It’s true, Nissan is walking away from the full-size pickup truck segment in Canada. The Titan before you, as impressive as it is, will no longer be available north of the 49th, aside from Anchorage…
Despite its good looks and impressive capability, the Titan will be discontinued for 2022.
It’s true, Nissan is walking away from the full-size pickup truck segment in Canada. The Titan before you, as impressive as it is, will no longer be available north of the 49th, aside from Anchorage or Fairbanks.
As with most cancellations, it came down to a lack of sales. Nissan sold a mere 1,218 units last year and just 2,807 in 2019, while even at its peak of 2017 the Japanese automaker found just 5,692 Canadian buyers. This is actually bad news for Toyota, because its Tundra will now inherit lowest sales status, despite managing to push out a respectable 11,053 units last year (it’s high of 11,738 was in 2018). Although the Tundra’s numbers may appear lofty when shown next to the Titan’s, even mighty Toyota’s full-size offering hardly matches Ram’s 83,673 full-size pickup truck sales in 2020, or GM’s collective Chevy/GMCSilverado/Sierra deliveries of 104,279 units during the same 12 months, while Ford once again topped them all last year with 128,650 F-Series down the road.
This Crew Cab body style is the only way you can still get a new Titan in Canada.
The sad reality is, Nissan’s failure to launch the Titan as a serious full-size pickup truck contender has nothing to do with the vehicle’s quality and capability. It’s one rugged, well-built half-ton, or rather two tough trucks when factoring in its larger Titan XD heavy-half sibling, with its only serious weaknesses being fewer cab/bed options and just one, lone V8 engine and eight-speed automatic transmission combination.
Currently, the Titan is just available as a Crew Cab in Canada, having dropped its smaller King Cab variant for 2020. Both cabs remain in the US, although American buyers can no longer purchase the Single Cab work truck.
Done up in Pro-4X trim, the Titan looks as rugged as it is.
The Titan’s sole V8 displaces 5.6 litres and makes 400 horsepower plus 413 lb-ft of torque; the XD’s turbo-diesel was discontinued for 2020. Part-time four-wheel drive is standard in Canada, with no lower priced rear-drive alternative, but it must be said the Titan’s nine-speed automatic transmission certainly gives it an edge compared to some competitors, Toyota’s Tundra only offering six forward speeds. Still, Ford uses a 10-speed automatic in all of its full-size trucks, while GM offers the same transmission (literally) in some of its large pickups.
Off-roading comes naturally to this big 4×4 pickup.
Notably, Nissan Canada’s retail site never bothered updating its Titan page with a 2021 model (clearly displaying the 2020 truck instead), even though the brand’s dealers continue to advertise the newer model year, plus third-party car sites, such as CarCostCanada, have integrated all 2021 specs along with the elimination of base S trim, which was $50,498 before, and addition of a new base 2021 SV trim for $63,698. Now (June 30, 2021), Nissan isn’t even showing trucks as an option on its side pull-down menu, strangely hoping would-be 2022 Frontier customers manage find the redesigned model in its “Future & Concept” section.
Ground clearance is not a problem.
The just-mentioned 2021 base price doesn’t come anywhere near to matching the entry prices of the Titan’s domestic rivals, by the way, with the class-dominating F-150 starting at just $34,079, which isn’t even as affordable as the base Chevy Silverado 1500’s $32,048 entry point, or for that matter the Sierra 1500’s lowest window sticker of $33,248. The least expensive Ram 1500 Classic is priced just a bit higher at $36,890, and the aforementioned Tundra significantly more at $47,010. Compare those numbers to the Titan’s $63,698 base price, and it’s easy to understand how it might be difficult to get someone’s attention, unless they clearly understood that similar equipment and trim levels sold by all of the above cost around the same.
Nice details, such as LED headlamps and driving lights, give the Titan a uniquely upscale look.
Unfortunately, that’s not how we tend to buy vehicles. There’s a reason that dealers advertise a vehicle’s base price, after all. We might initially become interested in a Silverado because it’s the lowest priced truck on the market, but after we get sold on one with more features, we quickly forget about the initial “loss leader” that motivated us to come down to that particular dealer in the first place. Soon it’s all about how much you can afford each month, and the sales team turns you over to the finance department.
This beefy wheel and tire combo is standard in Pro-4X trim.
To be clear, the domestic trucks’ lower prices are mostly due to their inclusion of regular cab body styles, multiple engine choices, and a whole lot of additional trims, with the cheapest of each U.S. brand’s truck focused more on attracting high-volume commercial fleet buyers. The sheer volume of such trucks sold actually allows for the seemingly endless cab, bed, engine, drivetrain and trim combinations to exist, making it possible for a buyer to configure a truck exactly the way they want. Most pickup truck consumers, however, would rather buy a well-equipped four-door pickup, which is the key reason Nissan and Toyota only offer such variants.
These side steps were designed to slide over and not hang up on rocks, roots or other off-road obstacles.
The Titan I most recently tested was a Crew Cab Pro-4X optimized for off-road work and pleasure. So equipped, it’s priced at $66,998, which is right in the realm of pricing acceptability for this class of truck. As stated earlier, the sales leads enjoyed by Nissan’s rivals have nothing to do with any specific competencies over the Titan. It’s a tough, capable on- and off-roader with better than average expected reliability, beefy towing and payload capacities of 9,270 lbs and 1,580 lbs respectively, plus no shortage of style. I think the Titan’s recently refreshed design, and particularly my Pro-4X-trimmed test model’s upgrades, look great, while Nissan’s interior finishing was even a bit more refined than some of its competitors.
This is one sweet looking roll bar.
In detail, the Pro-4X’s dash top was completely covered in a padded soft leather-like synthetic with cool orange contrast stitching, while others only apply hard plastic to this area. This said, Nissan only uses hard-shell composites for the Titan’s door uppers, which makes them uncomfortable for those who like to rest their elbow next to the side window. The Titan does provide nicely padded leatherette door inserts above even more comfortable armrests, also featuring contrasting thread work, while the Japanese model gets even more pampering with a soft, padded bolster ahead of the front passenger.
A powered rear window is a nice touch.
The Titan Pro-4X’ seats also include contrast stitching, complete with the model’s “PRO-4X” logo embroidered into their backsides, but their wide, flat shape didn’t allow much side support for my smaller body type. The driver’s seat was multi-adjustable, however, providing good positioning, but its two-way powered lumbar support never met up with the small of my back as well as others do in this class. At least it was roomy and accommodating.
Rear occupants get limousine-like legroom, while seat comfort in back is decent enough. An airy panoramic sunroof made my tester feel even more spacious, while rear outboard passengers get the comfort of a warmer behind thanks a set of seat heaters.
The Titan Pro-4X cabin is impressively refined, other than those door uppers that are hard plastic.
Back up front, the Titan Pro-4X’ steering wheel is leather-wrapped with sporty thumb indentations for optimizing comfort and control, plus yet more contrast stitching gave it plenty of style to go along with its heatable rim (not available with every rival), while Nissan’s multi-information display is also larger and filled with more features than some others in the class, but is missing some useful ancillary dials within a primary gauge cluster that’s otherwise analogue.
The Titan’s centre touchscreen is fairly large and plenty colourful too (the permanent blemishes to my test model’s display were due to a previous journalist’s ammonia-infused wipe down), with no shortage of functions either. High-quality switchgear could be found through the cabin as well.
The well organized cockpit provides plenty of room to get comfortable.
I learned how to drive using column-shifters, so naturally didn’t mind swapping cogs next to the Titan’s steering wheel. The arrangement (also used by Mercedes for most of its cars) frees space up on the lower console as well. The aforementioned nine-speed auto was updated by two forward gears for 2020, and delivers smooth, positive shifts via fast kickdowns when needing to take off quickly. And yes, the Titan sprints away from stoplights with little hesitation, blasts past slower moving highway traffic with only a hint of provocation, and provides a soul-stirring V8 snarl while doing so.
Mostly analogue, but the multi-info display is large and colourful.
Like most trucks in this segment, the Titan rides on a fully-boxed frame and uses an independent suspension up front plus traditional leaf springs in back, which provide good composure over the majority of surfaces. The Ram 1500 is the only large truck that utilizes coil springs all-round, while all trucks in this class use steel for their cabs and boxes, other than the F-150 that’s significantly lighter due to an aluminum out shell.
The overhead parking camera was a big help.
Nissan has an enviable 4×4 heritage, which left me with no concerns about going off-road with the Titan. It features a dial for engaging two- and four-wheel drive high, plus four-low when the going got tough, while its electronic and mechanical driving aids not only aid handling during slippery condition on pavement, but help overcome challenges on the trail as well. Therefore, it was easy to crawl over rocks and logs before swamping through ruts and mud-soaked pits, not to mention plenty of deep sandy spits, while generous suspension travel helped make the Titan’s ride comfortable at all times.
The Pro-4X’s wide seats should fit most every body type.
When it comes to reliability, plus resale value, the Titan should fare well over time. Yes, I know it’s being discontinued, which never helps when trying to predict the latter, but Nissan has a great reputation for holding values overall, and trucks tend to do better than cars in today’s market. There are even some models that start going up in value, something we’ve seen with well-cared-for examples of the Xterra and earlier off-road capable versions of the Pathfinder in recent years. The Armada may experience similar depreciation resilience if the overland trend continues, so it makes sense that trucks like this Titan will also hold onto their value in the used market.
Rear seat spaciousness is generous.
After everything is done and said, the Titan isn’t perfect, but it scores high in all the categories it needs to, particularly its better than average expected reliability, impressive refinement, well-stocked features, thoughtful design, solid construction, and potent powertrain. It’s not even that bad on fuel with a claimed combined city/highway rating of 13.3 L/100km, so you might just want to snatch one up before all the new ones are forever gone from this country.
The Titan’s bed gets a grippy surface for safety in wet weather.
With five-passenger crossovers regularly at the top of the mid-size SUV sales charts in North America, Honda simply had to be in on the game. Therefore, in another attempt to replicate its small utility…
Honda gave the Passport a slightly more rugged look than its larger Pilot, plus standard black trim and wheels on base Sport and Touring trims.
With five-passenger crossovers regularly at the top of the mid-size SUV sales charts in North America, Honda simply had to be in on the game. Therefore, in another attempt to replicate its small utility success in the large SUV categories, the two-row, five-passenger Passport joined up with the three-row Pilot for 2019.
Most automotive industry followers saw the initial news stories along with the usual follow-up pieces about pricing, trims, standard and optional features, etcetera, and then plumb forgot about the new SUV soon after. A smattering of ads that accompanied the SUV when introduced might have initially put it on some consumers’ radars, but it could’ve just as likely flown under yours, as they’re not exactly easy to spot on the road.
A shorter wheelbase and overall length make the Passport seem more upright and traditionally SUV-like than today’s Pilot.
Honda delivered just 3,017 Passports in Canada throughout 2020, its first year of availability, and a mere 559 during Q1 of this year, which incidentally makes it the slowest selling mid-size SUV in Canada, other than Toyota’s new Venza that only arrived in September last year, yet still found 1,403 buyers (and at the end of March 2021 another 798 new owners), and Dodge’s 150-year-old Journey (ok, in reality it’s just 13 years old) that’s been discontinued for two years, yet still managed to lure in 420 bargain shoppers. This means by Q1 2021’s close, the Venza was already outselling the Passport by 143 percent, while by May’s end its lead had grown to 175 percent.
The larger Pilot, on the other hand, has enjoyed a fairly steady rise in sales over the past decade, with 2020 being its best year yet thanks to 9,340 new owners. This has allowed it to move up through the ranks, now sitting fifth amongst three-row SUVs, with 11 contenders trailing behind, which once again has me wondering why the Passport hasn’t caught on.
Deep Scarlet Pearl is just one of four $300 optional colours available in Touring trim.
After all, being dead last in any SUV category makes absolutely no sense for a brand that, until recently, had been swapping the lead baton back and forth in the compact SUV segment as if the CR-V and Toyota RAV4 were part of the same relay team. The RAV4 has since rode off into the sunset with 67,977 units down the road last year, much thanks to conventional gasoline, plus hybrid and plug-in Prime variants, but the single-engine-powered CR-V still held an extremely strong second place with 50,135 deliveries in 2020, the next brightest star being Mazda’s CX-5 with 30,583 down the road during the same 12 months. Just why Honda hasn’t been able to graduate a reasonable number of these CR-V owners into its mid-size Passport is hard to fathom, but, amongst other issues, it may come down to the larger SUV targeting an intrinsically different type of buyer.
All Passport trims come standard with a blackened mesh sport grille and blacked-out trim, which is otherwise chrome on most Pilot models.
The CR-V does well because it’s reasonably priced and fuel-efficient, plus nice enough looking, comfortable, amply spacious, technically advanced, historically dependable, capable of holding its resale/residual value, etcetera. I can say much the same about the Passport (the Canadian Black Book shows its larger Pilot sibling tied as runners-up with the Toyota 4Runner in mid-size SUV retained value, so one would think the Passport would fair similarly), although few people have even heard of this newcomer, plus its entry price is higher than the majority of its five-seat rivals, and it’s hardly as fuel-efficient as most of those too.
The CR-V occupies this same position on CCB’s compact SUV retained value list, incidentally, right beside the now defunct Nissan Xterra (a BIG mistake for Nissan to have dropped this model) and just below Jeep’s Wrangler, which makes me feel all the better about the countless times I’ve recommended Honda’s little runabout to new and pre-owned buyers, both here in reviews and personally to friends and colleagues.
LED low-beam headlights are standard with Sport and EX-L trims, while Honda adds LED high beams for Touring trim.
