorado. I’ve sampled the truck in three trims; here, we see a $43,475 ZR2 that was well equipped and ready for off-road action. But I’ve tested a closer-to-base ($21,300) and an aggressive Z71 version.

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Matthew DeBord/BI

Read the ZR2 review here and the Z71 review here.

The 2018 ZR2 came with a fetching “Cajun Red Tintcoat” paint job. The truck had a crew cab and a “short box” bed. Some folks don’t much like short boxes, but I think for the uses that for most owners, the short box is ideal.

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Matthew DeBord/BI

The ZR2 has a moderately more aggressive front end than the Ranger, and that gold bow-tie badge really pops against the blacked-out grille.

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Matthew DeBord/BI

On paper, the 308-horsepower 3.6-liter V6 could be construed as underpowered. But it was anything but in my hands. This pickup has nice pop.

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Matthew DeBord/BI

Fuel economy is 17 mpg city/24 highway/19 combined — not great, but also not bad given the oomph provided by the V6.

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Matthew DeBord/BI

The Colorado ZR2 can tow up to 5,000 lbs. That’s not massive for a pickup, but the non-performance Colorado and ZR2 aren’t really intended for customers who will be hauling horse trailers. More likely, they’ll attach a small trailer to pull an ATV, some JetSkis, or a modest camper.

The ZR2 has been clocked at a respectable 0-60 mph in 6 seconds, while the Z71 can haul 7,000 lbs.

A smaller, four-cylinder powerplant is also available for the Colorado.

The eight-speed automatic handles the Colorado’s power without straining. Shifts are smooth.

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Matthew DeBord/BI

The 4×4 capabilities aren’t advertised by the Colorado’s stickers. But a sturdy 4×4 it is.

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Matthew DeBord/BI

With the Colorado ZR2, you have electronic-locking differentials, front and rear, so the Colorado ZR2 is ready for serious off-roading. The front underbelly and rear transfer case are also shielded, so rock-busting won’t cripple your pickup.

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Matthew DeBord/BI

As far as the bed goes, there isn’t much difference between the Colorado and the Ranger. Both trucks should satisfy the hauling needs of midsize buyers.

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Matthew DeBord/BI

The Chevy’s “Jet Black” interior is on par with the Ford’s. It’s a nice environment, near-premium without being luxurious. That’s by design. This isn’t a truck that’s meant to be babied, so the interior has to be able to endure some punishment.

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Matthew DeBord/BI

The driver gets a pretty typical Chevy setup as far as the steering wheel controls and gauges are concerned. There’s a small info screen between the speedometer and the tachometer.

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Matthew DeBord/BI

Beyond heated seats, cruise control, and nicely appointed leather-wrapped steering wheel, you don’t get a lot of driver-assist features with the Colorado.

The eight-inch touchscreen runs Chevy’s Intellilink infotainment system.

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Matthew DeBord/BI

Bluetooth-device pairing is a snap, and there are USB/AUX options for plugging in gadgets. Like all GM vehicles, the Colorado has 4G LTE WiFi connectivity.

Apple CarPlay and Android Auto are available.

And the winner (for now) is the Chevy Colorado!

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Matthew DeBord/BI

To be completely honest, I had the Ranger as my winner when I started this comparison. I drove the Ford more recently than the Colorado and I was extremely impressed. I also tend to think that Ford knows trucks and knows them well, so I give the Blue Oval the benefit of the doubt.

However, with three separate Colorado trims in my backstory – and yet another one coming soon, the ZR2 Bison – I’ve simply spent too much quality seat time in the Chevy. The ZR2, in fact, is one of the best pickups I’ve ever tested, period.

That said, this contest was TIGHT. In the end, I think I favored the ZR2/Z71 V6 engine and the Chevy infotainment system over the Ranger’s four-banger and SYNC 3. But I didn’t favor them by much. In truth, the consumer is officially spoiled for choice in the once-forlorn midsize pickup market, with excellent offerings not just from Ford and Chevy, but also stalwart Toyota with the robust Tacoma, nichey-y Honda and the Ridgeline, Chevy sibling GMC and the Canyon, and even Nissan and the aging Frontier.

When it comes down to Colorado vs. Ranger, you can’t lose. And I’m assuming that Ford is going to offer a more performance-oriented Ranger Raptor to US buyers, as it does in other global markets. So Ranger will match up better with the Colorado line, which has been on sale in the US longer.

If you’re an offroader, the ZR2 is worth a close look. But what about the Z71 package? It does add thousands to the price tag, and when all is said and done, the $42,000 Z71 that I sampled isn’t much cheaper than the top-of-the-line, $43,500 ZR2. If you have plans for your Colorado that might be more on the brash side, and if you don’t mind the menacing appearance, the Z71 trim is at least worth a gander.

