Trail | The Car Magazine

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…

New Car Reviews

2021 Nissan Titan Crew Cab Pro-4X Road Test

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/GMC Silverado/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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

Nissan is currently offering up to $6,500 in additional incentives when purchasing a new 2021 Titan or Titan XD, with CarCostCanada members saving an average of $8,500 thanks to dealer invoice pricing, which gives them an edge when negotiating. Find out how this advantage will benefit you when buying your next new vehicle, and also be sure to download the free CarCostCanada app from the Apple Store or Google Play Store now, so you can have all of this vital information at your fingertips when you need it most.

Review and photos by Trevor Hofmann

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.…

New Car Reviews

2020 Toyota 4Runner Venture Edition Road Test

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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 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 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).

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.

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.

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.

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.

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

New Car Reviews

2019 Jeep Wrangler Unlimited Sahara Road and Trail Test

You’d be forgiven for not noticing, but Jeep completely overhauled its Wrangler two years ago for the 2018 model year. The 2019 model shown here was carried forward mostly unchanged, which is par for the course with redesigned models, while it’ll mostly do likewise for the upcoming 2020 model year. I’ll cover the key changes in this review, plus give you my road and trail driving impressions, and on that last note you’ll want to peruse the gallery above for one of the most comprehensive photo sessions I’ve ever published.

Some Jeep fans are as old and storied as this iconic model, and while I wasn’t around in the early ‘40s to witness the famed Willys MB (plus the Bantam BRC 40 and Ford GP examples) in action during WWII and subsequent wars, I went 4x4ing in one as a child with my dad at the wheel and can never forget the experience. Also forever etched in my memory is a blue-decaled black 5.0-litre (304 cu-in) V8-powered CJ5 Renegade that I spent one fabulous summer with, complete with loud headers, even louder aftermarket Alpine stereo speakers hanging from the roll bar, and its soft top permanently removed. Suffice to say I’ve become a fan of this now legendary SUV, so I pay attention to all the little changes undertaken with each new model year.

If you’re new to the Wrangler, and such would be understandable being that the quintessential off-roader lures in new fans with each passing year, you may not have noticed its complete ground-up redesign noted a moment ago, but diehard Jeep advocates can easily point out all of the updates. Visual changes from the 2007–2017 JK body style to the new 2018–present JL include a bolder, broader front grille, new available LED reflector headlamps, an off-road ATV-inspired front bumper (that looks much like the front bumper on the 2016 Wrangler 75th Anniversary Edition I reviewed back in the day) with available LED fog lamps, a more shapely hood (albeit not filled with the Anniversary Edition’s cool power dome and black vents or the Rubicon’s similarly vented hood design), redesigned front fenders with integrated wraparound turn signals/markers, heavily sculpted front body panels with side vents (these making up for the more conservative hood), new integrated side steps, new rear fender flares, new more creatively shaped wraparound taillights with available LED technology, a new tailgate, and a new rear bumper (that’s not as sweet looking as the one on the aforementioned 75th Anniversary Edition, but more shapely than the hunk of metal and plastic used for the previous Sahara).

While you might need to put the new JL next to the old JK to see the subtler differences, such as the updated tailgate, we can surmise that most every panel is new thanks to both regular wheelbase two-door and long-wheelbase four-door models being longer than their predecessors. Specifically, the 2019 Unlimited you’re looking at is 89 mm (3.5 inches) longer than the JK version overall, with a 61-mm (2.4-inch) longer wheelbase. All in all, the new Wrangler manages to look classic and contemporary at the same time, and most importantly it looks mighty good, so job well done to the Jeep design team.

Inside, it’s a much more refined SUV, with doors that slam shut with a thud, and soft touch materials used above the waste-line for the most part. The dash top and instrument panel even get some contrast-stitched leatherette that looks pretty rich, this matching the leather-wrapped steering wheel rim, the leatherette shifter boot and armrests, and the leather surfaced seats. The switchgear is impressive throughout the cabin, particularly the rugged looking audio volume and dual-zone automatic HVAC knobs on the centre stack, while the general quality of most materials and the way everything fits together has improved.

As wholly complete as all of these changes sound, the Wrangler’s primary instrument cluster may have received the interior’s most comprehensive rethink, and while it might have been easier and less expensive to simply substitute its predecessor’s nearly two-dimensionally flat four-gauge layout with an even flatter fully digital display, and thus take the new Wrangler to new levels of modernity in similar fashion to how Mercedes transformed its similarly classic G-wagon from antiquated bushwhacker to digital overlord with its most recent redesign, Jeep created a complex combination of individually hooded primary dials surrounding a massive colour multi-information display (MID).

First factoring in that I’m the type of person who simultaneously wears a Seiko SKX007 on my left wrist and the smaller of the two Samsung Gear S3 smart watches on my right, Schwarzkopf style, in order to garner the best of both analogue and digital worlds (not that the SKX is the best, but the GS SBGA031 is too large and a Rolex Sub too pricey), I really like the new Wrangler gauge cluster’s attractive analogue design and appreciate the depth of functions found in the MID, not to mention the cool background graphics that sometimes show an image of the classic WWII GP mentioned earlier, while the tachometer and speedometer dials looks fabulous in their bright orange on black and white motif. I know that fully digital displays are all the rage right now, just like smart watches, but I believe we’ll eventually be paying more for an upgrade to analogue gauges in some high-end models, just like those of us with a weakness for horology are being asked to pay outrageous sums for high-quality mechanical watches. On that note, Jeep’s new primary instrument cluster balances analogue and digital very well.