The Passport (and its larger Pilot sibling) on the other hand, never came to mind when offering up my sage wisdom (ahem), but considering the CCB’s rating of the latter, I should probably start adding it to my list of large SUV recommendations. I’ll need to see whether or not the Passport catches on before it gets a full thumbs up, however, because a vehicle needs to have garnered a large enough group of waiting pre-owned buyers in order to maintain its value.
As happenstance is, halfway through writing this review I received a call from a friend who was surprisingly considering a lease takeover of a Honda Passport. He’s waiting for the next-generation Toyota 4Runner to launch, which he’ll probably buy far in advance, but until then he needs something to drive, because the lease of his previous 4Runner came due and he chose not to buy it out. Being that he’s already ok with driving a relatively thirsty V6, and that he won’t actually be purchasing, but effectively renting instead, I couldn’t argue against it, but I didn’t get behind the decision like I would’ve done so for a CR-V.
Honda has removed the Pilot’s blade-shaped taillight extensions fixed to the rear liftgate, leaving smaller LED taillights.
Instead, I recommended he check out LeaseBusters, a service that specializes in lease takeovers (and in full disclosure is affiliated with this site), in order to see what else might be available for $600 per month, the charge being asked for that specific 2019 Passport. It’s not that a Passport wouldn’t work for him, as it probably would, but I’d rather he suss out all available options before making what will probably be a two-year commitment.
To be fair, the Passport is much more fuel-efficient than any V6-powered 4Runner to date. While the next-gen 4Runner will probably ship with a hybrid, the current long-in-tooth model is rated at a dismal 14.8 L/100km city, 12.5 highway and 13.8 combined, compared to a relative 12.5, 9.8 and 11.3 for the Passport. The Pilot, incidentally, is good for a claimed 12.4, 9.3 and 11.0. Yes, you read that right. The larger, heavier three-row Honda gets better fuel economy than the shorter, lighter two-row variant. Go figure. It must come down to aerodynamics on the highway.
Honda delivers a fairly refined interior, but was careful not to let the Passport come across as too premium, probably not to conflict with Acura MDX sales.
How does the Passport fare against immediate competitors? Toyota’s Venza comes standard with a hybrid power unit and therefore walks away with the mid-size two-row efficiency prize, its rating being 5.9 L/100km in the city, 6.4 on the highway and 6.1 combined. Ouch! No wonder it’s selling better. The Toyota’s $38,490 starting sticker doesn’t hurt either, especially next to this Honda’s near premium-level $43,670 entry price. That’s a $5,000-plus deterrent, combined with nearly twice the ongoing fuel costs. I’m not a big fan of the Venza’s styling, and I quite like the Passport’s looks front to back, but it’s hard to argue against such night and day savings.
As a useful comparo, let’s see how the Passport rates against all five-seat competitors when it comes to pricing and fuel economy with AWD (city/highway/combined) in the order of sales numbers:
Jeep Grand Cherokee: $49,565; 12.7/9.6/11.3; 3,073 sold in Q1 2021; 16,967 sold in 2020)
Hyundai Santa Fe: $31,399; 11.0/8.5/9.9 base or 7.1/7.9/7.4 hybrid; 3,103 sold in Q1 2021; 15,721 sold in 2020
Ford Edge: $38,399; 11.5/8.3/10.0; 2,525 in Q1 2021; 13,213 in 2020
Subaru Outback: $31,195; 10.1/7.9/9.1; 2,355 in Q1 2021; 12,556 in 2020
Kia Sorento (no two-row mid-size Kia alternative): $33,995; 11.1/8.4/9.9; 2,030 in Q1 2021; 11,821 in 2020
Volkswagen Atlas and Atlas Cross Sport (VW combines sales of its two- and three-row crossovers): $40,095; 11.7/10.0/10.9; 2,625 in Q1 2021; 9,370 in 2020
Nissan Murano: $34,098; 12.0/8.5/10.4; 1,641 in Q1 2021; 8,091 in 2020
Toyota 4Runner: $48,910; 14.8/12.5/13.8; 2,154 in Q1 2021; 7,821 in 2020
Mazda CX-9 (no two-row mid-size Mazda alternative): $40,000; 11.6/9.1/10.5; 1,296 in Q1 2021; 4,887 in 2020
Chevrolet Blazer: $37,498; 10.6/8.7/9.7; 1,000 in Q1 2021; 3,861 in 2020
GMC Acadia (no mid-size two-row GMC alternative): $37,498; 10.6/8.7/9.7; 1,031 in 2021; 3,109 in 2020
Honda Passport: $43,670; 12.5/9.8/11.3; 559 in Q1 2021; 3,017 in 2020
Toyota Venza: $38,490; 5.9/6.4/6.1; 798 in Q1 2021; 1,403 from Sep-Dec 2020
The Passport cockpit is well laid out and comfortable.
While price and fuel economy doesn’t seem to affect the sales of cult-like 4x4s, such as Jeep’s Grand Cherokee and the 4Runner, it really does appear to impact car-based family haulers, such as Hyundai’s Santa Fe and Subaru’s Outback, the latter of which enjoys some built-in cult status of its own. Ford’s Edge has long been at or near the top of this pack, so it has earned its fair share of repeat buyers, even if it doesn’t quite measure up empirically, while Kia’s Sorento does well by delivering a whole host of positives including value. Chevy’s new Blazer should be doing well, but its lofty price no doubt causes pause from savvy shoppers, whereas the Passport’s highest starting price amongst car-based crossovers is no doubt pushing it down the pecking order.
Of course, what this interesting data dump doesn’t tell us is how these vehicles drive or how easy they are to live with. That’s where I come in, and while it would be outrageous to try and squeeze a segment-wide comparison into one review, I’ve covered many of these models earlier, or at least have driven most and will review as quickly as possible.
The Passport falls short of delivering a fully digital primary gauge cluster, but the 7.0-inch display at centre comes close.
I commented earlier that you may not have even seen a new Passport on the road, but it’s more likely that you have and just didn’t realize you weren’t looking at a Pilot. While the Passport is a bit tougher looking, thanks to a blackened grille that appears bigger due to a deeper mesh insert, plus some additional matte-black lower body cladding, a revised liftgate that doesn’t include the Pilot’s additional blade-shaped taillight reflectors, and gloss-black wheels, it’s basically a shortened Pilot from the outside in. That’s not a bad thing since Honda toughened up the look of the Pilot for 2019, with both models now appearing rugged and SUV-like.
The Passport’s centre stack is well organized, and its infotainment system superb.
My tester wore a gorgeous Deep Scarlet Pearl paint job, one of four $300 optional colours available in Touring trim, including Obsidian Blue Pearl, Crystal Black Pearl, and Platinum White Pearl, with the only standard colour being Modern Steel Metallic. Once again, I admit to liking the way the Passport looks, especially in this rich colour. Due to its abbreviated length, the Passport appears more upright than its longer sibling too, resulting in even more of a traditional SUV stance, which is not unlike the original Pilot.
Classic SUV in mind, when Honda launched the Passport back in 2019, they made a point of showing photos of it doing some pretty severe off-roading manoeuvres, not to mention hauling camping gear such as canoes, kayaks and even a sizeable trailer, while a complementary video combined some energetic music with clips of it hustling up a mountainside dirt road, plus one close-up of a wheel in the air as part of a staged articulation exercise (check out my previous news story with photos and video). It was all in an effort to give the Passport a more rough and ready image than the Pilot, something its shorter wheelbase would allow for inherently, but there’s more to Honda’s two-row alternative than that.
The Passport’s multi-angle parking camera is excellent.
Most notably, the Passport adds 28 mm (1.1 inches) of ground clearance over its Pilot sibling (with its standard all-wheel drive layout, or 13 mm/0.5 inches with US-exclusive FWD), allowing greater ease over obstacles such as rocks and roots or through deep potholes and ruts that can be found on any ungraded road or trail. What’s more, Honda’s enhanced i-VTM4 all-wheel drive system, which uses active torque vectoring to send up to 70 percent of engine torque to the rear axle and 100 percent to either the left or right rear wheels, provides good traction when things get slippery, whether the surface below is cold and snowy or hot and sandy.
Honda’s Intelligent Traction Management (ITM) system adds another element to the Passport’s off-road capabilities, due to four driving modes that work together with its all-wheel drive system, including normal, snow, mud and sand selections.
Honda’s advanced 9-speed automatic is actuated through this equally forward-thinking interface.
Of course, most owners will never venture off pavement, which to be fair is true for ultra-capable 4x4s made by Land Rover and Mercedes too, so the fact that Honda’s AWD system also overdrives the Passport’s outside rear wheels while cornering in order to maintain grip is probably even more important to would-be buyers.
I can’t say that I’d be willing to torture a new Passport in “the world’s harshest environments” such as “the sands of Dubai, muddy country roads of Russia, and snowbound trails in Minnesota,” as Honda claimed was done during the Passport’s development, but I’d certainly be comfortable taking on the types of dirt roads shown in its launch video. I’d also be more than happy to test its mettle on the rougher sections shown in the photos, as long as it was part of a launch event and Honda’s PR team had ok’d it. I’ve done so previously with the brand during such programs, with especially good memories of getting down and dirty with the original Ridgeline.
The Passport’s passenger compartment is large and spacious, while its driver’s seat is very comfortable.
As for towing, the Passport’s standard 2,268-kg (5,000-lb) rating (1,588 kg or 3,500 lbs for U.S.-spec front-wheel drive models) should be good enough for mid-size camp trailers and average-sized fishing and ski boats, while an “overhead” feature found in the standard multi-view camera makes connecting a hitch and trailer easier than ever before.
One of the reasons it provides such impressive trailering capability is the 3.5-litre V6 that so negatively impacts fuel economy. With 280 horsepower and 262 lb-ft of torque, it’s the most potent base engine in its two-row class, which will either be a boon or a bane depending on your priorities. Honda has equipped it with an i-VTEC valvetrain and Variable Cylinder Management (VCM) in order to enhance power while minimizing consumption, while its nine-speed automatic transmission with standard idle-stop that shuts off the engine when it would otherwise be idling, tries to maintain the fewest revs possible in its normal driving mode. Still, step into the throttle and the Pilot moves off the line quite nicely, while providing strong passing power on the highway.
The Passport does not offer the option of a panoramic sunroof, leaving this conventionally sized glass sunroof as standard equipment.
Thanks to weight savings of 16 to 55 kilograms (35 to 121 lbs) depending on trim, the 1,890- to 1,914-kg (4,167- to 4,219-lb) Passport feels a bit more energetic off the line than the Pilot, with the just-noted transmission providing ultra-smooth, yet positively shifting performance throughout its range, via steering wheel-mounted paddle shifters no less, this needed for manual mode, being that the gear selector is Honda’s array of electronic buttons and pull-tabs on the lower console (it gets easier to use with familiarity).
Likewise, for the suspension, which combines an excellent ride with more engagement through the curves than the larger Pilot, despite using the same fully independent front MacPherson strut and rear multi-link setup, featuring amplitude reactive dampers and Agile Handle Assist.
The Passport’s rear doors don’t include soft-touch door uppers, a surprising omission for a vehicle in this class.
Combine its better handling and more capable off-road chops, with stronger straight-line acceleration and fractionally worse fuel economy, and the only negative left is cost. Of course, its near $44k starting point (which in fact is pricier than the larger Pilot’s $42,605 MSRP) is a big hurdle to overcome when compared to most rivals. Granted the Passport comes standard with AWD, which compares well to the majority of competitors that make it optional, but adding AWD to the aforementioned Santa Fe will only set you back $2,000 more at $33,399, although doing so with a V6-powered Murano pushes its price up by $6,000 to $40,098, because that model automatically includes mid-grade SV trim, featuring navigation, an overhead 360-degree surround parking monitor, a panoramic glass sunroof, and more.
The Passport comes in three trims, including Sport, EX-L and Touring, the latter two starting at $47,270 and $50,670 respectively. Colours and dealer-added accessories aside, none of the trims offer any options, with the only new feature since its inaugural year being a 2021 upgrade from a rather sad little 5.0-inch infotainment display in its most basic trim, to the much more respectable 8.0-inch display found in second- and third-tier trims last year, which incidentally comes complete with Apple CarPlay and Android Auto smartphone integration, the aforementioned Multi-Angle Rearview Camera with dynamic guidelines, Honda’s LaneWatch blind spot display that provides a rear visual of your blind spot when flicking the turn signal, Siri Eyes Free, wi-fi tethering, control of a six-speaker 115-watt seven-speaker audio with a subwoofer, and more.
Rear seat roominess and comfort is at the top of the mid-size five-passenger class.
Some additional standard Sport features worth noting include 20-inch alloy wheels, LED (low beam) headlights with auto high-beam assist, LED DRLs, LED fog lamps, LED side mirror repeaters, and LED taillights, a front wiper de-icer, proximity-sensing keyless Smart Entry and Smart Start, remote engine start, a configurable 7.0-inch colour TFT multi-information display within the primary instrument cluster that features audio, trip and phone info (plus turn-by-turn route guidance on models with navigation), adaptive cruise control, tri-zone automatic climate control, two USB device connectors, an auto-dimming rearview mirror, a HomeLink universal remote, a powered moonroof, a heatable leather-wrapped steering wheel rim, a 10-way power-adjustable driver’s seat including two-way powered lumbar support (that nicely met up with the small of my back), and more.
On the “more” list is the Honda Sensing suite of advanced driver assistive and safety systems, which include Collision Mitigation Braking System (CMBS) with Forward Collision Warning (FCW), Road Departure Mitigation (RDM) including Lane Departure Warning (LDW), plus Lane Keeping Assistance System (LKAS) and Adaptive Cruise Control (ACC). These are joined by the industry’s usual assortment of active and passive safety items, plus Honda’s proprietary Advanced Compatibility Engineering (ACE) body structure, which unfortunately isn’t enough to even warrant a Top Safety Pick rating from the IIHS, let alone revered Plus status.