The Lariat SuperCrew Ranger I tested was a few thousands bucks more expensive that even the ZR2, but I’d say it was ever-so-slightly better appointed and thus worth the extra cost. The Ranger has also been on sale outside the US for a while, so it’s not as if this is an unproven truck.

There has to be a winner in these comparisons (well, most of the time – I could have declared it a tie). For me, and for now, that’s the Colorado. But the Ranger is already close to being neck-and-neck, so in addition to a good, old-fashioned pickup truck war between Detroit rivals Ford and Chevy in the full-size segment, we now have a compelling undercard bout with midsize pickups.

I think that’s great – and if you’re a buyer, so should you.

The post I drove the Ford Ranger and the Chevy Colorado to see which midsize pickup truck was better — and the winner was clear, Defence Online appeared first on Defence Online.

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carsmedd · 6 years ago

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Ford Ranger 2019 the wait was worth it

The return of the Ford Ranger van was announced some time ago. It is now done, and it touches these days the bitumen (or snow), occupying the courses of Canadian dealers. Why does she come back after eight years of absence? And why did it take so long to finally admit that Toyota and GM were right to put their energy in this segment? First, it must be understood that for Ford, the F-150 pickup truck takes precedence over everything. And of course, imagining the revival of the Ranger, it was estimated that very few buyers would abandon the full-size van in favor of an intermediate model. Since the F-Series has dominated the market for more than fifty years, it's pointless to tell you that every vehicle that can drive down the F-150's annual sales is considered an enemy. Even if it is a house model. That's why we did not really like the idea of relaunching the Ranger in North America, especially knowing that it would no longer be a compact and affordable van like in the past.

That said, it has also been realized over time that customers in search of an intermediate pickup truck were not only growing, but also different from those who obtain the F-150. In this regard, more than 550,000 mid-size vans were sold in North America last year, Toyota of course dominating the market with the Tacoma range . Ford had no choice but to admit its strategic mistake and to start producing the Ranger. The problem is that no factory was available in the short term to make it. That's why Ford abruptly stopped producing the Focus in Detroit, which first welcomed the Ranger models after more than a year of redevelopment and modernization of the facilities. It should be noted that the Bronco 2020 utility, which will share the same structure as the Ranger, will also be produced shortly.

Ford Ranger 2019 the wait was worth it

From Thailand to Michigan The Ranger van that North Americans are discovering these days is not new. Indeed, it has already existed for several years on the side of Thailand, being marketed in Asia, Europe and South America. Of course, Ford has taken care to modify and adapt it primarily for compliance, but also to meet the needs of buyers. But now you understand why the style of his body is not as strong, or at least in harmony with that of the F-150 here. For now, the offer of the Ranger is simple. Three versions (XL, XLT and Lariat) and two choices of cabins, with respectively one body length. A first handicap against the competition which, with the exception of the Ridgeline , always offers a choice of lengths of board with the models with double cabin. The total It was at the wheel of a Lariat version with technology group and FX4 off-road package that I traveled some 1,300 kilometers last week. The price of the test model was $ 50,000, which is a far cry from the previous generation. Of course, the reflex of many people has been to mention that at this price, we can get a well-equipped F-150, which is true. But we must realize that not all buyers want to be driving such a juggernaut. For many, the maneuverability and versatility of an easy-to-drive urban vehicle is also of great importance. What's more, statistics show that the mid-size vans sold by GM and Toyota have lower depreciation than full-size models. And of course, it will be the same at Ford. But, I grant you, the Ranger van is not given.

Ford Ranger 2019 the wait was worth it

Fortunately, we find at this price a complete equipment, except for the heated steering wheel. I would add that at this price, we could have included a damping cylinder for the lowering of the tailgate which, despite its design of aluminum, bangs hard after making his free fall. That said, we get voice-activated navigation, dual-mode air conditioning, adaptive cruise control, blind spot and lane detection, high-fidelity audio system and the inevitable connectivity with Android Auto and Apple CarPlay. Things you will not have in a Nissan Frontier van ! The finish on board is irreproachable. Again, the driving position does not have the aesthetic passion of a genuine American product, but everything is ergonomic and perfectly tied. The seats are comfortable, even behind. On the other hand, it is a pity that the seat can be raised in only one section, question of versatility. Disorders of Mustang Under the hood obviously does not hide the Mustang V8, but rather its four-cylinder. A revamped version of this turbocharged 2.3-liter engine, which generates 270 horsepower and 310 lb-ft of torque. What to allow the vehicle to accelerate and tow with the passion and power of rivals V6. In fact, Ford is proud to offer the segment's best towing capacity of 7,500 pounds. Still!

