Jeep Wrangler Unlimited Rubicon
At 7.6 seconds, the 2012 Jeep Wrangler Unlimited Rubicon is 3.9 seconds quicker to 60 mph than the SUV it replaces, thanks to its new 285-hp, 3.6-liter V-6 and five-speed automatic. To put that in perspective: You could run a BMW M3 sedan to 60 mph and then, very immediately thereafter, run the new ute to 60 mph in the same time it would take the old one, with its four-speed auto and 3.8-liter noisemaker, to huff its way to that speed.
Okay, so Rubicon owners aren’t drag racers, but they sure as hell would like to keep up with modern traffic, something not exactly possible with the lethargic old truck. And while our example came optioned up to a stunning $38,790 with heated front seats, a nav system, both soft- and hardtops, and the new automatic, its base price of $34,370 is only $250 higher than last year’s. The 2012 Rubicon’s dramatically improved acceleration and increased fuel efficiency (up 1 mpg in both EPA tests for automatic models) are worth well more than $250.
And neither the more civilized, new-for-2011 interior nor the powertrain upgrades came at any sacrifice to the Rubicon’s mud-plugging capabilities. It still rides on Dana 44 axles with electronic locking differentials front and rear, capped off with gnarly 32-inch BFGoodrich Mud Terrain tires. It still comes with a 4.00:1 low-range transfer case. And the front anti-roll bar still disengages at the push of a button.
The danger is not that the refined interior will diminish the Unlimited Rubicon’s off-road prowess. The danger is that the Unlimited Rubicon’s four doors and modern, powerful V-6 will convince some buyers that this has somehow become a modern-driving SUV. It has not, certainly not with the Rubicon get-up. Its mudders hum away monotonously, struggle to provide 0.61 g of grip, and are implicated in the Rubicon’s poor 204-foot braking performance from 70 mph. But all Wranglers get the new powertrain for ’12, so stick with the Sahara or Sport versions if your idea of rock crawling is idling up your pea-gravel driveway.
Toyota FJ Cruiser 4x4
The Toyota FJ Cruiser is the most capable of all Toyotas when the pavement gives way to gravel, sand and rocks. That's saying something, given the capabilities of the 4Runner, Land Cruiser, and Tacoma. All of these Toyotas are among the best in their respective classes for travel over rugged terrain.
The FJ Cruiser seats five. The front doors are standard, front-hinged units. Rear-hinged rear side doors give easy access to the back seat and cargo area; for 2011, that access has been improved on the passenger side, with a front passenger seatback that folds farther forward. Access to the cargo area is through a door hinged on the driver's side of the vehicle instead of a typical roof-hinged hatch-style closure.
An Off-Road option package further enhances the FJ's capabilities, with BFGoodrich Rugged Trail tires, trail-tuned Bilstein shock absorbers, and a rear differential lock that works in conjunction with Toyota's A-TRAC off-road traction control system; with this setup, the FJ Cruiser can hang with the Jeep Wrangler crowd. It also includes a multi-information display with a goofy floating ball inclinometer and compass.
There's a new package for 2011 called Trail Teams Special Edition, adding Army green paint with a black grille, bumpers and door handles. It's the right color for the FJ Cruiser to make it look serious.
The 4.0-liter V6 engine makes 258 horsepower and 270 pound-feet of torque. It has dual Variable Valve Timing with intelligence (VVT-i), which means variable valve timing for both intake and exhaust. We found the FJ Cruiser superb in rugged terrain yet comfortable on the road. Its V6 engine delivers more than ample power and torque for any foreseeable situation.
The FJ Cruiser seats five. The front doors are standard, front-hinged units. Rear-hinged rear side doors give easy access to the back seat and cargo area; for 2011, that access has been improved on the passenger side, with a front passenger seatback that folds farther forward. Access to the cargo area is through a door hinged on the driver's side of the vehicle instead of a typical roof-hinged hatch-style closure.
An Off-Road option package further enhances the FJ's capabilities, with BFGoodrich Rugged Trail tires, trail-tuned Bilstein shock absorbers, and a rear differential lock that works in conjunction with Toyota's A-TRAC off-road traction control system; with this setup, the FJ Cruiser can hang with the Jeep Wrangler crowd. It also includes a multi-information display with a goofy floating ball inclinometer and compass.
There's a new package for 2011 called Trail Teams Special Edition, adding Army green paint with a black grille, bumpers and door handles. It's the right color for the FJ Cruiser to make it look serious.