The Passport’s dedicated cargo space is sizeable, but not that much larger than the CR-V’s.
The Passport does appear safe, however, thanks to best-possible “G” (for good) ratings in its “Small overlap front: driver-side”, “Moderate overlap front”, “Side”, “Roof strength”, and “Head restraints & seats” crash tests, but only an “A” (acceptable) rating for its important “Small overlap front: passenger-side” and “Headlights” tests, not to mention merely an acceptable rating for the its child seat LATCH system’s “ease of use” test (the latter item having nothing to do with safety).
It’s certainly easy to fold those rear seats down, however, which, by pressing electronic release buttons on the cargo wall, expands the dedicated cargo area behind the second row from 1,166 litres (41.2 cu ft) to 2,206 litres (77.9 cu ft). Interestingly, the first number is only 56 litres (2.0 cu ft) more accommodating than a CR-V, which might be another reason that owners of the smaller and more efficient Honda aren’t moving up.
Just like the CR-V, the Passport’s second-row seats split in the usual 60/40 configuration, which while not optimally divided in my favourite 40/20/40 split, which allows for longer items like skis to be placed down the middle, is the norm in this mainstream volume-branded class, while a reversible cargo floor swaps out carpeting for a washable hard plastic surface when needing to haul dirtier loads. Underfloor storage is segment-leading, by the way, measuring 71 litres (2.5 cu ft).
The Passport’s underfloor storage is best-in-class.
While cargo capacity might not be enough of a differentiator for CR-V owners to move up to the Passport, the larger SUV’s roomy passenger compartment might cause some to reconsider their allegiance. It gains 368 litres (13.0 cubic feet) over the smaller Honda, thanks to 3,282 litres (115.9 cu ft) ahead of the rear seatbacks for segment-leading spaciousness, while the Passport’s 4,448 litres (157.1 cu ft) of overall interior volume is best-in-class as well.
As importantly, the Passport is finished well inside, or at least my Touring trimmed example was. Before I get ahead of myself, some notable EX-L features include a quieter acoustic windshield to enhance refinement, a memory-linked driver’s seat and side mirrors with reverse gear tilt-down, rear parking sensors, HD and satellite radio, two more USB charging ports, leather upholstery for the seating surfaces, a four-way powered front passenger’s seat, heated rear outboard seats, and a powered liftgate.
Lastly, my Touring model came with some special gloss black bumper skid garnishes, auto-levelling LED (low and high beam) headlamps, auto-dimming power-folding side mirrors, quieter front door acoustic glass, Blind Spot Information (BSI) with Rear Cross Traffic monitoring, additional ambient lighting in the cupholders, door panels and footwells, ventilated front seats, a superb sounding 550-watt 10-speaker audio upgrade, accurate navigation, a navi-based compass, 4G LTE in-vehicle Wi-Fi that can support up to seven devices, wireless device charging, a 115-volt household-style power outlet, and hands-free access for the powered liftgate.
The Passport’s underfloor storage is best-in-class.
As I mentioned a moment ago, my tester’s cabin was finished nicely, but Honda was careful that it wouldn’t compete with Acura’s MDX. The front door uppers and dash top receive a soft composite surface treatment, the latter down to the midpoint of the instrument panel, around the gauge cluster and surrounding the centre display, while the lower dash and door uppers are hard shell plastic. Likewise, for the glove box lid, while the rear door panels, save for the door inserts and armrests, are entirely made from hard plastic too. Hard plastic rear door uppers are unusually substandard for the mid-size class, with some compact SUVs, like Mazda’s CX-5, offering soft-touch door uppers and even real hardwood trim to go along with supple Nappa-leather upholstery. Like I said, the Passport isn’t trying to be premium in execution.
More impressive is the decently sized high-resolution touchscreen atop the mid-stack, this being one of the more attractive and easier infotainment system interfaces to use in the industry, and I’m not just saying this to leave on a positive note. The nicely coloured tiles are easy to navigate through, the graphics are large and clear, and the parking camera is superb.
So, after this epic, novel-length review is done, what’s the final verdict? I think the most important takeaway is the Passport’s overall goodness as an accommodating mid-size SUV that’s ideal for five adults and plenty of gear. Its on-road handling and off-road prowess should make for a good compromise when comparing it to less well-rounded alternatives, while its good forecasted reliability, and strong expected retained value might make up for its higher initial price.
The Passport’s standard 3.5-litre V6 is both a boon and a bane, depending whether you prioritize performance or fuel-economy.
This said, the Passport’s base price includes a lot of standard goodies, which if tacked onto some rivals would pull their dollar-for-dollar evaluations much closer this Honda. Still, it lacks some options mid-size SUV buyers like, such as the panoramic sunroof included in the much more affordable Murano. In the end, you’ll need to weigh each SUV’s advantages once getting closer to your final choice.
Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and…
Mercedes totally redesigned the G-Class for 2019, but you’d need to be a serious fan to notice the changes between the first-gen model and this 2020 G 550.
Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and saw reasonable short-term success from mostly gender-specific non-enthusiasts, and British Leyland’s Mini that eventually became BMW’s entry-level Mini brand, even incorporating a subcompact SUV and accepted by regular consumers and diehard petrolheads alike, to Ford’s Mustang that, after going through some dark years is once again the quintessential muscle car, and Porsche’s 911 that has quite possibly been the best managed icon of all, gracefully transitioning through the decades with its only blight being the somewhat awkward looking 1998–2005 996 variant.
The new G produces the aerodynamic slipstream of a brick with slightly rounded edges.
That last example shows how important it is not to mess with the secret sauce that makes an icon iconic. In Porsche’s case it came down to replacing the 911’s 34 years of circular headlamps with Boxster/RSK-inspired teardrops, which, along with the demise of the air-cooled flat-six and a totally revamped interior, caused near “New Coke” levels of outrage.
Land Rover’s Defender 90 and 110 fall into iconic territory as well, which is why many have criticized the British brand’s entirely new Defender, that shares no similarities with its predecessor. Like Ford’s Bronco, the Defender has been gone from the market for long enough that enthusiasts may not only allow it to live, but might possibly become its defenders (sorry for the pun). This said, Mercedes doesn’t have to worry about such issues with respect to its new second-generation G-Class, because no one will mistake this SUV for anything but the real deal.
No one will mistake the redesigned G-Class for anything else, which is a good thing for its many fans.
Like anything, whether you love it or loath it is personal. I happen to love it. I’m more of a classic Geländewagen fan, mind you, but only because it can be had with a fuel-saving, torque-rich diesel, it wouldn’t be worth crying over if scratched when out in the woods, and it falls within the realm of possibilities with respect to my personal budget, but 4×4 capability aside, the recently updated G 550 I’m reviewing here has very little in common with the original civilian 460 or military-spec 461 that arrived in 1979, or for that matter those made in the ‘80s that added a four-door option along with an automatic transmission, plus more comfortable Mercedes sedan seats, air conditioning, power windows, luxury trimmings, and much, much more. In fact, this new W463 is monumentally improved over first-generation examples I tested just a few years back, even if those less familiar with this SUV won’t notice its many visual updates.
The G’s classic circular headlamps gain LED technology.
The new second-gen G-Class launched in 2018 as a 2019 model, in both G 550 and sportier AMG G 63 trims. The more trail-spec’d 2017-2018 G 550 4×4 Squared and the even more performance-oriented 2016-2018 AMG G 65 have yet to appear in this new generation, nor has the outrageous six-wheel variant, so we’ll just have to wait and see if Mercedes wants to take this latest version to similarly extreme levels. Updates include many new body panels, completely fresh lighting designs (that most notably don’t deviate too far from the original), and trim changes all around. The SUV’s boxy, utilitarian shape remains intact, which means its numerous fans remain faithful.
The entire frontal design has changed, but Mercedes was careful to maintain the G-Class’ iconic details.
Unlike the exterior design that only appears different to the trained eye, the renewed G-Class is dramatically redesigned inside. It now incorporates the level of refinement and jewel-like finishings found in Mercedes’ other offerings, not to mention renewed electronic interfaces that completely change the cockpit’s look and usability. On that last note, Mercedes installed its latest MBUX digital instrument cluster/infotainment touchscreen design that houses twin 12.3-inch displays behind one long, cool, sheet of transparent glass-like surfacing.
These 20-inch alloys and 275/50 Pirelli Scorpion Zeros are best left to street duty, a shame considering the G’s unparalleled off-road capability.
The left display isn’t touch-capacitive, but amongst other switchgear it’s controlled by a micro-pad on the left steering wheel spoke, just like the infotainment system’s otherwise touch-sensitive screen can be actuated via the usual fingertip-activated palm rest/scrolling wheel combination as well as an identical Blackberry Trackpad-like controller on the right-side steering wheel spoke. It all works brilliantly, making this one of my favourite multi-information/infotainment system setups, which incidentally comes filled with all the functions expected in this class.
Rudimentary details like these unpainted plastic door handles are part of the G-Class’ charm.
Most other buttons and switches are made from satin-finish or knurled aluminum for a truly upscale environment, which as noted earlier is nothing new for Mercedes, but some of these details majorly upgrade the G 550. Knurled metal can be found elsewhere in the cabin, as can plenty of additional satin-finish aluminum, the beautifully drilled Burmester surround sound speaker grilles amongst the nicest I’ve seen, while gorgeous open-pore hardwood envelopes the primary instrument/infotainment binnacle as well as the lower console surface and door armrest trim.
New LED taillights are wonderfully discreet.
Some harder plastics exist, but I wouldn’t sound an alarm for centre console side panels that don’t quite measure up to pricey expectations, especially when the door panel and seat upholstery leatherwork is so rich, supple and finely detailed. My tester wore a lovely chocolate brown hue that worked well against its electrifying blue exterior paint, the combination doing a great job of pulling off bold and daring while coming across almost conservative, if that’s even possible.
The G’s full-size spare tire hangs on the outside of the side-swinging rear door.
The driver’s seat has excellent side bolsters and most of the adjustments I’d want if purchasing as an everyday commuter, only missing an extendable thigh support. This said the static lower cushion cupped nicely below my knees, which while potentially problematic for shorter drivers was nice and comfortable for me. Mercedes makes no such mistakes with its lumbar support, however, which is four-way powered and therefore should be a perfect fit for most body types. The G’s tilt and telescopic steering column provided more than enough fore and aft adjustability too, leaving me with a great driving position in spite of my shorter-torso, longer-legged body.
The G550’s interior is gorgeous and highly refined.
Mercedes has importantly added much more rear legroom behind the G’s front seats, so that even tall rear passengers can stretch out comfortably. In addition, the upgraded back seats are almost as supportive as those up front, with those sitting next to the window ultra-easy on the backside. The centre position is best left for smaller folks, with anyone placed there crowding all three rear passengers. Such is the reality with an SUV designed for negotiating tightly treed trails, or narrow rocky crevices, depending on where you’re tackling the wild. Let’s not forget, especially this time of year, that the G-Class was designed for military and rescue purposes first and foremost, and even put into service by our Canadian armed forces.
The G’s dash is completely updated and modernized, leaving its predecessor far in the past.
Before anyone starts complaining about taxpayer dollars funding six-figure SUVs for our military elite, CAF-spec’d models are utilitarian at best, and don’t cost anywhere near a 2020 G 550’s base price of $147,900 plus freight and fees. On this note, CarCostCanada is currently reporting factory leasing and financing rates from zero-percent, which can certainly go a long way to making a new G-Class affordable. The zero-interest rate deal appears to apply to the $195,900 G 63 AMG too, which is a lot of paper for Mercedes to carry.
The G 550’s new driver display is more advanced than anything else in the class.
This is a good time to point out that CarCostCanada also provides Canadian consumers with information about manufacturer rebates, when available, as well as dealer invoice pricing that can give you a significant edge when negotiating on any new vehicle. Find out more about how the CarCostCanada system works so you can take advantage of the savings that could put thousands back into your pocket, and while you’re at it, download their free smartphone app from the Google Play Store or Apple Store.
The G’s new infotainment touchscreen leaves nothing to be desired.
There’s no need to spend all those savings on aftermarket 4×4 gear if you’re at the wheel of a G 550, as this ute is about as capable off-road as anything on the market. I’ve had plenty of fun guiding this tank of an SUV into and out of otherwise unsavoury situations over the decades, including swampy marshes, even swampier mud holes, fast-running creeks, loose rocky embankments, solid rock abutments, and more, and can attest to its unwavering abilities. This said I wasn’t willing to risk damaging my G 550 tester’s stylish set of 14-spoke alloy wheels on hardly off-road spec 275/50 Pirelli Scorpion Zero tires, at least anywhere near my usual 4×4 playgrounds. This one was set up for the street, where most G-Class owners will spend the majority of their driving time.
The jewel-like detailing on the G 550’s centre stack is impressive.
Even with these lower-profile performance tires, the G 550 rides sublimely. Really, those who think truck-based SUVs are less refined than their car-based unibody alternatives need to spend some time in a new G-Class, because its tight body structure, rigid frame and ample suspension travel result in one very comfortable riding utility. I found it ideal for city traffic, its suspension reducing deep ruts, bridge expansion joints and other pavement imperfections to minor intrusions while its towering height allowed for superb visibility all-round.
The main infotainment controller is easy to use and beautifully made.