Ford Ranger 2019 the wait was worth it

Without being able to tow with the vehicle, I have no doubt about his abilities. On the one hand because the mechanics are powerful, but mainly because the structure of the vehicle is extremely solid. It is felt in the driving, which obviously contributes to this feeling of invincibility so much sought after by the amateurs of vans. The Ranger is also very fun to drive because of precise steering. The steering circle is weak, the suspensions are well calibrated and the braking power is excellent. Congratulations to engineers who have greatly improved the soundproofing of the cabin, thus obtaining the best-isolated cabin segment. Mechanically, the power is always up. It is clear that the automatic transmission constantly switches from one report to the other since there are ten. However, we do not feel it very much. Why such a box paired with a four-cylinder? For a question of comfort and economy, but also because it would adapt it seems very well to more serious work.

Ford Ranger 2019 the wait was worth it

Without having worked heavily with the vehicle, I would say that the main benefit of this box and this engine is felt in urban areas, where the power and performance are always optimized to obtain the best fuel economy that is . A much more efficient performance than the competition which displays between 13.2 and 15.8 liters per 100 km average consumption, while the Ranger consumes 11.8 liters. Unfortunately, the balance sheet darkens greatly when it comes to economy on the road, since the vehicle records a rating similar to that of Colorado / Canyon V6 engine, 9.8 L / 100 km. And believe me, because this is a turbocharged engine that works more at high speed and in cold weather, this average posted is very optimistic. For example, driving only on the road, at a temperature of about -15 degrees Celsius, resulted in an average of 12.4 L / 100 km. One liter more than with Colorado conducted a few weeks ago in such conditions. However, the average obtained in urban areas and at a similar temperature was only 12.6 L / 100 km. Curious, is not it? That said, this is proof that this powertrain is better suited to the city than for long journeys on the road. This also tells me that by hanging heavy loads, consumption will climb to almost unimaginable heights.

Ford Ranger 2019 the wait was worth it

Where is the Raptor? The tested Ranger was equipped with the FX4 off-road package, which is essentially described by a firmer suspension, a locking differential and the addition of protective plates. Nothing really aggressive, especially compared to what Chevrolet and Toyota offer. On the one hand, the ruthless Colorado ZR2 Bison able to cope with the worst conditions, just like the Tacoma TRD Pro who launched the ball of pickup trucks designed to climb Everest. At Ford, the Ranger Raptor pickup truck is waiting. However, it exists in other markets, but it seems - according to the latest information obtained - that the probate costs are too high. The existence of the North American Ranger van is proof of this: Ford is able to change its mind. Hope she will do it again. In the meantime, this truck still serves us a good 4x4 system which, moreover, is delivered to us as standard. Indeed, no two-wheel drive version is proposed. At least in Canada. Ford rightly considers that this market is minimal and that it is useless to force dealers to order models that will stick in their yard. However, we would have liked the 4x4 system to have an automatic mode like the Chevrolet Colorado, more user-friendly for everyday driving. Will we add it soon? One thing is certain, Ford has been able to effectively adapt a product that was clearly not designed for our market. Depending on demand, it is clear that the Dearborn manufacturer will invest to make additional improvements as well as a wider range of models. A Ranger King Ranch, Limited, or even a high-performance ST version? Who knows what the future holds. In the meantime, this van is enhancing the offer of a rising segment. It may not eclipse the competition as the manufacturer claims, but the proposal is serious, extremely competitive, and deserves attention. Ford Ranger Evaluation Sheet Trial version -Lariat 4x4 Super Crew (5.0 ') Price range -nd Price of the model under review -ford ranger 2019 price $ 42,289 Basic warranty -3 years / 60,000 km Consumption (city / road / observed) -11.8 / 9.8 / 12.4 L / 100km options -nd Competitive models -Chevrolet Colorado, GMC Canyon, Honda Ridgeline, Jeep Gladiator, Toyota Frontier, Toyota Tacoma Strong points -Robust construction -Amazing comfort -Excellent soundproofing -Good maneuverability Weak points -High price -One body length (double cabin) -4x4 system without automatic mode -High highway consumption Consumption -The conditions under which I was able to drive him were execrable. Now, I've seen a high consumption on the road but a reasonable consumption in the city, a sign that a four-cylinder turbocharged and strong couple is working well Comfort -Of course, an extended wheelbase with a 6.5-foot box would have contributed to more comfort. That said, the excellent soundproofing and structural rigidity come to support a suspension that does a great job. Performances -You will not feel the 270 horsepower from this engine accelerating. However, the generous couple can get out of trouble in any situation, and brilliantly. Multimedia system -Very effective. A system that has improved over the years to become one of the best in the industry. And hat for the sound of the optional B & O brand audio system. Driving approval -We take pleasure in driving the Ranger because of its great maneuverability. It feels solid, able to face the worst conditions and able to sneak almost anywhere. General appreciation -Is the Ranger really better than the competition? No. But this is a serious rival that is likely to convince some current buyers of F-150. -SEE ALSO:

Subaru Legacy 3.6R 2019 the end of an era

2019 Chevrolet Spark Affordable when it's tempting

Toyota RAV4 2019 strongly hybrid

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joshjailbait · 4 years ago

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2022 Chevy Colorado ZR2 Release Date, Specs, & Price

2022 Chevy Colorado ZR2 Release Date, Specs, & Price. If you are looking for a powerful car with amazing off-road ability, the 2022 Chevrolet Colorado ZR2 is worth checking for. This new mid-size pickup truck promises an updated appearance that will make Colorado ZR2 looks remarkable both on and off the road. The 2022 Chevrolet Colorado itself receives some revisions on its rear and front ends.…

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#2022 Chevy Colorado ZR2 Changes #2022 Chevy Colorado ZR2 Engine #2022 Chevy Colorado ZR2 Pictures #2022 Chevy Colorado ZR2 Price #2022 Chevy Colorado ZR2 Redesign #2022 Chevy Colorado ZR2 Release Date #2022 Chevy Colorado ZR2 Specs

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perksofwifi · 5 years ago

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What the Coming Jeep Wrangler Hybrid and Ford Bronco Hybrid Can Learn From the Subaru Crosstrek Hybrid

Electrified off-roaders are coming. Although we’re still a few years off from full-electric off-road vehicles like the Rivian R1T, some legendary off-road nameplates will soon be gaining plug-in hybrid variants, including the Jeep Wrangler Hybrid, Ford Bronco Hybrid, and the recently revealed Land Rover Defender, which also will have a plug-in hybrid variant.

While we await the arrival of those hardcore plug-in hybrid off-roaders, it’s worth remembering that a handful of plug-in hybrid SUVs with decent off-road chops already exist. The list certainly isn’t long: There’s the Land Rover Range Rover and Range Rover Sport Plug-In Hybrids and the Subaru Crosstrek Hybrid. With the coming Wrangler, Bronco, and Defender hybrids likely to be priced far closer to the 2020 Crosstrek Hybrid’s $36,155 starting price than the Range Rover Sport Plug-In Hybrid’s $80,295 base price, I snagged the keys to a 2019 Crosstrek Hybrid—which is otherwise identical to the 2020 model—and headed to our local off-road park to see if there are any lessons to be learned for Jeep, Ford, and Land Rover from the plucky little Subaru.

Although the Crosstrek Hybrid is bound to be less capable than the coming Wrangler, Bronco, or Defender, the little crossover is, like most Subarus, shockingly capable off-road for what it is. The hybridized Crosstrek is powered by a 2.0-liter Atkinson-cycle flat-four making 137 hp and 134 lb-ft of torque and an electric motor good for a 118 hp and 149 lb-ft of torque, for a combined 148 hp paired with a CVT and a fully mechanical all-wheel-drive system. Backing that motor up is an 8.8-kW-hr lithium-ion battery in the Crosstrek’s trunk that gives the Subie 17 miles of all-electric range before the gas engine fires on, allowing you to drive for more than 450 additional miles while averaging an EPA-estimated 35 mpg.

Despite its looks, the Crosstrek Hybrid actually sports respectable off-road credentials for the segment. It has a solid 8.7 inches of ground clearance, a fantastic 28.6-degree departure angle, a respectable 19.3-degree breakover angle, and a less stellar 17.1-degree approach angle (in other words, watch your nose). The Crosstrek Hybrid backs this up with Subaru’s X-Mode off-road software suite, designed to maximize traction and power.

Off-road at Hungry Valley State Vehicular Recreation Area, in the mountains on the outskirts of northern Los Angeles County, the Crosstrek Hybrid stood out from the sea of lifted Toyotas, Colorado ZR2s, and Jeeps, but it proved itself more than capable of going anywhere (within reason) that the big boys were going—again, so long as you watch your nose.

The biggest takeaway from off-roading the Crosstrek Hybrid is how much better it is than the standard model, off-road. Thanks to that electric motor, the Crosstrek Hybrid has what the standard Crosstrek never has (because Subaru refuses to turbocharge it): torque. The more immediate availability of the system’s 149 lb-ft of torque when you step on the throttle is a godsend; it sends the Subaru scrambling up and over obstacles with far more precision and confidence than the standard Crosstrek is capable of.

The way Subaru tuned the two powertrains in the Crosstrek Hybrid is something worth considering for Ford, Jeep, and Land Rover as they wrap the development processes for their electrified off-roaders. Although Subaru could’ve perhaps chased a higher combined horsepower and torque number for the Crosstrek Hybrid, it instead used the electric motor to complement its flat-four’s low-end torque weakness. And when the motor starts coming out of its power curve, the engine begins to take the reins and keeps the Crosstrek’s momentum going. This sort of supplemental assist—not to mention the bonus off-the-line torque from the electric motor—is something drivers of those more serious off-roaders will love when on the trail.