The 4.0-liter V6 engine makes 258 horsepower and 270 pound-feet of torque. It has dual Variable Valve Timing with intelligence (VVT-i), which means variable valve timing for both intake and exhaust. We found the FJ Cruiser superb in rugged terrain yet comfortable on the road. Its V6 engine delivers more than ample power and torque for any foreseeable situation.
Land Rover Range Rover Sport
Land Rovers have come a long way from their utilitarian safari roots. There was a time when these supremely capable off-roaders once roamed the African plains as freely as the animals migrating across the Masai Mara. Nowadays, spotting one of these current luxury SUVs in the wild is as likely as spotting a Cape buffalo in Times Square. Somewhere along the way, the brand lost its status as a savannah-taming truck, to become a status symbol for the well-to-do.
The 2010 Land Rover Range Rover Sport is the latest progression of the premium luxury SUV intended primarily for city dwellers. As the name would imply, the Sport model is a more nimble and maneuverable variant of the larger Range Rover. In reality, the Sport has more in common with the midrange LR3, as they share many of the major chassis components -- but with the higher-output Range Rover V8 engines. As such, the Range Rover Sport is marketed as a sport touring SUV, with greater road-going performance and a reduced focus on off-road prowess. Despite this urban focus, though, the Range Rover Sport still possesses plenty of wilderness-taming capabilities.
The vast majority of changes for the 2010 Range Rover Sport are indeed aimed at increasing its appeal to wealthy buyers seeking luxury and street performance. The most notable change comes in the form of two new direct-injected 5.0-liter V8s. The base V8 is rated at 375 horsepower, a significant 70-hp bump over last year's 4.4-liter V8. The supercharged V8, meanwhile cranks out a whopping 510 hp, a boost of more than 100 hp compared to last year and in the same league as the new BMW X5 M and Porsche Cayenne Turbo. Notably, fuel economy hasn't suffered as a result of the power increase (though admittedly, those mileage numbers are still quite abysmal).
This newfound power goes a long way toward making this 5,500-pound SUV feel more alive. But what should really be weighing on a buyer's conscience is Land Rover's reputation for reliability, something that's been poor in the past and is still a big question mark now given the brand's new Indian ownership. For this reason, we suggest a serious look at competing luxury SUVs like the X5/X5 M, Infiniti FX50 and Porsche Cayenne -- all of which are less likely to cause mechanical headaches. But for those who still desire a luxurious cabin, status, capable on-road handling and off-road capabilities, the 2010 Range Rover Sport is still one of the few games in town.
The 2010 Land Rover Range Rover Sport is the latest progression of the premium luxury SUV intended primarily for city dwellers. As the name would imply, the Sport model is a more nimble and maneuverable variant of the larger Range Rover. In reality, the Sport has more in common with the midrange LR3, as they share many of the major chassis components -- but with the higher-output Range Rover V8 engines. As such, the Range Rover Sport is marketed as a sport touring SUV, with greater road-going performance and a reduced focus on off-road prowess. Despite this urban focus, though, the Range Rover Sport still possesses plenty of wilderness-taming capabilities.
The vast majority of changes for the 2010 Range Rover Sport are indeed aimed at increasing its appeal to wealthy buyers seeking luxury and street performance. The most notable change comes in the form of two new direct-injected 5.0-liter V8s. The base V8 is rated at 375 horsepower, a significant 70-hp bump over last year's 4.4-liter V8. The supercharged V8, meanwhile cranks out a whopping 510 hp, a boost of more than 100 hp compared to last year and in the same league as the new BMW X5 M and Porsche Cayenne Turbo. Notably, fuel economy hasn't suffered as a result of the power increase (though admittedly, those mileage numbers are still quite abysmal).
This newfound power goes a long way toward making this 5,500-pound SUV feel more alive. But what should really be weighing on a buyer's conscience is Land Rover's reputation for reliability, something that's been poor in the past and is still a big question mark now given the brand's new Indian ownership. For this reason, we suggest a serious look at competing luxury SUVs like the X5/X5 M, Infiniti FX50 and Porsche Cayenne -- all of which are less likely to cause mechanical headaches. But for those who still desire a luxurious cabin, status, capable on-road handling and off-road capabilities, the 2010 Range Rover Sport is still one of the few games in town.