The G 550 was equally adept on the open highway, and while I never tested its 7,000-pound trailer rating I have no doubt it’s up to the task, especially considering its 2,650-kilo (5,845-lb) curb weight. That heft adds to its ride quality while keeping it planted nicely in its lane at high-speed, not even allowing sharp wind gusts to push its slab-sided body around. It performs well through curves too, those aforementioned Pirellis providing a nice, wide contact patch for what would’ve been surprisingly adept manoeuvrability if I hadn’t already experienced just how capable the G-Class can be on the road. I’d previously experienced an AMG-tuned G 63 on California’s circuitous coastal highway system, not to mention the fabulous Laguna Seca racetrack, so believe me when I tell you that this SUV is much more fun to drive on pavement than its brick-like profile makes one assume, although arriving at the famed downward spiralling Corkscrew turn from such great heights is akin to plunging down the initial drop on Vancouver’s Playland ‘Coaster (or, I can imagine, while riding the even larger classic wooden Wilde Beast at Canada’s Wonderland—or the Toronto-based theme park’s 16 other roller coasters). The G 550 won’t deliver the same handling agility as the AMG version, but it’s more than capable through the corners, while its braking is impressive as well.
Just one of the Burmester stereo’s stunning speaker grilles.
Stopping power is critical in such a heavy SUV, particularly one that can get up to speed so quickly. While the 416-horsepower G 550 can’t sprint from zero to 100 km/h in the 577-hp G 63’s 4.5-second time frame, it is capable of a relatively quick 5.9 seconds, all thanks to a 4.0-litre twin-turbocharged V8 capable of 450 lb-ft of torque and a quick-shifting eight-speed automatic sending power down to all four wheels, not to mention a really reactive Sport mode.
Some of the best seats in SUV industry.
This is where it might even be too jarring for some peoples’ tastes, the G 550’s snap off the line so responsive that the backside of my head met up with the comfortably padded headrest more abruptly than expected, albeit only when slamming right foot to throttle in Sport mode. I tried adjusting this more aggressive driving style by delicately feathering the go-pedal during quick takeoffs, but alternatively found it was easier to maintain a smoother response while still being fast after selecting the SUV’s Eco setting, and trust me it was still plenty quick in this more environmentally sensitive setup.
Even the rear seating compartment’s detailing is exquisite.
Going green in mind, there’s really no way to get past the G 550’s previously mentioned mass and just-noted power, resulting in a Transport Canada fuel economy rating of 18.0 L/100km in the city, 14.1 on the highway, and 16.3 combined. This is no worse than many other full-size, V8-powered SUVs, nor is its thirst for pricier premium fuel, but there’s a reason military-spec models still come with turbo-diesel powertrains.
Way more rear legroom makes a big difference to G-Class second-row comfort.
Just a side note for diesel-lovers like me, earlier examples came with Rudolf’s highly efficient, torque-rich creation, and while kind of expensive for decades-old 4x4s, they’re reasonable considering their cult-like collector status, ultimately dependable service and off-road capability. This is where I would personally look for a future G wagon, because it’s possible to get into an early ‘80s two-door 230 GE or 280 GE in the mid-$20k range. I’d prefer one of the 5-door LWB station wagons, but take heed even older version will likely sell for more than $30k, with really nice ones sporting the larger 300 GD engine going for more than $40k. Do some searching and you’ll quickly find more advanced V8-powered G’s from the early 2000s for similar prices, even some AMGs, but you’ll need a thick wallet to keep these fancy beasts on the road, as their reliability is not as bulletproof as the earlier diesels, and they require sophisticated diagnostic equipment to source problems.
The side-swinging door isn’t as convenient to use as a liftgate, but at least it provides curb-side access.
Now that I’m talking practical issues, all G-Class models come up a bit short on cargo space when compared to full-size American alternatives like Cadillac’s Escalade, Lincoln’s Navigator or their less luxurious volume-branded counterparts. G’s fare better when put up against similarly equipped premium Europeans, however, with the 1,079-litre (38.1 cu-ft) luggage area behind my tester’s rear seats a significant 178 litres (6.3 cu ft) more accommodating than the full-size Range Rover’s dedicated gear-toting maximum, and both SUV’s top load-carrying capacity identical at 1,942 litres (68.6 cu ft). I certainly could live with that.
G-Class cargo space is more than adequate and better than its closest Range Rover rival.
In the end there’s not much I can complain about with Mercedes’ new G-Class update. Sure, I was initially a bit miffed at the smallish powered glass sunroof overhead, at least in these days of expansive panoramic light emitters, but in truth I could care less if there were no sunroof at all, and a larger one would likely weaken the SUV’s body structure and potentially crack under pressure. I would’ve appreciated a wireless phone charger, mind you, and would install one if these were my long-term ride.
I’m also hoping to enjoy future forays into the wild green (and brown) yonder in a modernized gen-2 G 550 4×4², previous examples of which incorporated portal axles like Mercedes’ outrageously capable Unimogs, but in most every other respect I’m over the moon about this impeccably crafted luxury ute, and I’m especially grateful that Mercedes stayed true to its iconic 4×4 roots. This, to me, is the ultimate off-roader, and I’d purchase one today if money were no object.
Story and photos: Trevor Hofmann
I promised myself not to harp on Ford for giving up on the midsize pickup truck market segment eight or so years ago, because they know how much that decision has cost them better than any critic, so…
The Ranger is a great looking truck, even without some of the more rugged trims offered in foreign markets.
I promised myself not to harp on Ford for giving up on the midsize pickup truck market segment eight or so years ago, because they know how much that decision has cost them better than any critic, so let’s just say it’s great to have them back as a key competitor to Toyota’s Tacoma, Chevy’s Colorado, GMC’s Canyon, Jeep’s new Gladiator (the latter of which more than makes up for the loss of the Dakota that Dodge/Ram should nevertheless bring back as well), Honda’s Ridgeline, and (speaking of not investing in this market for the past decade) Nissan’s Frontier.
This Wildtrak has been the sportiest Ranger trim available in some global markets over the past five or so years (more photos of the Wildtrak in the gallery).
This said, when first laying eyes on it in the Philippines about five years ago, I quickly understood why Ford chose not to initially import this Australian-designed and Thailand/South Africa/Argentina/Nigeria/Vietnam-built third-generation (fourth-gen to us) Ranger T6 to its North American markets. The mid-size truck is big. Instead of completely retooling the previous Ranger’s St. Paul, Minnesota and Edison, New Jersey assembly plants to accept the entirely new design, Ford felt it could fill the outgoing Ranger’s void with a lower priced F-150. This was true to a point, but the lack of a small truck to suit differing tastes also opened up a hole in Ford’s lineup that was quickly filled by the trucks mentioned above.
For obvious reasons, plenty of North American blue-oval fans are trying to persuade Ford to sell its global-market Ranger Raptor here (more photos of the Raptor in the gallery).
To be clear, the new mid-size Ranger, while considerably larger than the old compact one, is nevertheless dwarfed by even the smallest 13th-generation F-150, a truck that will soon be replaced by the 2021 14th-gen version that grows a bit larger in some dimensions. As it currently is, the 2020 F-150 SuperCab 4×4 with its 6.5-foot box measures 536 mm (21.1 in) lengthier with a 462-mm (18.2-in) longer wheelbase, 167 mm (6.6 in) wider, and about 155 mm (6.1 in) taller than a similarly configured 2020 Ranger SuperCab 4×4, while the F-150 SuperCrew takes up even more real estate comparably.
The Canadian-spec Ranger, showing here in mid-range XLT SuperCrew 4×4 trim, provides a rugged appearance and a lot of value.
Our Canadian-spec Ranger T6 measures 5,354 mm (210.8 in) long with a 3,221-mm (126.8-in) wheelbase, 1,862 mm (73.3 in) wide without mirrors, and a respective 1,806/1,816 mm (71.1/71.5 in) tall for the SuperCab/SuperCrew, by the way, which is actually a smidge shorter than the best-selling Tacoma (and a lot shorter than the long-wheelbase Toyota pickup), plus its narrower albeit a hair’s height taller, so it’s not like the Ranger T6 isn’t an ideal fit for the North American mid-size pickup truck market, now or back in 2011 when it debuted throughout the rest of the world.
The tough mid-size pickup can haul heavier loads than some competitors.
The Ranger is Ford’s primary pickup in most global markets, unlike here in North America where F-Series trucks dominate all blue-oval deliveries, not to mention the production of all competitive pickups. The current third-gen global Ranger, that’s now built in Wayne, Michigan, and available to us as of model year 2019, is actually a nicely facelifted version of a Ranger T6 introduced back in 2015, so even this refreshed truck is no spring chicken.
The Sport Appearance package darkens some exterior trim for more performance-oriented styling.
Still, the current third-gen Tacoma has been around a while too (it arrived in 2015), so it’s not like the Ranger, updated the same year, feels in any way outdated, while its powertrain was totally revamped for its 2019 debut in North America. Looking back, the first version that caught my eye was the particularly attractive Ranger Wildtrak found in Asian markets (check out the Wildtrak in the gallery above), but most will probably see the newer Ranger Raptor as the model’s most desirable trim. So far Ford of Canada hasn’t announced this smaller Raptor for our market (we’ve got more Ranger Raptor photos in the gallery), leaving us with base XL, mid-range as-tested XLT, and top-tier Lariat trims.
Only the top-line Ranger Lariat gets LED headlamps, these XLT lights composed of halogen bulbs.
My test truck was an XLT SuperCrew 4×4 in eye-catching Lightning Blue paint, which when optioned up with an available Sport Appearance package and FX4 Off-Road package, looked mighty good, if not as aggressive as the two foreign models. The Sport Appearance package adds a darkened grille surround and Magnetic-Painted (dark-grey) 17-inch alloy wheels to the exterior, plus a leather-clad steering wheel and shifter to the interior, plus power-folding side mirrors and an auto-dimming rearview mirror inside. These are both included in the 302A package, incidentally, while a Bed Utility package added the drop-in bedliner and 12-volt in-bed power adaptor, and an FX4 package added those sweet looking red and grey/black decals on the rear sides of the box.
The FX4 package adds rugged skid plates to key areas, necessary for protection when off-roading.
Of course, there’s a great deal more to the FX4 package than a couple of cool stickers, such as specially tuned off-road monotube shocks, a set of rugged 265/56 Hankook Dynapro AT-M tires, an electronically locking rear differential, Trail Control, that lets you set a given speed between 1 and 30 km/h to crawl over rugged terrain via throttle and braking management, and a Terrain Management System that, via Grass, Gravel/Snow, Mud/Ruts, or Sand modes, utilizes all of the Ranger’s off-road technologies to overcome light to extreme trail surfaces. Additionally, the FX4 package includes a steel front bash plate below the front bumper, plus skid plates cover the electric power steering system, the transfer case, and the fuel tank. Lastly, the FX4 package lets the Ranger’s driver monitor pitch, roll and steering angle info from inside.
These darkened 17-inch rims come as part of the Sport Appearance package.
Setting the Ranger 4×4’s high and/or low gearing ratios is ultra-easy thanks to a rotating dial on the lower console next to the standard SelectShift 10-speed automatic’s shift lever. Yes, we counted correctly. The Ranger comes standard with 10 forward gears, which is the most offered in its class. This, along with standard auto start-stop that turns the engine off when it would otherwise be idling, provides the Ranger with segment-leading 11.8 city, 9.8 highway and 10.9 L/100km fuel economy too, which is mighty impressive.
A stylish front fender plate denotes the Ranger’s trim levels.
We shouldn’t expect this kind of economy when off-road, but it should still allow you to go deeper into the woods (or desert) than its non-diesel competitors, which is saying something. What’s more, its 226 mm (8.9 inches) of ground clearance, while not as lofty as the Tacoma’s 239-mm (9.4-in) capability, should get you over most rocks and roots, while its 28.7/25.4-degree approach/departure angles will likely do the same through deep ruts and muddy swamps (the Tacoma’s approach/departure are a respective 29 or 32 to 23 degrees front to rear, depending on trim).
4×4 fans will want to order the FX4 package, which adds a lot more than just these stylish decals.
All of this suspension travel results in a comfortable ride, at least as far as body-on-frame trucks go. It feels pretty tight through fast-paced corners too, again as far as pickups are concerned, not exactly the best for snaking quickly through the slalom. Still, the Ranger’s standard 2.3-litre turbocharged EcoBoost four-cylinder is a blast off the line and anywhere else you step on it, thanks to 270 horsepower and 310 lb-ft of torque, the former a bit less than the Tacoma’s power output yet the latter substantially more.
The Ranger XLT’s interior is nicely put together.
The aforementioned 10-speed autobox runs through its gears quickly enough, allowing for good performance all-round, and I have to say it was smoother in this Ranger than in a turbo-four Mustang I previously tested, while the rocker switch integrated onto the shift knob was once again a good way to manually swap cogs.
Activating the Sport setting is the best way to improve performance, this allowing higher engine revs between shifts for stronger acceleration, while the transmission even held onto its chosen gear when hitting redline, very unusual yet a welcome feature when pushing the limit on pavement, not to mention holding a given gear when off-road.
Nice silver trim and attractive cloth seats add some sporty class to the XLT interior.
In order to maintain its sporty feel and ultimate safety through fast-paced corners, Ford employs Curve Control that detects when a driver enters a turn too quickly, and then adjusts the Ranger’s speed by reducing engine torque, adding braking and increasing stability control automatically. This feature might make you feel a bit more comfortable when lending your truck to a teenage child or employee.
Hardly a new design for Ford, the Ranger XLT’s instrument cluster is nevertheless advanced for the mid-size pickup truck segment.
Together with that nice ride mentioned a moment ago, the Ranger XLT 4×4 I tested provided impressive comfort and plenty of interior room front to back. The model in question came with Ford’s largest SuperCrew cab, which includes regular full-size doors in the rear, as well as more second-row legroom. A smaller SuperCab body is standard Ranger fare, with both configurations available in XL and XLT trims, and the top-line Lariat only offered with as a SuperCrew.