Another Crosstrek Hybrid feature that the Jeep, Ford, and Land Rover hybrids no doubt will have is the luxury of silent off-roading. Heading down a trail with the windows down on nothing but electrons is like hiking on steroids. You can hear, see, and smell all the nature around you without the engine interfering, but you can also cover some serious ground.

Flaws? The Crosstrek Hybrid has a few that could be applied to the Wrangler, Bronco, and Defender hybrids. For starters, the Subaru’s battery eats up 4.9 cubic feet of precious cargo space (leaving 15.9 cubic feet remaining and getting rid of its spare tire), making a roof rack a must-have for any sort of serious weekend expedition. Having the battery incorporated into their platforms, thus preserving cargo space, will be key in keeping the Bronco, Defender, and Wrangler expedition-friendly. I’d also like to see those automakers take advantage of their big lithium-ion batteries in ways Subaru didn’t: a Hyundai-like jump-start button using the lithium battery to start the car in case your normal 12.6-volt battery dies in the middle of nowhere would be a killer feature. So too would plugs in the cargo area to charge and power devices one may need while off-road, such as an air compressor.

Ultimately, the Subaru Crosstrek Hybrid is a tantalizing taste of what’s to come in the off-road world in the coming years. The addition of an electric motor to the Crosstrek’s platform thoroughly improves both the on- and off-road experience in the Subaru. For Ford, Jeep, and Land Rover, the possibilities that the addition of an electric motor bring—better on- and off-road performance, better efficiency, and silent off-roading—ought to only make their legendary off-roaders even better.

The post What the Coming Jeep Wrangler Hybrid and Ford Bronco Hybrid Can Learn From the Subaru Crosstrek Hybrid appeared first on MotorTrend.

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androgynousbelieverwinner · 3 years ago

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2023 Chevrolet Colorado ZR2 Release Date, Models, Rumor

2023 Chevrolet Colorado ZR2 Release Date, Models, Rumor – The 2023 Chevy Colorado ZR2 Concept was revealed at the SEMA Show in Las Vegas in 2017. Our attention was piqued by the Chevy’s tough, military-inspired appearance and almost ceiling-high winch bumper. In the end, General Motors opted to carry out the strategy. In the 1980s, Chevrolet’s heavy-duty class 8 “bison” trucks were named as such.…

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robertkstone · 6 years ago

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2019 Toyota Tacoma TRD Pro First Drive: Shocking Development

Why the sudden fascination with pickups capable of driving really fast across a rocky, dusty desert? Nobody knew we needed any such thing until Ford introduced its wide-fendered, tall-enough-to-need-clearance-lights Raptor. Chevy eventually responded with the dimensionally tidier Colorado ZR2, and now Toyota is taking aim squarely at Chevy (and preemptively at Ford, should it decide to bring the Ranger Raptor here) by redesigning the suspension of its 2019 Tacoma TRD Pro for Baja racing.

FANCY SNORKEL Anybody can Sawzall a hole in the fender and bolt a snorkel to the A-pillar, but the TRD Pro snorkel is designed in. Its fender hole is stamped in the raw steel at the factory, and hence gets the full anti-corrosion paint treatment. It also attaches to a built-in roof-rack fastening point on the roof, so no new holes are created up there. The head can be swiveled backwards to prevent ingesting snow in blizzard driving, and the head is tethered to remain with the truck should a bird or debris knock it loose. Please don’t rely on this snorkel for fording 6-foot deep water, though, as there are water drain holes down low that will admit engine-killing external water.

Key to each of these trucks’ saguaro-slaloming capabilities is a sophisticated set of name-brand shock absorbers. Chevy made big headlines by utilizing Multimatic spool-valve shocks—a technology previously utilized primarily on cars that race on paved circuits. Toyota (and Ford) chose to go with a more typical supplier of off-road racing dampers—Fox Shox. What they all strive to do is provide comfy, cushy ride quality over the sorts of small bumps one finds on paved roads, while ramping up the damping rates as the speed and size of the bump events increases to keep the suspension from bottoming out harshly, which can cause serious damage. Fox does this using internal bypass passages that provide position-dependent damping-rate variability.

Here’s how the Fox Shox work on the Tacoma: As the 1.8-inch-diameter piston moves up and down through its range of travel (which is increased by 0.7 inch in front, 0.8 inch in back relative to base and TRD Off Road Tacomas) various different orifices are exposed for the oil to travel through. Each provides a different damping rate. The front shocks feature five jounce and three rebound zones; the rears provide seven jounce and four rebound rates. The lightest damping rate near the center of the shock’s travel promises noticeably smoother on-road ride relative to the previous model’s simpler Bilstein shocks and relative to the base Tacoma shocks. The rear shocks also feature 2-inch “piggyback” external reservoirs that serve to increase the volume of hydraulic oil and thereby keep all the oil cooler during prolonged desert running. One downside of the Fox design—its position-dependent nature means that adding aftermarket lift kits and so forth without replacing the shocks could drastically alter the truck’s driving dynamics.