Toyota Land Cruiser
The Toyota Land Cruiser has a peerless reputation for toughness and reliability. But is it refined enough to appeal to average UK buyers who use their 4x4s almost exclusively on-road? We recently put the Toyota Land Cruiser back onto the tarmac and point it towards a town centre to find out.
Read on for our test review of the Toyota Land Cruiser...
Toyota Land Cruiser: a proper 4x4 in a sea of crossovers
Run out of water in the Outback? Up to your neck in quicksand? No doubt you’ll be glad to see a Toyota Land Cruiser. When it comes to sticky situations, I can’t think of a 4x4 I’d rather chance across than the hardy Toyota – yes, Land Rover Discovery included.
The Land Cruiser’s long been dominant when the going gets really rough simply because Toyota targeted the markets – frequently in less developed, more rugged territories – that the opposition had ignored when it was launched almost 60 years ago.
So the Toyota's a bit of a brute, then?
The market spread’s bigger today, but the no-nonsense DNA persists – there’s a rigid rear axle, and body-on-frame construction that better resists the twisting forces experienced in extreme off-road situations than a unibody does – but Toyota has also aimed to bring on-road dynamics and comfort up a notch with this new generation.
Read on for our test review of the Toyota Land Cruiser...
Toyota Land Cruiser: a proper 4x4 in a sea of crossovers
Run out of water in the Outback? Up to your neck in quicksand? No doubt you’ll be glad to see a Toyota Land Cruiser. When it comes to sticky situations, I can’t think of a 4x4 I’d rather chance across than the hardy Toyota – yes, Land Rover Discovery included.
The Land Cruiser’s long been dominant when the going gets really rough simply because Toyota targeted the markets – frequently in less developed, more rugged territories – that the opposition had ignored when it was launched almost 60 years ago.
So the Toyota's a bit of a brute, then?
The market spread’s bigger today, but the no-nonsense DNA persists – there’s a rigid rear axle, and body-on-frame construction that better resists the twisting forces experienced in extreme off-road situations than a unibody does – but Toyota has also aimed to bring on-road dynamics and comfort up a notch with this new generation.
Ford F-150 SVT Raptor
Developed with the DNA of an off-road pre-runner, the Raptor has comprehensive modifications focused on chassis and suspension enhancements.
The F-150 SVT Raptor is 7 inches wider than a base F-150 to make room for the additional suspension components that give Raptor its unparalleled off-road abilities. The wider stance also gives the truck an aggressive appearance.
Internal triple-bypass shocks by FOX Racing Shox – the first on a production truck – provide position-sensitive damping and extra suspension travel for extreme off-roading and a smooth ride on the road.
Raptor also has unique cast-aluminum front control arms and SVT-tuned 35-inch BFGoodrich®
All-Terrain TA/KO 315/70-17 tires. These components give Raptor 11.2 inches of front suspension travel and 12.1 inches of rear suspension travel on either SuperCab or SuperCrew.
The 145-inch-wheelbase SuperCrew adds to the extensive list of F-150 SVT Raptor features. While contributing additional space and flexibility for the customer, the SuperCrew still delivers outstanding performance as well.
The standard 6.2-liter V8 engine, which produces 411 horsepower and 434 lb.-ft. of torque, makes F-150 SVT Raptor the most powerful half-ton pickup on the market.
Bringing this all together in a comprehensively engineered factory offering adds up to a Built Ford Tough truck that is truly in a class of its own.
The F-150 SVT Raptor is 7 inches wider than a base F-150 to make room for the additional suspension components that give Raptor its unparalleled off-road abilities. The wider stance also gives the truck an aggressive appearance.
Internal triple-bypass shocks by FOX Racing Shox – the first on a production truck – provide position-sensitive damping and extra suspension travel for extreme off-roading and a smooth ride on the road.
Raptor also has unique cast-aluminum front control arms and SVT-tuned 35-inch BFGoodrich®
All-Terrain TA/KO 315/70-17 tires. These components give Raptor 11.2 inches of front suspension travel and 12.1 inches of rear suspension travel on either SuperCab or SuperCrew.
The 145-inch-wheelbase SuperCrew adds to the extensive list of F-150 SVT Raptor features. While contributing additional space and flexibility for the customer, the SuperCrew still delivers outstanding performance as well.
The standard 6.2-liter V8 engine, which produces 411 horsepower and 434 lb.-ft. of torque, makes F-150 SVT Raptor the most powerful half-ton pickup on the market.
Bringing this all together in a comprehensively engineered factory offering adds up to a Built Ford Tough truck that is truly in a class of its own.