The smaller SuperCab has a longer six-foot bed, incidentally, while my as-tested SuperCrew uses a five-foot bed. Also important is the Ranger’s 707-kilogram (1,560-lb) payload, which is much better than the Tacoma’s 425- to 520-kg (937- to 1,146-lb) payload rating, as is the Ranger’s 7,500 lbs (3,402 kg) of towing capacity, which beats the Toyota by 502 kg (1,107 lbs). Trailer sway control is standard, by the way.
Ford’s Sync3 touchscreen interface is still advanced compared to many competitors, despite being around for a long time as far as infotainment systems go.
Speaking of standard, the base Ranger XL SuperCab starts at $32,159 plus freight and fees, which is an increase of $1,090 from the same model in 2019, while an XLT SuperCab can now be had for $36,529 or $38,329 for the as-tested XLT SuperCrew, but seeing a price increase of $890 since last year. Lastly, the Lariat SuperCrew is now available from $42,619, which is only an increase of $230.
The display gets inverted for nighttime operation.
Incidentally, CarCostCanada is showing factory leasing and financing rates from 0.99 percent on their 2020 Ford Ranger Canada Prices page, plus up to $4,000 in additional incentives on 2019 models. Before speaking with your local Ford retailer, make sure to check CarCostCanada to learn more about available rates from all brands, plus manufacturer rebates and even dealer invoice pricing that could save you thousands. Also, make sure to download the free CarCostCanada app from Google Play Store or the Apple Store so you can access all of their valuable information anytime and anywhere you need it.
The infotainment system’s graphics look great and its functions are ultra-easy to use.
The Ranger’s pricing structure compares very well to this year’s Tacoma, incidentally, which has rocketed up in price by $5,625 from $31,825 last year to a new base of $37,450 for the 2020 Access Cab and $38,450 for the 2020 Double Cab, due to losing its 4×2 drivetrain in Canada, while its top-line Limited trim starts at $50,750. Yes, the Japanese truck is in an entirely different pricing league, but give the Ranger a little more time (plus King Ranch, Platinum, Limited and/or Raptor versions) and it will likely catch up.
The shifter gets a manual-mode button on its knob, while choosing 4H or 4L is as easy as twisting a console-mounted dial.
As it is, the current Lariat model adds exterior chrome detailing, LED headlights, and front parking sensors to the XLT’s rear ones, as well as passive keyless access with a pushbutton ignition system, illuminated vanity mirrors, a universal garage door opener, three-way heated front seats with eight-way power, leather upholstery, etcetera.
Features as yet unmentioned on the XLT include 17-inch alloy wheels (in place of 16-inch steel rims from the base model), fog lights, carpeting with carpeted floor mats (the base XL truck’s flooring is rubber), six-speaker audio, auto high beams, lane keeping assist, and more, while a Technology package adds navigation and adaptive cruise control.
The Ranger XLT’s driver’s seat is comfortable and supportive, while its driver positioning is excellent.
As for the base XL, notable features include auto on/off headlamps, a four-speaker stereo, a USB charge port, 4G LTE Wi-Fi connectivity, a capless fuel filler, plus a pre-collision system with automatic emergency braking and blind spot warning with rear cross-traffic alert.
While only a mid-range truck, my Ranger XLT tester offered up a well put together interior with comparably good fit and finish. If you’re wondering whether this praise includes pampering padded leatherette or even soft-touch synthetic surface treatments, don’t look any further than the armrests and seat upholstery, the latter finished in a woven black fabric dressed up with sporty cream-coloured contrast stitching.
The SuperCrew’s rear passenger compartment is roomy and comfortable for average sized adults.
The driver’s seat featured two-way powered lumbar support that actually fit the small of my back ideally, a rare occasion for sure, while the Ranger XLT’s overall driving position was very good thanks to more than ample reach from the tilt and telescopic steering column. It includes a comfortably cushy leather-clad rim, while all controls fell easily to hand.
As is the case with all competitors, the Ranger utilizes a cluster of backlit analogue gauges for optimal visibility no matter the exterior light. The differentiator are its aqua-blue pointers that look particularly refreshing, while a high-resolution, full-colour 4.2-inch multi-information display beats most rivals when it comes to wow factor and functionality.
The rear lower seat cushion flips up to make room for cargo.
Speaking of dash flash, a strip of pewter-tone trim brightens up the dash on each side of those primary instruments and ahead of the front passenger, not to mention the upper door panels, while the just-mentioned gauge pointers nicely match the soft blue background of Ford’s 8.0-inch Sync 3 infotainment touchscreen atop the centre stack of this XLT and Lariat models. Even after all the years Ford has offered this system, I still find it graphically attractive and quite advanced due to tablet-like tap, swipe and pinch gesture capability, the inclusion of Android Auto and Apple CarPlay smartphone integration, and myriad audio features such as satellite radio, Bluetooth audio streaming, etcetera, while my test model included a navigation system that got me where I was going more than once, plus XM travel link, dual-zone automatic climate control, and a reverse parking camera with dynamic guidelines.
An available drop-in cargo liner will keep the bed’s paint scratch free.
Now that we’re looking rearward, the Ranger SuperCrew’s second row of seats is certainly roomier than in the SuperCab, and therefore quite comfortable, especially in the window seats, but this mid-range model isn’t as well featured as some rival trucks. I’m not talking about a lack of rear seat warmers, these normally only offered in top-line trims, but Ford doesn’t even provide rear air vents. At least XLT and Lariat owners receive a pair of USB-A charge points on the rear panel of the front centre console, plus a handy 110-volt household-style power outlet.
The Ranger’s standard 2.3-litre turbo-four simultaneously makes this truck the sportiest and most fuel-efficient in the mid-size class.
Then again, my Ranger XLT didn’t come standard with integrated bumper steps for climbing up on the bed, such as those provided on GM’s trucks, but you can pay extra for a really nice kick-down step from the blue-oval accessories catalogue, an item high on my list of extras for sure.
Although a long time coming, I think the wait was worth it. Yes, that means I have no problem recommending the Ranger to anyone looking for a mid-size pickup truck, as it looks and feels well made, has excellent electronic interfaces, is roomy and comfortable, and is plenty of fun to drive. I think Ford would be wise to bring the sportier Ranger Raptor to our market too, plus other more luxurious models in order to price it higher and attract more premium buyers, but they’ve got a relative hit on their hands as it is, so we’ll need to wait to see how they want to play our market. I’m betting they’ll quickly expand the Ranger range and give sport truck and luxury buyers what they want, instead of potentially losing profits to mid-size truck competitors.
Review and photos: Trevor Hofmann
Photo editing: Karen Tuggay
If you’re the adventurous type and therefore require something to get you as far into (and out of) the wilderness as possible, there might be more options than you think amongst mainstream volume brands.…
Toyota’s new Venture Edition is one of the most 4×4-focused versions of its 2020 4Runner.
If you’re the adventurous type and therefore require something to get you as far into (and out of) the wilderness as possible, there might be more options than you think amongst mainstream volume brands.
Jeep is the go-to-choice for many, its regular-wheelbase Wrangler, four-door Wrangler Unlimited and new Gladiator pickup truck being favourites within the go-anywhere crowd, while Ford has finally anted up with the long-awaited Bronco in regular and lite Sport flavours. Toyota and Nissan have opted out of this compact segment, however, so their respective FJ Cruiser and Xterra SUVs can only be purchased on the pre-owned market.
The 4Runner is long and therefore fully capable of hauling loads of cargo and passengers.
Jeep’s much more refined Grand Cherokee is also respected off the beaten path, but it’s larger, more upscale and therefore pricier than the SUVs just mentioned, while Dodge and Ford provide their Durango and Explorer utilities in this upper class respectively, albeit with limited 4×4 capability.
If you’re willing to move up to something larger, heavier and even more expensive, the full-size Nissan Armada is certainly trail-ready thanks to being nearly identical to the legendary world-market Patrol. Speaking of legendary and large, Toyota’s Land Cruiser is thought by many to be the ultimate 4×4, but it’s not directly available in Canada and quite pricey as well, causing some in the super-sized SUV segment to opt for the Japanese brand’s Tundra-based Sequoia instead.
The 4Runner still looks good after all these years.
Alternatively, more full-size utility buyers will choose a Ford Expedition or one of the General’s Chevy Tahoe/Suburban and GMC Yukon/Yukon XL twins, all of which are as good for transporting a sizeable family with all their gear across town, as they’re capable of seeking out remote campsites at the ends of unmaintained logging roads.
Then there’s the Toyota 4Runner, a good compromise between full-size and compact utilities. As for its 4×4 prowess, those not already familiar with the 4Runner’s superb off-road capability can gain confidence by learning it’s based off of the global-market Land Cruiser Prado (redesigned and sold as the Lexus GX here), so it comes by its rock-crawling tenacity naturally.
The Venture Edition includes some nice 4×4-read features.
Of course, every time I get a 4Runner I put it to the test. This is when I’m glad that Toyota hasn’t made it the most technologically advanced 4×4 on the market, but rather stayed with tried and true (some would say archaic) components. Instead of utilizing a modern eight-speed automatic transmission, its gearbox incorporates just five forward speeds, which according to all the mechanics I’ve ever spoken to means there are three fewer things to go wrong. The first use of this ECT-i five-speed automatic with overdrive in a light truck application was for the 2004 4Runner model year when it came mated to Toyota’s fabulous 4.7-litre V8 (that’s a version I’d love to pick up), Toyota having replaced its old four-speed auto with this five-speed across the line the following year.
Sharp looking 17-inch TRD alloys combine with 265/70 Bridgestone Dueller H/T mud-and-snow tires, a good road/trail compromise.
The 4.0-litre “1GR” V6 under the hood is even more experienced, dating back to 2002 in its old GRN210/215 VVT-I phase. That model only made 236 horsepower and 266 lb-ft of torque, with Toyota introducing the current Dual VVT-I version boasting 270 horsepower and 278 lb-ft of torque in 2010 (which actually added 10 horsepower over the old V8 that was discontinued after 2009, albeit 28 fewer lb-ft of torque).
Heaving this hefty 2,155-kilo (4,750-lb) body-on-frame SUV down the road makes a guy wish that Toyota once again offered it with a V8, but the 4.6-litre mill in the aforementioned GX 460 is even thirstier than the 4Runner’s V6, at least on paper. The Toyota SUV’s powertrain sucks back 14.8 L/100km in the city, 12.5 on the highway and 13.8 combined compared to Lexus’ 16.2 city, 12.3 highway and 14.5 combined, and the GX gets an additional forward gear. Yes, fuel economy is the bane of both Toyota/Lexus off-roaders, but before you start worrying about all the regular unleaded you’ll be pumping into your new ride, I’ll refer you back to those mechanics that say you’ll get it all back in a lack of repairs if you keep either past warranty.
While you should watch your shins, these side steps are really helpful in urban situations, but could get you hung up off-road.
I should probably insert something about the 4Runner’s especially good resale and/or residual values here, the current model expected to depreciate slowest in the “Mid-size Crossover/SUV” class according to The Canadian Black Book 2019 study, with the GX 460 taking top-spot in its “Mid-size Luxury Crossover/SUV” segment. The Toyota brand holds its value best overall too, adds The Canadian Black Book, and has zero vehicles in the fastest depreciating category. A special mention should go out to Jeep that leads its “Compact Crossover/SUV” class with the Wrangler, nothing new here, but only fair to mention.
This handy cargo basket comes standard with the Venture Edition, but watch your height when parking under cover.
Like that Jeep, the 4Runner uses a part-time four-wheel drive system to power all four wheels. This means only the rear wheels get torque unless the front axle is manually engaged into either four-high or four-low via the second shift lever on the lower console, the latter requiring a bit of muscle. It all has a nice mechanical feel to it that brings back memories of decades past, something I happen to like in an SUV.
That’s probably why I like and collect mechanical tool watches, particularly Seikos and Citizens. Yes, there’s a Japanese theme here, but it’s hard to argue against these brands’ similarly simple, straight-forward, dependable values. The 4Runner is the SKX007 diver of the automotive world, a watch that doesn’t even hack or manually wind. Still, like that forever-stylish timepiece, the ruggedly handsome 4Runner is fully capable of taking a beating, and plenty comfortable too.
This is where the 4Runner Venture Edition feels most at home (sadly this off-road area has been bulldozed flat in the name of progress).
Those unfamiliar with body-on-frame SUVs tend to believe they ride like trucks (to coin a phrase, as the Tacoma and Tundra ride pretty well too), but due to greater curb weight than their car-based crossover counterparts, and generous suspension travel required for off-road use, the 4Runner is actually quite smooth over rough pavement and easy to drive around town thanks to its tall vantage point and reasonable dimensions. It’s decent through fast-paced curves too, due to an independent double-wishbone front suspension design up front and a four-link setup in the back, plus stabilizer bars at each end, not to mention Toyota’s impressive (and standard) Kinetic Dynamic Suspension System (KDSS) that limits body lean by up to 50 percent at higher speeds, but let’s be real, it’s not going to out-hustle a RAV4 or Highlander when the road starts to twist.
Few mid-size SUVs can keep up with the 4Runner on the trail.
On that note, it’s comfortable in all five seats too. And yes, I’m aware it also comes with three rows for up to seven occupants, but I won’t go so far as to say its third row is good for anyone but small kids. Being that my children are grown and grandkids are probably still a long way away, I’d personally opt for the as-tested two-row variant. Rear seat legroom should be more than adequate for all heights, by the way, plus there’s ample side-to-side room for larger folk too.