Instead of tubes, orifices, and springy shim packs, Multimatic shocks send oil through spool valves that move inside sleeves, at a rate controlled by a spring. These valves and sleeves each have orifices laser-cut in them for oil to flow through, and by using computational fluid dynamics to precisely design the size and shape of these orifices, Multimatic claims that nearly any force/damping curve an engineer desires can be delivered with high accuracy and vastly less iterative development work than is typically required when developing shimmed-orifice shocks. Each Colorado shock uses three spool valves. This design tends to be pretty expensive.

Before we take the Tacoma for a spin, let’s run through the rest of its 2019 upgrades, which include new front springs that add 1 inch of ride height, a larger front anti-roll bar—1.2 versus 1.1 inch diameter (still hollow), progressive-rate off-road leaf springs out back that allow more jounce travel on rough terrain, and 16-inch TRD Pro wheels that add an inch of track width front and rear. (Note that the stiffer front bar is designed to make the truck more eager to rotate and hence more fun to drive on and off road at some tiny expense of its rock-crawling articulation.) There’s also a snortier cat-back exhaust with a black-chrome tip and a new Desert Air Intake that keeps the engine breathing cleaner, less dusty air from above the windshield. Neither the intake nor the exhaust alters the output of the 278-hp V-6. Rigid Industries LED foglamps brighten nighttime trail rides, and a TRD Pro–badged quarter-inch-thick front skidplate is strong enough to be used to jack up the vehicle. New standard equipment includes a moonroof and the Entune Premium JBL audio system. All these upgrades increase the price by just $940 (with the manual) or $1,645 (automatic).

To test out the new Tacoma TRD Pro, Toyota attempted to create a mini Baja in its backyard at a former limestone quarry known as Northwest OHV Park in Bridgeport, Texas, about 80 miles northwest of Dallas. The desert simulation was compromised by several inches of falling rain that added to what was already the wettest September in recorded Texas history.

My first few trails involve careful tiptoeing up and down some precipitous and slick rocky hills, which the truck’s Crawl Control system accomplishes with astonishing ease. I especially like being able to select among the system’s five speed settings using a dedicated rotary knob on the overhead console instead of toggling a cruise-control button or something. The knob lets me see at a glance what speed is selected when slowing back down to a crawl. The 265/70R16 Goodyear Wrangler All-Terrain Adventure tires impress with their levels of grip despite tread blocks filled with greasy red clay.

Next I head down to the broad sand/mud pit where the trucks can reach higher speeds to really get those Fox Shox pumping. Maybe the rain and continued use by multiple journalists has made the course particularly rough, but the seat of my pants is recording a level of ride quality that ranks well short of plush. And plush is kind of what I was hoping for, having once ridden shotgun with Ironman Ivan Stewart in one of his SCORE Toyota off-road racing trucks. Sure it had 2-plus feet’s worth of suspension travel, external bypass shocks, and the like, but that rig swallowed bumps with a plushness that I was reminded of when I sampled a Colorado ZR2 in 2016. That drive involved jumping and bouncing off a bunch of large but man-made obstacles set up in a parking lot, though, and vastly different conditions experienced years apart do not a valid comparison make. Clearly the question of which shock technology reigns supreme can only be answered by a proper Head 2 Head comparison. Maybe in Baja?

What’s New with the Other TRD Pros

2019 Toyota Tundra TRD Pro

Fox Shox like the Tacoma’s, but with unique tuning and more bypass zones—seven jounce and four rebound in front, eight and four in back—and “piggyback” reservoirs on the front shocks

TRD-tuned front springs add 2.0 inches to the ride height

Wheel travel is increased 1.5 inches in front, 2.0 inches in the rear

18-inch forged five-spoke satin black hand-polished BBS wheels that each weigh 3.35 pounds less than previous cast wheels (tires are 275/65R18 Michelin LTX A/T2s)

Quarter-inch-thick aluminum skidplate with red “Toyota” lettering

Cat-back exhaust with black-chrome tip (adds sound not power)

Rigid Industries foglamps

New grille, hood scoop

Pickup bed outer quarter panels get “TRD Pro” stamped into the steel

2019 Toyota 4Runner TRD Pro

Fox Shox like the Tacoma’s, but with unique tuning and four jounce bypass zones and three rebound zones in front, seven and four in back. Rear shocks are inverted for tire clearance and feature “roost shields” that prevent rocks from striking the exposed piston rod

TRD-tuned front springs add 1.0 inch to the ride height

Wheel travel is increased 1.0 inch front and rear

17-inch matte-black TRD wheels with an offset that widens the track by nearly an inch front and rear