Toyota Tacoma TRD
Toyota has had a capable and popular TRD off-road package on its Tacoma pickups since 1998. The grouping of parts, developed by the team at Toyota Racing Development (TRD) includes one essential component for slow-speed four-wheeling: a selectable locking rear differential. With it, the TRD package has made the Tacoma a solid four-wheeler. But according to Zach Zwillinger, product development engineer for TRD, Tacoma owners have been yearning for something more extreme. And the company had yet to develop a truck specifically aimed at West Coast Baja racing enthusiasts. "They were asking for a lifted Tacoma," Zwillinger says. But sliding a taller, special-edition pickup truck under the noses of the Toyota executives preoccupied with government safety regulations is a challenging task. Nevertheless in the fall of 2010, TRD began work on the project that would become the 2012 TRD T/X Baja Series.
The Tacoma Baja Series is available only as a V-6 4WD Access Cab or Double Cab short bed, and only in red or black. You can choose between a six-speed manual or the five-speed automatic. It's tempting to describe this truck as Toyota's answer to the Ford Raptor, but that's not quite accurate. The Baja simply isn't that radical—think of this truck largely as a well-executed off-road suspension package.
The Baja Series receives a 1.75-inch lift upfront thanks to TRD springs wrapped around Bilstein shocks. The shocks are based on Bilstein's high-end 9100 Series dampers and use a 60-mm piston (compared with 32 mm for the stock Tacoma 4x4). The new front suspension increases wheel travel from 8 inches to 9.25 inches. It turns out the limiting factor for more suspension movement is the upper ball joint, and finding a better one would have cost too much time and money, according to the team. "We built this system so it could grow with the customer," Zwillinger says. So an owner could, for example, buy a pair of aftermarket upper A-arms that allow even more front-wheel travel, and then have the Bilsteins modified to match. The front bump stops are slightly shorter to allow for the increase in jounce (compression) travel.
The Tacoma Baja Series is available only as a V-6 4WD Access Cab or Double Cab short bed, and only in red or black. You can choose between a six-speed manual or the five-speed automatic. It's tempting to describe this truck as Toyota's answer to the Ford Raptor, but that's not quite accurate. The Baja simply isn't that radical—think of this truck largely as a well-executed off-road suspension package.
The Baja Series receives a 1.75-inch lift upfront thanks to TRD springs wrapped around Bilstein shocks. The shocks are based on Bilstein's high-end 9100 Series dampers and use a 60-mm piston (compared with 32 mm for the stock Tacoma 4x4). The new front suspension increases wheel travel from 8 inches to 9.25 inches. It turns out the limiting factor for more suspension movement is the upper ball joint, and finding a better one would have cost too much time and money, according to the team. "We built this system so it could grow with the customer," Zwillinger says. So an owner could, for example, buy a pair of aftermarket upper A-arms that allow even more front-wheel travel, and then have the Bilsteins modified to match. The front bump stops are slightly shorter to allow for the increase in jounce (compression) travel.
The hot-rod motor may be a plus, but the driving dynamics of the tall, boxy truck (which weighs in at nearly three tonnes) makes for Jell-O-like handling, even while changing lanes at freeway speeds. Nobody could ever say that the ride is anything but comfortable, thanks to a trick air suspension setup, but the plush ride made for some scary lateral transitions when cruising on the highway. When traveling in a straight line, the LR4 is a nice place to be.
Land Rover LR4
Soft is the operative word here, since everything about the LR4 is plush - from the ride quality to the cabin materials. As you motor down the road in the LR4, you are swaddled in the same buttery soft leather and plastics as the Range Rover, with everything feeling very familiar to those who have driven Land Rover's top-dog SUV. The driving position, steering wheel, HVAC system and multi-media unit are all shared with the Range Rover. The LR4 lacks some of the extra pizzazz of the Range Rover’s cabin, like the chocolate-brown/white-piping leather seats, but everything else is more than up to par with the competition. Unfortunately, this also means the same old-school touch screen navigation unit, which is far from intuitive, and has an iPod unit that only true software geeks would dare navigate.
UTILITY: IT’S GOT THE OFF-ROAD GOODS, PLUS A THIRD ROW
Unlike its German competitors, the LR4 has a neat third-row system that allows the two rear seats to fold flat in the floor when not in use, allowing for massive cargo carrying capacity thanks to the LR4’s large trunk area and tall roof. We used the LR4 to help a friend move apartments on one occasion, and one trip with both rows of rear seats folded down was enough to carry his (rather substantial) personal effects. Without a payload, we returned the third-row seats to the upright position and put the back row to work. Passengers reported sufficient room in the back, although the design of the seats themselves looks more like an afterthought than a proper bench.