This two-row version provides 1,336 litres (47.2 cubic feet) of cargo space below its standard retractable cargo cover, aft of its second row, which should be ample for most. Of course, Toyota offers the Sequoia for 4×4 fans that need more, but sales to 543 last year clearly say the 4Runner’s space is enough. I particularly like that its rear seatbacks fold in the most convenient 40/20/40 configuration, which allows longer items like skis to fit down the middle while rear occupants enjoy the optimal window seats. Folding them flat offers up 2,540 litres (89.7 cu ft) of total stowage space, including up to 737 kg (1,625 lbs) of payload. Not enough? The 4Runner can trailer up to 2,268 kg (5,000 lbs) in standard trim thanks to an included receiver hitch and wiring harness with 4- and 7-pin connectors, plus this awesome looking Venture Edition gives you the option of loading gear in the full-metal basket on top of the roof.
Overcoming these types of obstacles is an easy feat for any 4Runner.
This last point makes clear that the Venture Edition was mostly focused on life in the wild instead of navigating the urban jungle, as the just-noted Yakima MegaWarrior Rooftop Basket, measuring 1,321 millimetres (52 inches) in length, 1,219 mm (48 in) in width, and 165 mm (6.5 in) tall, increases the 4Runner’s overall height by 193 mm (7.6 in) for a total road to parkade ceiling-mounted pipe-collision height of 2,009 mm (79.09 in)—the Venture Edition’s 17-inch TRD alloys on 265/70 Bridgestone Dueller H/T mud-and-snow rubber means that it measures in at 1,816 mm (71.5 in) tall, sans basket. Sure, you can remove the rooftop carrier to make it more practical during everyday use, but this limits some of the Venture’s visual appeal while touring around town.
The 4Runner can even give novice off-roaders confidence when tackling rough terrain.
Additional Venture Edition extras not yet mentioned include blackened side mirrors, door handles (featuring proximity entry buttons), roof spoiler and badges, Predator side steps for an easier step up when climbing inside, all-weather floor mats, a windshield wiper de-icer, mudguards, an auto-dimming centre mirror, a HomeLink garage door opener, dual front- and twin second-row USB ports, a household-style 120-volt power outlet in the cargo compartment, active front headrests, eight total airbags, and Toyota’s Safety Sense P suite of advanced driver assistance features, which include automatic Pre-Collision System with Pedestrian Detection, Lane Departure Alert, Automatic High Beams, and Dynamic Radar Cruise Control. Options not already mentioned include a sliding rear cargo deck with an under-floor storage compartment.
The Venture Edition’s interior is more refined than previous iterations of non-Limited 4Runners.
Take note, the very helpful side steps just mentioned will most definitely get in the way during extreme off-roading, potentially hanging up on rocks, roots and sharp crests, so while you’re fastening the basket back onto the roof rails you may want to unbolt these before entering the backcountry. As for the 4Runner’s ability when such low-hanging hooks are removed, it’s one of few iconic 4x4s available today as noted above.
Having headed straight over to my local watery mess of a sand, mud and rock infested off-road area I was saddened to find out there wasn’t much of it left, the riverside land being redeveloped for petroleum storage and thus, no longer available to off-road enthusiasts. Normally this little spit of dirt is filled with every sort of 4×4, ATV, dirt bike and the like, but alas it shall no longer enjoy the company of us crazies that it’s allocated to more productive work, and I will no longer have this conveniently close location for my own sandbox playtime and photographic exploits.
Toyota has had plenty of time to get the 4Runner’s cockpit right, and thus it’s well organized and filled with useful features.
I did manage to trek over a few last remaining trails that are now bulldozed flat, showing this 4Runner Venture Edition in its element, so make sure to enjoy our photo gallery above. With “L4” engaged and deep ruts of dried mud below, I engaged the overhead console-mounted Active Trac (A-TRAC) brake lock differential (it’s right next to the standard moonroof’s controls). A-TRAC stops a given wheel from spinning before redirecting torque to the wheel with traction, and locks the electronic rear differential. I also dialled in some Crawl Control to maintain a steady speed while lifting myself up with both feet to more easily see over the hood for any obstacles that might be in my way. Crawl Control provides up to five throttle speeds for this purpose. This reminds me of my dad using the old-school dash-mounted hand throttle/choke to do much the same in his now classic Land Cruiser FJ, but it incorporated a manual gearbox and therefore relied on its low gear ratio to automatically apply engine braking when going downhill, while the wholly modernized 4Runner system in fact applies brake pressure electronically in order to maintain a chosen speed when trekking downhill. The 4Runner’s Hill Start Assist Control system also helps in such situations, albeit going uphill.
The 4Runner’s gauge cluster is simple and straightforward, but it more than does the job.
The dial next to this one is for engaging the automated Multi-Terrain Select system. This sets the drivetrain and electronic driving aids up for the majority of conditions you might face when off-road, from light- to heavy-duty trails, the system’s most capable auto-setting being rock mode. Other settings include its second-most capable mogul setting, which is followed by loose rock. All of the above are only operable when the secondary set of low (L4) gears are in use, incidentally, whereas the least capable mud and sand mode can be utilized when both L4 and H4 are engaged.
The centre stack is well designed and new infotainment touchscreen excellent.
The 4Runner’s 244 mm (9.6 in) of ground clearance and 33/26-degree approach/departure angles mean that it shouldn’t drag over obstacles, but if rocks hit the undercarriage rest assured that rugged skid plates are in place to protect the engine, front suspension and transfer case. Again, those standard side steps could interfere with your forward momentum.
These steps can also be damaging to shins if you’re not paying close attention when climbing inside, something I experienced a couple of times (followed by expletives), but some of that pain will ease once seated in the model’s comfortable driver’s perch. I found the primary seat ideal for my five-foot-eight, long-legged, short-torso body type, with the rake and reach of the steering column ample for comfortable yet controlled operation, which is probably the most important issue I have with any new vehicle I test drive (and have had with many Toyotas in the past—they’re improving).
The second lever in behind is for engaging 4WD.
Looking around and tapping everything like I always do (so annoying to past significant others), all the 4Runner’s knobs, buttons and rocker switches look and feel heavy-duty, as if Toyota pulled inspiration from Casio’s nearly indestructible G-Shock (the Mudmaster seems fitting, although I prefer my more classic looking and smaller DW-5600BB-1CR). Tolerances are tight, their quality good, and finishing quite impressive overall, at least compared to previous 4Runner models.
Plenty of sophisticated off-road controls can be found in the overhead console.
I can’t remember Toyota using carbon fibre-like trim inside a 4Runner before either. The big, new, glossy 8.0-inch centre touchscreen on the centre stack is impressive too, this coming packed full of the latest technologies such as Apple CarPlay, Android Auto, and Amazon Alexa, not to mention very accurate Dynamic Navigation featuring detailed mapping. The audio system was pretty good too, thanks in part to standard satellite radio, while the rear camera (incorporating stationary “projected path” graphics combined with rear parking sonar) was much better than previous iterations. Other functions include a weather page, traffic condition information, apps, etcetera, while the primary instruments are less forward thinking yet still do a good job delivering key driving info, with easily legible backlit Optitron dials and a useful multi-info display at centre.
The power-adjustable driver’s perch is comfortable with a good seating position.
Like that G-Shock mentioned a moment ago, the cabin styling theme is mostly rectangular in shape, and thus purposefully utilitarian. Nevertheless, it was refined enough for me, with the rear two-thirds of the front and rear door uppers covered in contrast-stitched and padded faux leather. The door inserts and armrests were wrapped similarly below, the latter softly padded all the up way to the front portion of each door panel, thus protecting outer knees from chafing on what would otherwise be hard plastic. The centre armrest received the identical black and red application, as did the SofTex-upholstered seats’ side bolsters, while both front headrests featured “TRD” embroidered in red for a sporty look. As for the dash top, it was coated in a textured synthetic that reduced glare nicely, therefore, together with the previously-noted glossed carbon-look surface treatment on the lower console, and the metallic glossy black background used for the centre stack surround surfacing and the door pulls trim, the 4Runner Venture Edition looked quite fancy for a non-Limited 4Runner.
Rear seating is roomy and comfortable for three abreast.
What’s new for 2021? Not a heck of a lot, although standard LED headlights are a nice addition for a model expected to be totally revamped for 2022 (I have no verification of a redesign, but that’s the word on the street… or, er, trail). LED fog lamps also join the frontal update, while new Lunar Rock paint will make the entire SUV look at least as good as the one used for this review. Also new, new black TRD alloys will soon be encircled by Nitto Terra Grappler A/T tires, while Toyota is said to have retuned the dampers to enhance isolation off the beaten path.
40/20/40-split rear seatbacks make the 4Runner ultimately versatile.
At $55,390 (plus freight and fees), the 4Runner Venture Edition isn’t exactly an off-roader for bargain hunters, although it has few mid-size, 4×4-capable competitors, all of which will cost about the same or more if outfitted similarly. Once again, when factoring in resale (or residual) values, and then adding expected long-term reliability, the 4Runner makes the best investment.
Right now, Toyota is offering factory leasing and financing rates on this 2020 model from 3.99 percent according to CarCostCanada, or zero percent on 2019 models (if you can find one). Check out CarCostCanada’s 2020 Toyota 4Runner Canada Prices page or their 2019 Toyota 4Runner Canada Prices page to learn more, and while you’re there, find out how a CarCostCanada membership can help you before entering the negotiation phase of any new car, truck or SUV purchase. Along with any available financing and leasing information, you’ll also receive possible rebate info and dealer invoice pricing that will tell any new buyer the actual cost your local retailer paid for the vehicle you’re attempting to buy, potentially saving you thousands off your next purchase. Also, make sure to download the new CarCostCanada app to your smartphone via the Apple Store or Google Store, so you can be ready whenever, and wherever this critical information is needed.
Story and photo credits: Trevor Hofmann
Photo editing: Karen Tuggay
To say that Toyota’s Tacoma is merely king of the mid-size pickup truck hill is a complete understatement. In reality, it’s king of every single hill it climbs up on, from sales success and dependability…
Is there a better looking mid-size pickup truck? Toyota hit the nail on the head when it comes to the latest Tacoma’s styling, which we think looks even better in 4×4-focused TRD Pro trim than this classier Limited.
To say that Toyota’s Tacoma is merely king of the mid-size pickup truck hill is a complete understatement. In reality, it’s king of every single hill it climbs up on, from sales success and dependability dominance, to repeated residual value prowess, the Tacoma sits on top of pretty well every metric is competes in. Above that, it’s easily one of the best-looking trucks in the segment, at least equal in interior and driving refinement to its peers, legendarily capable off-road, supported by more aftermarket suppliers than any competitor, as well as a deep well of OEM TRD parts, backed up by more years of truck heritage than any Japanese rival, and thanks to all of the above the “Taco”, as owners like to call it, is beloved by a massive diehard fanbase the world over.
Toyota offers a shorter Access Cab as well as this full four-door Double Cab.
Such street and trail cred could cause an automaker to merely ride on the coattails of a model’s good name, but fortunately for the Tacoma, Toyota has steadily improved it over the 25 years it’s been available, or 52 years if we also count its predecessor that was simply named “Pickup”. Toyota’s truck heritage goes further back than that, however, its 1935 G1 even predating the Toyota brand name, due to being developed under a then-new automotive division established within the Toyoda Automatic Loom company, while its first compact pickup was the Toyopet SB produced in 1947. The earliest Toyota truck you’ll likely find in North America is the Stout that arrived here in 1964, but most enthusiasts will only be familiar with the first five generations of the now classic Pickup, along with the following three generations of Tacoma.
The best-selling Tacoma is appealing in more ways than just visual.
Enough history, what matters is the Tacoma we have here and now. Until 2024 rolls around, when the current model is expected to arrive in redesigned form, today’s 2020 Tacoma is as attractive as mid-size trucks get. The model tested was dressed up in Limited trim, which is as premium as this model gets at $50,750 (plus freight and fees). You won’t be in the cheap seats with the base Tacoma 4×4 Access Cab SR either, thanks to a starting price of $37,450, with the same standard trim in the full four-door Double Cab body style costing just $1,000 more at $38,450.
Limited trim includes a brighter more modern grille inset.
That’s how Toyota delivered mine, although my Tacoma 4×4 Double Cab V6 Limited trimmed version came with the one-foot stubbier five-foot short bed in back, which is how most owners buy this truck. I have to say, as classy as this Limited model is, I prefer the tougher looking TRD Pro I spent a week with last year, although instead of a trim line in that latter truck, it’s actually a $13,495 package that gets added on top of the $43,240 TRD Off-Road trim line, meaning it actually was thousands more than the more luxurious Limited I’m reviewing here.
LED headlamps come standard with Limited trim.
While all that’s interesting (at least to me), what matters more right now are changes made to the 2020 Tacoma, such as the integration of a new infotainment system that measures 8.0 inches in all trims and package upgrades other than in the base SR that’s 7.0 inches, while featuring Apple CarPlay, Android Auto and Amazon Alexa, not to mention new optional multi-terrain and bird’s-eye view cameras for off-roading. The Toyota Safety Sense P (TSS-P) suite of active safety features was made standard across the entire range too, not that this would affect this top-line Limited model, which previously standard with features like Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Sway Warning System, Automatic High Beams and High-Speed Dynamic Radar Cruise Control (DRCC).
Limited trim gets plenty of body-colour trim, fog lamps, and silver-coloured alloy wheels.
For folks who want a smaller luxury truck, this Tacoma Limited is ideal. Along with standard LED headlights, LED DRLs and fog lamps, plus a tasteful assortment of bright metal bits on the outside, including a classy new grille design, chrome taillamp inserts, and a fresh set of silver-finish 18-inch alloys, access to the Limited model’s interior now includes an upgraded proximity-sensing Smart Key system for the passenger door, which leads to more premium-like materials as well as a new standard Panoramic View Monitor (PVM) for the driver.