New 265/70R17 Nitto Terra Grappler All Terrain tires

Quarter-inch-thick aluminum skidplate with red “TRD” lettering

Unique roof rack for stowing dirty gear

LED foglamps

Blackout grille

Standard Entune Premium JBL audio system with navigation and app suite

2019 Toyota Tacoma TRD Pro BASE PRICE $43,705 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.5L/278-hp/265-lb-ft Atkinson-cycle DOHC 24-valve V-6 TRANSMISSIONS 6-speed manual, 6-speed automatic CURB WEIGHT 4,450 lb (mfr) WHEELBASE 127.4 in LENGTH X WIDTH X HEIGHT 212.3 x 74.4 x 71.6 in 0-60 MPH 7.1-7.3 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 17-18/20-23/18-20 mpg ENERGY CONSUMPTION, CITY/HWY 187-198/147-169 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.97-1.06 lb/mile ON SALE IN U.S. Currently

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carsmedd · 6 years ago

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Chevrolet Colorado 2019: adorable

In the world of compact / mid-size vans, one finds at one extreme the Toyota Tacoma ; robust, rudimentary and almost indestructible. In contrast, there is the Honda Ridgeline ; refined, modern and a little strange by its unibody design.

Chevrolet Colorado 2019: adorable

The Chevrolet Colorado slips right in the middle, happy mix between the two.

Faithful

If the year 2018 was a year of SUVs and large vans, 2019 will be the year of small trucks. Ford has just released its Ranger after an eight-year hiatus, and Jeep has finally decided to market a pickup variant of its Wrangler , not to mention the arrival of potential competitor at Hyundai .

GM has seen the wave come before many. Long almost alone in its niche against three Japanese rivals - the Toyota Tacoma, the Honda Ridgeline and the Nissan Frontier - Colorado, with its mechanical cousin GMC Canyon , plays the role of the Swiss knife since its redesign in 2014. As much able to to blend into the mass with its harmless commercial declination that ready to fight on the beaten track in ZR2 format, the huge diversity of the General Motors pickup truck remains its highest quality.

For 2019, Colorado remains relatively unchanged, except for the Minuit Z71 edition, an option of $ 3,460 that adds 17-inch wheels painted black, 31-inch off-road tires, blackened badges , footboards, a modified exhaust system and a Bose brand audio system.

It was precisely this vehicle that we had to test. Equipped with a two-speed four-wheel drive, 3.6-liter V6 engine with 308 horsepower and 275 lb-ft of torque, an eight-speed automatic transmission, a A Crew Cab and a 62 "(1,567 mm) short box, our Colorado, worth $ 50,410, was ideal for a snowstorm.

Chevrolet Colorado 2019: adorable

How much did you say?

In fact, $ 50,000 for a "small" truck is quite expensive. This is a problem that also affects all of Colorado's competitors. At this price, it is easy to get into the full-size pickup segment, which is more spacious, powerful and capable of towing much higher loads.

But unless you stick to the basic versions - in this case, powered by a 200-horsepower 2.5-liter four-cylinder engine - and a power train, you do not buy a Colorado to save money. money, but because you are looking for something smaller, or you want to save a little money at the pump.

But that does not stop Colorado from performing well in its niche. Although he has been with us for a number of years, he remains competitive with a maximum towing capacity of 7,000 pounds (3,175 kg). This is higher than the Honda Ridgeline (5,000 lb / 2,268 kg), lower than the Ford Ranger (7,500 lb / 3,402 kg), and not far behind the Jeep Gladiator (7,650 lb / 3,469 kg). On the other hand, by equipping the Chevrolet with the 2.8-liter turbodiesel engine, the capacity climbs to 7,700 lb or 3,493 kg.

On the road, Colorado is extremely agile. While its steel frame design inevitably leads to undesirable leaps and swings, it is, however, much better balanced than a Tacoma. It feels more sporty, Colorado. Not as agile and responsive as a Ridgeline, which is actually an SUV with a body, it is fun and easy to control on a slippery surface.

The four-wheel drive system has a lot to do with it. Able to alternate between a power train, an all-wheel drive system in Auto mode, or to become a true all-wheel drive in 4x4 "high" or "low" mode, Colorado can be both fun to skid over. a slightly snowy surface - its superbly calibrated chassis allowing it to perform masterful controlled drifts - or to come out of a huge snow bank when conditions become a little more difficult.

For its part, the V6 engine accelerates more than enough, emits an exquisite sound, delivers a good dose of low-end torque, and displays a reasonable fuel consumption. During our freezing weather test, we recorded an average fuel consumption of 11.6 L / 100 km, which is excellent considering the weather.

Chevrolet Colorado 2019: adorable

Nothing to say about the eight-speed automatic, which remains - as with almost all General Motors gearboxes - of noteworthy flexibility, shifting from gear to another smooth, downshifting quickly and responding wonderfully well to a mid-throttle pedal.

He's starting to get old

So, technically, there is nothing to fear. Colorado is a big competitor to its more modern rivals, because it is quickly appreciated because of its versatility and its well-adapted mechanics. We also love the Z71 Midnight Edition, which gives it a "nasty touch" at an affordable price.