Land Rover also touts its advanced 4-wheel drive system, including Hill Descent Control, Terrain Response (which allows the system to be adjusted for driving on snow, sand, pavement or other surfaces) and a locking center differential. Of course, we didn’t use any of these once, since our urban summer conditions for the car were the opposite of the Land Rover off-roading ethos, but all the same represent a more accurate portrayal of the kinds of conditions that most LR4s will see.
Mercedes-Benz G-Class
Mercedes added a second SUV to its U.S. line for 2002. It was a back-to-basics design, initially created for the German army in the 1970s, and little-changed since. Known informally as the G-Wagen--short for the German term Galaendewagen ("cross-country vehicle")--the G500 was previously available in the U.S. only through private importers. Mercedes-Benz marketed it as a premium luxury SUV with a $73,165 base price. Private import versions had gone for $125,000 or more. Sized for all-terrain work, the G500 was the shortest and narrowest full-size SUV--a Toyota Land Cruiser was 9 inches longer and 7 inches wider. The G500 used a 292-horsepower V8, five-speed automatic transmission, and all-wheel drive with low-range gearing that could be engaged on-the-fly at up to 15 mph. Its front, center, and rear differentials could be locked up for maximum grip. Like Mercedes' midsize M-Class SUV, the G500 had body-on-frame construction, traction/antiskid control, and antilock four-wheel disc brakes with brake assist. Side torso or curtain airbags were not available. It did have 18-inch alloy wheels, wood/leather interior trim, heated front and rear seats, 10-way power memory front seats, automatic climate control, and a CD changer. Also included were Mercedes' TeleAid assistance service, and the company's COMAND dashboard screen controlling a standard navigation system. Brush gauges and a voice-activated portable cell phone were among the few options. Mercedes was limiting U.S. sales to 1000-2000 per year. Rivals included the Acura MDX, Lexus LX 470, and Mercedes-Benz's own M-Class.
Jeep Grand Cherokee Limited
Jeep’s luxury range-topper looks good, boasts abundant technology for off-road going and an impressive safety artillery which includes standard stability control and roll mitigation plus multiple airbags including side thorax airbags and a driver knee airbag. By any measure this full-size SUV is state-of-the-art and compares favourably with similar benchmarks like the Land Rover Discovery 4.
Inside is ample space and comfort (as you would expect from an American vehicle) and on the road, improved chassis technology and body stiffness have delivered previously unheard-of levels of refinement and competence for the latest Jeep Grand Cherokee.
All of that means the latest Jeep Grand Cherokee is a world-class vehicle that deserves serious consideration by those shopping in this segment.
Car Showroom tested the Jeep Grand Cherokee Limited V8 ($60,000) or for $45,000 you can choose the entry-level V6-powered Jeep Grand Cherokee Laredo. You can also get the Limited specifications with the V6 engine ($55,000), while the range-topper is the Jeep Grand Cherokee Overland Hemi V8, which gains a rear seat DVD entertainment system amongst its inclusions.
Inside is ample space and comfort (as you would expect from an American vehicle) and on the road, improved chassis technology and body stiffness have delivered previously unheard-of levels of refinement and competence for the latest Jeep Grand Cherokee.
All of that means the latest Jeep Grand Cherokee is a world-class vehicle that deserves serious consideration by those shopping in this segment.
Car Showroom tested the Jeep Grand Cherokee Limited V8 ($60,000) or for $45,000 you can choose the entry-level V6-powered Jeep Grand Cherokee Laredo. You can also get the Limited specifications with the V6 engine ($55,000), while the range-topper is the Jeep Grand Cherokee Overland Hemi V8, which gains a rear seat DVD entertainment system amongst its inclusions.
Nissan Frontier PRO-4X
It is a mid-size crew cab that provides a seat in the back for passengers or item that the driver wants to keep out of the weather. Additionally, it has a body on frame (full frame) design. It is described as having full size truck hardware in a compact package.
The engine is a 4.0-liter V6 providing 261 hp and 281 ft. lb. of torque. The transmission is a six-speed automatic with a switch operated two-speed transfer case and an electronic locking rear differential. Additionally, a five-speed manual transmission is also available.