These silver-finish 18-inch alloys normally come shod in 265/60 all-season tires, although Toyota still had this version riding on Michelin Latitude GreenX winters due to our mid-March test week.
Some of those materials include a leather-wrapped steering wheel and shift knob, leather seat surfaces, pushbutton ignition, really helpful front and rear parking sensors, an equally useful overhead parking camera, a great sounding seven-speaker JBL audio setup, and a somewhat awkwardly named “Connected Services by Toyota Premium Audio with Remote” system that includes embedded navigation with Destination Assist, Remote Connect, plus Service and Connect.
The Taco’s taillights look great, but they’re not LEDs.
The new Limited’s finishings are nicer than I remember previous iterations being. It features an attractive padded leatherette bolster ahead of the front passenger, plus padded leatherette half-door uppers that flow downward to become inserts overtop comfortable armrests front and back. This was never supposed to be a luxurious truck, but the Limited’s leather seat upholstery is plenty nice, with a sharp-looking square pattern embossed into each cushion’s centre panel. Additionally, the leather on the steering wheel includes grippy, perforated hides to each side, plus regular smooth skins on the top and bottom. There’s a good assortment of satin-finish metallic accents too, brightening key details, resulting in a truck that’s a cut above every other Tacoma trim as well as many rivals, without losing any of this pickup’s legendary rugged, purposeful, tool-like status.
There are more luxuriously appointed mid-size trucks on the market, even when compared to the Tacoma’s most refined Limited trim.
As mentioned a moment ago, the biggest improvement for 2020 is the infotainment system, which now looks as thoroughly modern as anything else in Toyota’s lineup. I like that it still includes rotating dials for power/volume and tuning/scrolling, plus a row of analogue buttons down each side that provide quick access to key features. The interface itself shows Toyota’s latest Entune design, which is mostly made up of grey tones with splashes of colour when highlighting important info or audio graphics. It’s a totally understated design, but I have to say I like it a lot more now, after many weeks of testing in other Toyota models, than I initially did. It reliably responds to prompts quickly, its route guidance is easy to set up and accurate, and it just works well all-round. I also love that this truck has wireless device charging, Toyota having been ahead of the curve with this ultra-convenient feature.
Limited trim provides an attractive padded leatherette bolster ahead of the front passenger, plus padded leatherette half-door uppers all-round.
Then again, I don’t understand why Toyota advertises telescopic steering and only allows about an inch worth of reach extension. Fortunately, Toyota has recognized this problem and therefore started extending the telescopic reach of its steering wheels to fit more body types, so we’ll need to see how they do with future Tacomas. At least the leather-wrapped rim is nicely finished, and the switchgear on each spoke highly functional, as are the buttons, knobs, toggles and rocker switches throughout the rest of the cabin.
The cockpit is well organized, with high-quality switchgear.
Other than the steering column’s telescopic shortcomings, the eight-way power-adjustable driver’s seat is comfortable and the overall layout of cockpit controls is very good, as is the rear seating area as far as roominess goes, where I found plenty of leg and foot room, good space overhead and from side-to-side, plus good back support from the outboard seats. Leather seat surfaces aside, there’s not much in back to give rear passengers a “Limited” experience, due to Toyota missing the opportunity to install a rear centre armrest as well as rear HVAC vents, let alone any USB charging ports or heatable outboard seats, resulting in fairly stark accommodations.
The primary gauge cluster is mostly analogue and easy to read in all lighting conditions, while its mid-mounted multi-information display is par for the course in this class.
The lower rear cushions flip forward to expose handy lidded cargo compartments, however, plus they fold down for securely stowing larger items on top, a process that unveils yet more storage space in behind. Of course, the Tacoma’s outer box is best for heavier hauling. It’s spray-on lined bed is capable of carrying between 1,095 and 1,285 lbs (497 and 583 kilos) of payload, depending on trim, although its usefulness is somewhat negated by not providing standard corner steps like GM’s trucks include, to help older guys like me rise the occasion (although your dealer can bolt on a retractable one from the TRD catalogue), but Toyota does provide this model with a standard cab-mounted bed lamp to assist during nighttime loading, while a 400-watt (120V) cargo bed power outlet is really helpful when using the tailgate as a makeshift outdoor workbench.
The Tacoma’s updated infotainment system works better than ever.
I should also mention the Tacoma is an excellent hauler, thanks to an available hitch that can help it trailer up to 6,500 lbs (2,950 kg) when upgraded with its aforementioned tow package. That’s not quite as strong as some in this class, the Gladiator capable of up to 7,650 lbs (3,469 kg) on its hitch, but it should be sufficient for most owners’ needs.
Load or not, the Tacoma Limited rides nicely for a midsize pickup truck, especially one with rear leaf springs, with on-pavement handling about average for the class. Honda’s Ridgeline is the clear winner of the latter, but its slowest-in-class sales clearly show this isn’t a critical factor amongst mid-size truck buyers, a much more important one being off-road prowess.
Toyota has been ahead of the curve when it comes to wireless charging.
In this regard, the Tacoma is legend, evidenced by the sheer number of in-house TRD and aftermarket 4×4 parts available to enthusiasts, not to mention the countless Taco off-roading clubs, desert race truck entries, etcetera. Chevy’s 4×4-focused Colorado ZR2 or Jeep’s new Wrangler-based Gladiator (especially in Rubicon, desert-rated Mojave or mountain-focused High Altitude trims) probably put up the most serious off-road challenge against Toyota’s Tacoma TRD Pro, at least until the Raptor-ized Ford Ranger arrives in a few years, or for that matter the ZR2-version of GMC’s Canyon that’s rumoured to be due around the same time, and of course, we’ll need to see how the expected updated Nissan Frontier does in the wild when in shows up a bit sooner than the last two, outfitted in its sportiest PRO-4X guise no doubt, but this Limited-trimmed Tacoma is no slouch off the beaten path either.
The Tacoma’s 6-speed automatic is hardly state-of-the-art, but it sure is reliable.
While I’ve tested the current Frontier over gravel and rock, through mud, sand and water, and plenty of other obstacles years back, it’s now so old that only diehard Nissan fans would even consider it against a modern-day Tacoma, and even then, it would probably be a financially-based decision, but instead the hardly freshly minted Taco provides superb 4×4 chops with many more advancements than its once arch-rival. It made easy work of a favourite off-road course, although to be clear my local town’s government had since closed down the best part, another sliver of fun-loving nature turned over to developers for yet more waterfront condos. Nevertheless, I drove it over what remained, and while there were no deeply rutted mud trenches to dig itself out of, or miniature lakes to drive through, there was plenty of gravel, sand and other opportunities to get unstuck. Of course, it was a cakewalk for the Tacoma, even in plusher Limited trim, only requiring me to get out for photos (instead of testing the depth of those just-noted lakes, like I was forced to do on previous excursions).
The Tacoma Limited’s 8-way powered driver’s seat is comfortable, but the steering column’s short telescopic reach won’t move far enough rearward for some peoples’ optimal comfort and control.
I’m comfortable letting the Tacoma’s reputation fend for itself for this review, not to mention the many opportunities I’ve previously taken to test out the model’s mettle in its backcountry element. Similarly, I’m willing to let third-party analytical firms toot Toyota’s horn when it comes to dependability, all of which place the Japanese company at or near the top of the auto industry, while as importantly the Tacoma regularly hovers above its peers where it can matter most, resale and residual values that truly tell how much you end up paying for a vehicle over time.
The rear seating area is roomy and outboard positions are comfortable, but features in this top model’s back seat are “limited”.
To be specific, the Tacoma earned top marks in Vincentric’s Best Value in Canada Awards for its “Small/Mid-Size Pickup” class in the Consumer category, the number one choice in the “Midsize Pickup” segment of J.D. Power’s 2021 Canada ALG Residual Value Awards, and the highest possible ranking in the “Small Pick-up” category of Canadian Black Book’s (CBB) 2020 Best Retained Value Awards.
One of the reasons the Tacoma holds its value so strongly throughout the years, the just-noted reliability of its well-proven powertrain. My tester’s top-line trim starts with Toyota’s venerable 3.5-litre DOHC V6 featuring VVT-I technology, which does a pretty good job of balancing performance and fuel economy with the dependability that fans of the Japanese brand appreciate. It makes a formidable 278-horsepower and 265 lb-ft of torque, up 119 hp and 85 lb-ft of twist over the truck’s base 2.7-litre DOHC four-cylinder, while both come mated to an electronically controlled six-speed automatic transmission (ECT-i) as standard equipment. Depending on trim, a six-speed manual can be optioned for six-cylinder models, while part-time four-wheel drive is standard on all trims above the base truck that offers rear-wheel drive in its most affordable form.
Pop up the lower rear cushion and there’s a handy cargo bin for stowing valuables.
The Tacoma’s fuel economy rated at a claimed 12.1 L/100km city, 10.1 highway and 11.2 combined in the latter 2WD trim, while the same truck in 4WD gets a 12.7 L/100km city, 10.6 highway and 11.7 combined rating. Lastly, larger, heavier Double Cab variants like my tester are said to be capable of 13.8 L/100km in the city, 11.7 on the highway and 12.9 combined, with my Limited model measuring up to these estimates when driving modestly. While these numbers are not best-in-class, no doubt due in part to the just-mentioned six-speed autobox, that component’s verifiable reliability, as well as the build quality of the entire drivetrain, makes a little more fuel used over the duration of its lifecycle worth it to most buyers.
Once the lower cushion is flipped forward, the backrest can be lowered to form a useful shelf.
To put that last point into perspective, 12,536 Canadians purchased a new Tacoma in 2019, while 2020 has been looking like it will be even stronger for Toyota’s entry-level pickup. The only automaker to beat Toyota in this segment last year was General Motors that managed a cool 14,067 collective units from both its Chevy and GMC brands, although if we’re measuring individual models against each other the Colorado only managed second with 8,531 examples sold throughout 2019, and the Canyon a mere fourth with 5,536 buyers to its name. As you might have guessed, the Ranger was third with 6,603 sales last year, the Frontier fifth with 3,723, the Ridgeline sixth with 3,405, and finally the Gladiator was seventh and last with 3,050 deliveries, although that rather pricey newbie only entered the market last year, so it wasn’t available for the entire 12 months.
The Tacoma can carry between 1,095 and 1,285 lbs (497 and 583 kilos) of payload, depending on trim.
Despite Toyota having some strong competitors in this market, which will only become fiercer once updated rivals arrive, I believe the Tacoma will become even more popular in the coming years, while others in the class struggle to win over new buyers. Market share is critical in the pickup truck sector, something Toyota has learned in reverse when it comes to selling its full-size Tundra, and the Taco has earned faithful fans like no other. For that reason, it’s my best bet in the class over the long haul, and reason enough for you to either maintain your loyalty or choose it over one of its challengers.
The little white flap to the right is a 400-watt (120V) cargo bed power outlet.
To find out more about all Tacoma trim levels, including pricing (with a complete configurator to build out all available features) check out CarCostCanada’s 2020 Toyota Tacoma Canada Prices page, plus make sure to click on any of the links above to check out all of the Tacoma’s competitors along with other vehicles mentioned in this review. A CarCostCanada membership can help you save thousands off of your next new vehicle purchase thanks to accessing dealer invoice pricing before you start negotiating, plus members can gain additional valuable information. Find out how the CarCostCanada system works, and be sure to download their free app from the Google Play Store or Apple Store while you’re at it.
Review and photos by Trevor Hofmann
Guessing which vehicles will take home the annual North American Car, Utility and Truck of the Year awards is easier some years than others, but most industry experts had 2020’s crop of winners chosen…
The entirely new mid-engine 2020 Chevrolet Corvette Stingray has won the North American Car of the Year. (Photo: Chevrolet)
Guessing which vehicles will take home the annual North American Car, Utility and Truck of the Year awards is easier some years than others, but most industry experts had 2020’s crop of winners chosen long before this week’s announcement.
The actual name of the award is the North American Car and Truck of the Year (NACTOY) despite now having three categories covering passenger cars, a sport utility vehicles and pickup trucks.
Just 50 automotive journalists make up the NACTOY jury, from print, online, radio and broadcast media in both the United States and Canada, with the finalists presented in the fall and eventual winners awarded each year at the North American International Auto Show (NAIAS) in Detroit, although this year’s presentation was changed to a separate event at Detroit’s TCF Center (formerly known as Cobo Hall/Cobo Center) due to the 2020 NAIAS moving its dates forward to June 7-20 this year. The NACTOY awards were first presented in 1994, with the Utility Vehicle category added in 2017.
The new Corvette promises supercar performance and exotic cachet for a pauper’s price. (Photo: Chevrolet)
Of note, nomination requirements include completely new vehicles, total redesigns, or significant refreshes. In other words, the nominated vehicle needs to be something most consumers would consider new to the market or substantially different from a model’s predecessor. Also important, the finalists earned their top-three placement by judging their segment leadership, innovation, design, safety, handling, driver satisfaction and value for money.
The selection process started in June last year, with the vehicle eligibility determined after three rounds of voting. NACTOY used the independent accounting firm Deloitte LLP to tally the votes and kept them secret until the envelopes were unsealed on stage by the organization’s President, Lauren Fix, Vice President, Chris Paukert, and Secretary-Treasurer, Kirk Bell.
The new Corvette’s interior appears much more upscale than previous generations. (Photo: Chevrolet)
The finalists in the “Car” category included the Chevrolet Corvette, Hyundai Sonata and Toyota Supra, with the final winner being the new seventh-generation mid-engine Corvette, a total game changer for the model and sports car category. Interestingly, it’s been six years since a sports car won the passenger car category, so kudos to Chevy for creating something so spectacular it couldn’t be ignored, while Toyota and Hyundai should also be commended for their excellent entries.