But while the interior is spacious and practical thanks to its easy-to-use rear seat, you'll notice an outdated design and materials for the segment. Plastics of questionable quality, large spaces between the panels and an assemblage of another era reveal an old van.

Chevrolet Colorado 2019: adorable

Luckily, the multimedia system has been updated to incorporate the latest Chevrolet MyLink interface. It's simple and user-friendly: the huge colorful icons are easy to grasp, and the fact that it has physical buttons allows us to use it with a pair of gloves, not to mention the Android compatibility Auto / Apple CarPlay, and the Wi-Fi terminal (subscription), nice additions.

Finally, the Colorado does not have many faults except the useless footsteps that our test model was equipped with. It's a safe bet for any truck lover looking for something a little more sporty than a Silverado or Sierra.

In other words, it will follow you with enthusiasm in your adventures most perilous both in summer and winter.

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levaduraa · 6 years ago

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2020 Jeep Wrangler Interior, Release Date And Concept

New Post has been published on https://2020jeep.com/2020-jeep-wrangler-interior-release-date-concept/

2020 Jeep Wrangler Interior, Release Date And Concept

2020 Jeep Wrangler Interior, Release Date And Concept – Typically the 2020 Jeep Wrangler is undoubtedly the issue of a good deal of interest and is a very hot matter for everyone who wishes to be an owner of the Jeep vehicle. Presently there are significant changes in store for any all modern Jeep Wrangler, due to getting to 2020. Moreover, the new model features individual characteristics this kind of as its importance in away from-roading, entertaining to drive personality, plus a unique styling. It is likely to offer you a pickup truck version we have all been dying to see. It for that reason should not shock someone to realize that there is a lengthy series of people who are waiting eagerly for the intro of this vehicle into the marketplace.

2020 Jeep Wrangler Exterior

Feature

Regarding the exterior, it’s rumored to have the all-lightweight aluminum body. A recent technology, four-door Jeep Wrangler Unlimited or at best that’s what the design team was traveling it wants you to believe. It Wrangler’s bodywork may be unaffected from ordinary Wrangler’s duds. However, it is hiding chassis, suspension, and possibly even body advancements that will appear on the all-new model. All of the bonnets is larger size as well as the front a white damper helps to make the vehicle to search much more gorgeous as effectively as futuristic. The reputation of new lights, bumper, grille and wall mirrors is predicted in this particular vehicle. All of the grilles also appears very natural. The sides and a rear end of this model could show some pieces and facial lines on a body. The blend of each one of these specs will unquestionably raise the worth of this motor.

Exterior And Interior

With the within of all the cabin, entirely a few changes are likely to take place, but we don’t know right now what these could be. This model can allow for around several passengers as well as offer them a delightful ride. A big touchscreen screen will probably be located in the heart of the dash and will have an updated infotainment program. Some of the optionally available capabilities that you can choose consist of Universal serial bus ports, a body-shaded hardtop, Wireless Bluetooth cell phone connectivity, increased-quality delicate best, tire tension checking show, media player interface, and so forth.

2020 Jeep Wrangler Interior

2020 Jeep Wrangler Engine

As outlined by reports, under the hood 2020 Jeep Wrangler more than likely engine remains the updated version from today’s Pentastar V6. Any SUV could perhaps utilize a four-cylinder as they have in the previous. It would produce the potential close to 280 hp and torque all around 347 lb-ft. The appearance of several engine options is also possible into this version. A diesel four tube might make the class, given how a torque wealthy but successful diesel in addition to a blunt. About the schedule of original engine specs, we can assume the very best fuel economy out of 2020 Jeep Wrangler.

2020 Jeep Wrangler Specs

2020 Jeep Wrangler Release Date And Price

The all-new 2020 Jeep Wrangler Diesel fuel is provided with equally two and several-doorway varieties. Two-entrance models price all-around $28,500, through a whole lot more $1,000 for area price. The premier clip, a Rubicon a number of-doorway package can achieve the amount about $54,000. Often the more than likely competitors are Chevy Colorado ZR2 and then Toyota Tacoma TRD-Professional. This release date is not set up, but the first quarter regarding 2020 is if we can get the 2020 Jeep Wrangler Diesel typically to arrive at you.

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levantine-chant · 6 years ago

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2020 Jeep Wrangler Interior, Release Date And Concept

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candello · 6 years ago

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2020 Jeep Wrangler Interior, Release Date And Concept

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iratefate · 6 years ago

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2020 Jeep Wrangler Interior, Release Date And Concept

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lettingwordsmeetheartbeats-blog · 6 years ago

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2020 Jeep Wrangler Interior, Release Date And Concept

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2020 Jeep Wrangler Interior, Release Date And Concept

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2020 Jeep Wrangler Interior

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