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The brakes are vented discs at all four corners measuring 11.7 inches at the front and 11.3 inches at the back. The truck’s 60-0 mph stopping distance is in 128 feet. The tires are 265 75R 16 inch BF Goodrich Rugged Trail. A full size spare tire is located in an underbody tire carrier. This Nissan’s ground clearance is 8.9 inches.
The Frontier PRO-4X has a solid ‘ready to work’ looking front end. The side profile is modern and strikes a balance between interior room and bed length. The Crew Cab’s bed measures 4 feet 7 inches and the King Cab’s bed is 6 feet 6 inches. The rear view is crisp and muscular looking.
The interior of the Frontier PRO-4X is equipped with high-grade materials and includes dual reclining highly supportive bucket seats with a six-way adjustable driver and four-way adjustable passenger seat. Furthermore, the rear sear has good leg room and its 60/40 split design folds forward.
And how will the Frontier PRO-4X rock your world? This truck has many standard features!
Standard features on the Frontier PRO-4X include remote control power door locks, vehicle antitheft alarm with engine immobilizer, halogen headlights, cargo box light, front fog lights, child safety locks on the rear doors, locking tailgate, automatic locking hubs, rear locking differential, part-time selectable four-wheel drive, anti lock brakes, electronic brake force distribution, 2-speed transfer case, 4-wheel limited active brake limited slip traction control, and vehicle dynamic and stability control.
The engine is a 4.0-liter V6 providing 261 hp and 281 ft. lb. of torque. The transmission is a six-speed automatic with a switch operated two-speed transfer case and an electronic locking rear differential. Additionally, a five-speed manual transmission is also available.
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The brakes are vented discs at all four corners measuring 11.7 inches at the front and 11.3 inches at the back. The truck’s 60-0 mph stopping distance is in 128 feet. The tires are 265 75R 16 inch BF Goodrich Rugged Trail. A full size spare tire is located in an underbody tire carrier. This Nissan’s ground clearance is 8.9 inches.
The Frontier PRO-4X has a solid ‘ready to work’ looking front end. The side profile is modern and strikes a balance between interior room and bed length. The Crew Cab’s bed measures 4 feet 7 inches and the King Cab’s bed is 6 feet 6 inches. The rear view is crisp and muscular looking.
The interior of the Frontier PRO-4X is equipped with high-grade materials and includes dual reclining highly supportive bucket seats with a six-way adjustable driver and four-way adjustable passenger seat. Furthermore, the rear sear has good leg room and its 60/40 split design folds forward.
And how will the Frontier PRO-4X rock your world? This truck has many standard features!
Standard features on the Frontier PRO-4X include remote control power door locks, vehicle antitheft alarm with engine immobilizer, halogen headlights, cargo box light, front fog lights, child safety locks on the rear doors, locking tailgate, automatic locking hubs, rear locking differential, part-time selectable four-wheel drive, anti lock brakes, electronic brake force distribution, 2-speed transfer case, 4-wheel limited active brake limited slip traction control, and vehicle dynamic and stability control.
Standard interior features include power rack and pinion steering, power windows, rear window defroster, air conditioning, rear heat ducts, interior air filter, cruise control, exterior temperature gauge, compass, tire pressure monitoring, steering wheel mounted controls for audio and wireless devices, voice activated controls for Bluetooth and other wireless devices, oil pressure and battery gauges, tachometer, leather steering wheel and shift knob Rockford Fosgate AM/FM radio with eight speakers, six disc CD changer, MP3/WMA Player, Satellite radio, wireless communication access for Bluetooth enabled devices, radio data system, and front auxiliary audio input jack.
Electrical features on this truck include delayed power retention, 550 cold cranking amp battery, drive-by-wire throttle control, two front power outlets, towing pre-wiring, and rear seat power outlet.
Standard exterior components include fuel tank, transfer case and oil pan skid plates, rear step bumper, bed rail caps, and splash guards.
This truck’s suspension at the front is independent double wishbones, coil springs, Bilstein gas shock absorbers, and 34 mm stabilizer bar. At the rear the setup includes a live beam with leaf springs, and Bilstein gas shock absorbers.
The Frontier PRO-4X is capable of towing up to 5,600 lbs.
Standard safety features include driver and passenger air bags with dual stage deployment, passenger air bag cut off sensor, seat mounted front air bags, side head curtain air bags located in the roof, roll over sensor, side guard door beams, LATCH, and a first aid kit.
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