“A mid-engine Corvette was a huge risk for Chevy’s muscle-car icon. They nailed it. Stunning styling, interior, and performance for one-third of the cost of comparable European exotics,” said Henry Payne, auto critic for The Detroit News.
The new 2020 Kia Telluride is as close to premium as any mainstream volume branded SUV has ever been, Hyundai Palisade aside. (Photo: Kia)
The “Utility Vehicle” finalists included the Hyundai Palisade, Kia Telluride and Lincoln Aviator, with most industry insiders believing one of the two South Korean entries (which are basically the same vehicle under the skin, a la Chevrolet Traverse/GMC Acadia) would take home the prize, and lo and behold the Kia Telluride earned top marks.
“The Telluride’s interior layout and design would meet luxury SUV standards, while its refined drivetrain, confident driving dynamics and advanced technology maintain the premium experience,” said Karl Brauer, Executive Publisher at Cox Automotive. “Traditional SUV brands take note: there’s a new star player on the field.”
The new 2020 Jeep Gladiator is everything we all love about the Wrangler with the added convenience of a pickup truck bed. (Photo: Jeep)
Lastly, “Truck” of the year finalists included the new to us Ford Ranger, the entirely new Jeep Gladiator, and the Ram HD (Heavy Duty)2500 and 3500, with the sensational new Gladiator getting the highest marks. Incidentally, you’d need to look all the way back to 1999 to find a Jeep that won its category, that model being the Grand Cherokee.
“What’s not to like about a pickup truck with not only a soft-top removable roof but even removable doors? If you want massive cargo-hauling capability or the ability to tow 10,000 pounds, buy something else,” said longtime automotive journalist John Voelcker. “The eagerly awaited Gladiator is a one-of-a-kind truck, every bit the Jeep its Wrangler sibling is … but with a pickup bed. How could you possibly get more American than that?”
Of note, NACTOY is an independent, non-profit organization, with elected officers and funding by dues-paying journalist members.
Find out more about the 2020 Chevrolet Corvette, 2020 Kia Telluride and 2020 Jeep Gladiator at CarCostCanada, where you can get trim, package and individual option pricing, plus rebate info and even dealer invoice pricing that could save you thousands. While the Corvette is not yet available, you can get up to $1,000 in additional incentives on the new Telluride, and factory leasing and financing rates from 4.09 percent for the new Gladiator. Make sure to check CarCostCanada for more.
Remember when the traditional SUV was supposed to die? A lot of people make a lot of predictions, but as sure as rain, or should I say as sure as snow, which we were also told would no longer be part…
The Toyota 4Runner TRD Pro looks best off-road. (Photo: Trevor Hofmann)
Remember when the traditional SUV was supposed to die? A lot of people make a lot of predictions, but as sure as rain, or should I say as sure as snow, which we were also told would no longer be part of our future in Al Gore’s wildly sensational fantasy film “An Inconvenient Truth,” both the white fluffy stuff and big, off-road capable 4x4s remain very real and ever-present, thank goodness.
In fact, our winters have been getting colder in recent years, likely caused by a solar minimum amongst other things, making vehicles that can manage sudden downfalls of deep powder all the more important. The 4Runner can do a lot more than that, as evidenced in the photo gallery above, an opportunity to venture off the beaten path rarely missed when I spend a week with such a capable companion.
TRD Pro trim is best for overcoming off-road obstacles. (Photo: Trevor Hofmann)
Toyota started building the 4Runner the year I graduated high school, and is now well into its fifth generation that was introduced over 10 years ago. The original was little more than the pickup truck with a removable composite rear roof section, much like the original Chevy Blazer and Ford Bronco that came before, but the next version that arrived in 1989 refined the offering with a fully enclosed roof, and the rest is history.
Unlike some body-on-frame competitors that forgot their 4×4 roots in their transformation to car-based crossovers, Toyota stayed true to the 4Runner’s purposeful character and earned respect and sales for doing so. Now it’s one of few truck-based off-roaders available, making it a go-to alternative for those needing family transport yet wanting a way to access a more adventurous lifestyle.
The 4Runner TRD Pro looks good from every angle. (Photo: Trevor Hofmann)
The 2019 model tested is being replaced by a new 2020 model, which swaps out the infotainment system with a new head unit complete with a larger 8.0-inch touchscreen, Apple CarPlay and Android Auto, satellite radio and USB audio, plus the brand’s Connected Services suite. Push-button ignition gets added too, as does Toyota’s Safety Sense P bundle of advanced driver assistance features including pre-collision system with vehicle and pedestrian detection, lane departure warning and assist, automatic high beams, and adaptive cruise control.
The TRD Pro gets a totally unique front fascia. (Photo: Trevor Hofmann)
There’s a new trim level too. Dubbed Venture, it’s all about getting out of the city and into the wild. It builds on just-above-base TRD Off-Road trim, which means it starts off with go-anywhere features like 4-Wheel Crawl Control with Multi-Terrain Select, a locking rear differential, and the Kinematic Dynamic Suspension (KDSS) upgrade, not to mention a hood scoop, plus navigation system with traffic and weather, before adding black mirror housings, trim, and badging, Predator side steps, 17-inch TRD Pro wheels, and a basket style roof rack.
That might sound exciting, and it looks pretty cool, but it’s no off-road match to the TRD Pro given to me for a week’s testing. That truck looks even more intimidating, especially in exclusive Voodoo Blue paint. Anything not blue is matte black for a sort of paramilitary appearance, visually supported by a special heritage “TOYOTA” grille, a TRD-stamped aluminum front skid plate, plenty of black accents and badging front to back, and fabulous matte black painted 17-inch alloy wheels with TRD centre caps on massive 31.5-inch Nitto Terra Grappler all-terrain tires (although my tester’s were on Bridgestone Blizzak 265/70 studless snow tires).
These matte black 17-inch alloys are unique to the TRD Pro. (Photo: Trevor Hofmann)
It looks like it’s jacked up higher too, but there’s no mention of any change to ride height or ground clearance despite the addition of TRD-tuned front springs and TRD Bilstein high-performance shocks with rear remote reservoirs, but it probably doesn’t need much more height. An automatic disconnecting differential helps to keep the four drive wheels from fighting each other during tight turns, while its rear differential lock assists when the ground surface is extra slippery, and multi-terrain ABS comes into action when scaling a downward grade. Aforementioned Crawl Control is good for going up, down or just cruising along a low-speed stretch of flat terrain, selectable via an overhead console dial right next to the one for the Multi-Terrain Select system that makes choosing the four-wheel drive system’s best possible response over “LIGHT” to “HEAVY” terrain an easy process. Of course, getting serious will need a quick shift from “H2” or “H4” to “L4” for its low set of gears via the console-mounted 4WD Selector lever.
The TRD Pro’s roof rack is ideal for carrying all types of gear. (Photo: Trevor Hofmann)
Its insanely capable off road, something I learned when swamping through a local 4×4 course I use whenever I have something worthy of its rutted trails and long, wide, deep muddy pools. I tested it recently with Jeep’s Wrangler Unlimited Sahara and did likewise with a Chevy Colorado ZR2 that saw brown water sloshing over its hood, plus I even proved Toyota wasn’t fooling compact crossover buyers into believing its new RAV4 Trail could actually do a bit of dirty dancing too, albeit nowhere near as capably as the others just noted, including this 4Runner TRD Pro.
The 4Runner TRD Pro’s interior is well made and filled with the types of features needed in an adventure-first 4×4. (Photo: Trevor Hofmann)
My tester’s hood scoop never tested water, nor did it need the Tacoma TRD Pro’s snorkel, although it would’ve looked cool, and believe me I was careful not to totally soil the white and red embroidery on the special floor mats, or even get mud on the breathable leather-like Black SofTex seat upholstery, complete with red contrast stitching and red embroidered “TRD” logos on the front headrests, not that it wouldn’t be easy enough to wash off. I just keep my vehicles clean out of respect to the machinery, and an annoying fastidiousness about cleanliness.
The 4Runner TRD Pro makes easy work of most any off-road course or backcountry trail, even if there’s not much of a trail to begin with. Choose the right Multi-Terrain setting and engage Crawl Control if you need to sit/stand up high without needing to press the gas pedal, and its amazing grip will do the rest. We used to have a mechanical version of this on the family’s old Land Cruiser FJ40, which was more or less a choke that held the throttle out when applying the gas pedal wasn’t possible, and it worked wonders just like the 4Runner’s version. The FJ Cruiser had one too, a model that shared underpinnings with this much larger and more accommodating SUV, as does the global market Land Cruiser Prado and luxury-oriented Lexus GX 460.
The Optitron gauges are highly legible in all lighting conditions. (Photo: Trevor Hofmann)
Speaking of eight-cylinder-powered 4x4s, I remember when Toyota stuffed a 4.7-litre V8 into the previous fourth-generation 4Runner. I loved that truck and its silky-smooth formidable powertrain, but I must admit to rather having the 2.8-litre turbo-diesel found in the current Prado, as it’s fuel economy would be a bonus around town and in the woods where it could trek a lot farther away from civilization than the current 4.0-litre V6. That beast chows down a gluttonous 14.3 L/100km in the city, 11.9 on the highway and 13.2 combined, although it uses a great deal more in low gear off-road. That’s really this truck’s weak point, and now that Jeep is offering its Wrangler with a turbo-diesel V6, and Chevy has one for the Colorado, it’s high time Toyota provided North American 4×4 enthusiasts with something similar from its global catalogue.
The 2019 4Runner’s infotainment system is pretty good, but it gets updated for 2020. (Photo: Trevor Hofmann)
The 4Runner’s five-speed automatic transmission doesn’t exactly help at the pump either, but it’s a ruggedly reliable lump of machinery and certainly shifts smooth enough. This TRD Pro model adds a red-stitched leather shift knob to its console-mounted lever, almost making it feel sporty when utilizing manual mode, and to be fair to the big hunk of an SUV it manages fast-paced corners quite well, whether on pavement or off, while its ride is very compliant, appreciated as much through inner-city laneways as on the trail.
I would’ve loved it even more if it came standard with shock-absorbing seat frames like my old ‘86 LC BJ70, still my favourite Toyota to this day (diesel-powered no less), but the TRD Pro’s powered seats with two-way lumbar took care of comfort well enough, while its tilt and telescopic steering column allowed for ample reach to set up my driving position for good comfort and control.
A special TRD shift lever joins carbon-fibre like trim on the centre console. (Photo: Trevor Hofmann)
That steering wheel rim is leather-wrapped, albeit without the red stitching, and its spokes filled with just enough buttons to make it look up-to-date. Seen through its upper section is a really eye-catching set of bright blue, red and white on black Optitron gauges featuring a small trip computer at centre; nothing too advanced, but attractive and functional.
Over on the centre stack, the centre touchscreen might be the one being replaced for 2020, but it was nevertheless decently sized, fairly high in resolution and filled with attractive graphics and plenty of functions, its backup camera devoid of active guidelines yet nice and clear (when not sprayed with mud), its navigation system accurate and map easy to read, plus its audio system just fine.
The TRD Pro’s driver’s seat is comfortable and spacious, while Toyota covers the seats with its breathable SofTex leatherette. (Photo: Trevor Hofmann)
The 4Runner’s second row is nicely sized for most anyone, particularly if seated next to one of the windows, while its third row gets deleted for this off-road model, leaving loads of space for cargo. There’s actually 1,337 litres (47.2 cubic feet) dedicated to gear, or up to 2,540 litres (89.7 cu ft) when the 60/40-split second row is folded down, making the 4Runner an awesome camping companion or ski hill buddy.
You can get into a 2019 4Runner for $46,155 or less depending on your negotiating skills (which shouldn’t have to be that sharp this time of year), while I should also note that leasing and financing rates could be had from 1.99 percent at the time of writing according to CarCostCanada, which also provides members with money saving rebate information and dealer invoice pricing that could save you thousands. The 2020 4Runner, which starts at $48,120 due to all the new equipment I mentioned earlier, only benefits from leasing and financing rates from 4.49 percent, so the 2019 might be the way to go if you can still find what you want. If it’s this TRD Pro, you’ll need to come up with $56,580 plus freight and fees, less any discount, this being the priciest trim in the lineup.
The 4Runner’s second row is roomy and comfortable. (Photo: Trevor Hofmann)
Money in mind, the 4Runner won’t wow its owner with fancy soft composite interior surfaces or any other premium touches, but that’s ok because it’s a tough-as-nails SUV that doesn’t need to pamper its occupants to impress. Instead, along with its killer off-road prowess, general ease of use and overall livability, it manages to beat every other similarly sized sport utility for all-important cost of ownership status by topping its “Mid-size Crossover-SUV” category in the 2019 Canadian Black Book Best Retained Value Awards, and while it didn’t do likewise in ALG’s Residual Value Awards, the Sequoia, Tacoma and Tundra did in their Fullsize Utility, Midsize Pickup and Fullsize Pickup categories respectively, so I’m guessing it wasn’t too far behind Jeep’s Wrangler in the third-party analytical firm’s Off-Road Utility segment (it won this category in 2018 after all).
The 4Runner provides plenty of space for hauling big loads. (Photo: Trevor Hofmann)
I could go on and on with awards, but the 4Runner and Toyota have won too many to list over the years, so suffice to say you’ll be well taken care of in this dependable ute. I’d be happier than a pig in mud if this were my very own, although I’d probably rather have it in last year’s Cement Grey hue and would definitely add a TRD-sourced snorkel to its front right fender and A-pillar for dramatic effect.