Those familiar with Chrysler group products (and by that I mean Chrysler, Dodge, Ram and Jeep vehicles that have often shared similar infotainment touchscreens) will already be well versed in the Wrangler’s infotainment touchscreen, which hasn’t changed all that much in function, despite growing in size and modified in shape. The previous 6.5-inch version was more rectangular and laid out horizontally, and featured a row of four buttons down each side, plus a volume/power knob to the left and USB/aux ports (under a pop-off cover) to the right, whereas the new 8.0-inch touchscreen is larger and squarer, with the only quick-access analogue switchgear found in a cluster of dials and buttons just below, mostly for controlling the aforementioned HVAC system. The rightmost dial is for scrolling/browsing and selecting infotainment content, but I found it easier to simply use the touchscreen for such functions, only using the row of external controls for the heated seats and steering wheel (although these could be found within the touchscreen as well), adjusting interior temperatures (ditto), and audio volume.

The larger display provides a much-improved reverse camera with dynamic guidelines, the ability to hook up Android Auto (or Apple CarPlay) to use Google Assistant or any number of other functions, plus all the other features most infotainment systems do so well these days, such as highly accurate route guidance/navigation via a nicely laid out digital mapping system, phone setup and control, audio band and station selection, including satellite and wireless device streaming, plus plenty of apps that come preloaded or more which can be downloaded. The screen’s resolution is good, but I wouldn’t call it high-definition like most premium brands and some new mainstream SUVs, such as Chevy’s new Blazer, now provide, but let’s not get me started on that missed opportunity (albeit relative sales hit) to bring something to market capable of going head-to-head with the Wrangler and upcoming Ford Bronco.

That Blazer in mind, the Wrangler’s ride quality has improved so dramatically that it’s become a high point, something I would’ve never previously expected from this model. Don’t get me wrong, as the JK that I tested during its initial 2005 Lake Tahoe/Rubicon Trail international launch program made massive ride and handling strides over the 1997–2006 TJ, while that comparatively rudimentary appliance was revolutionary when stacked up against the 1987–1995 YJ, and so on down the myriad line of CJs, but this new JL is so much better than any of its predecessors that I’d actually consider owning one again, something I wouldn’t have said about the JK. The fact is, I’m getting older and wouldn’t be willing to get beat up by my daily ride. This new Wrangler is an entirely new level of comfort over its predecessors, and its suspension compliancy is matched by thoroughly improved handling sees this long-wheelbase Unlimited tracking better at high speed and easier to manoeuvre in the city and around parking lots. All round, it’s a much better SUV to live with day to day.

This includes better rear seats with more sculpted outboard positions, plus increased legroom due to its longer wheelbase. This second row is still capable of fitting three abreast, but it’s better if just left to two thanks to a unique folding centre armrest that houses two big rubber cupholders and a personal device holder within the headrest portion, plus a wide padded area for forearms behind.

All said this big armrest was a missed opportunity for a centre pass-through that would have made the cargo compartment much more accommodating for long loads like skis when rear passengers are aboard. The way its 60/40-split rear seatbacks are laid out causes the need to lower the narrowest section when fitting skis, poles and/or snowboards inside, and force one of your rear occupants into the middle position. It’s doable, but not ideal, which can also be said for the swinging rear door that’s still hinged on the wrong side for North American (and most global) markets.

Due to the need to hang a full-size spare on its backside, the side-swinging door is an awkward setup at best, especially when realizing the simple act of flipping up the rear window for quick access requires the door to be opened first, but the top hatch comes as part of the removable roof and is therefore necessary, and the need to potentially walk out into traffic when loading gear into the cargo compartment from curbside pays respect to tradition, Jeep having always hinged its rear door on the passenger’s side. I’ve complained many times and Jeep isn’t about to change, so I merely point it out to Wrangler newcomers as a possible problem.

On the positive, the long-wheelbase Unlimited model’s dedicated cargo space is up by 18 litres (0.6 cubic feet) to 898 litres (31.7 cu ft), while 70 litres (2.5 cu ft) have been added to its maximum capacity, now capable of swallowing up 2,050 litres (72.4 cu ft) of gear when both seatbacks lowered. This said they don’t lay as flat, but are easier to fold down and no longer gobble up rolling fruits, vegetables or sports equipment. The previous rear seats automatically popped their headrests upward and left their mechanicals exposed when folded, whereas the new ones leave the headrests in place and cover the frames and hinges with a folding carpeted panel. Such refinements are nothing new for the majority of crossover SUVs, but it’s a major breakthrough for the Wrangler that’s long stuffed in rear seats as more of an afterthought, the first Unlimited being a 250-mm (10-inch) extended two-door 2004½ TJ (LJ) with a fairly rudimentary rear bench seat. The thicker rear seat cushions cause a slight bump halfway into the load floor, but it’s a compromise most (especially rear seat passengers) should be happy to accept.

The 2019 Wrangler’s 3.6-litre Pentastar V6, eight-speed automatic transmission and part-time four-wheel drive system is a no-compromise combination, however, unless I were to try and compare it to my old CJ5’s V8, and even then I’m guessing its exhaust note would be the only clear winner in a drag race. The modern engine’s tailpipes emit a sonorous tone too, albeit much more refined than the monster truck mayhem bellowing from past memory, the smooth operating six producing 285 horsepower and 260 lb-ft of torque for quick acceleration, while the eight-speed auto’s shifts are quick yet never jarring.

Of note, a six-speed manual is standard, with the eight-speed auto adding $1,595 to the 2019 Wrangler Unlimited Sport S’ $40,745 (plus freight and fees) base price, with this Unlimited Sahara starting at $44,745 and the top-line Unlimited Rubicon getting a $47,745 retail price (a base two-door Wrangler S can be had for $33,695). You can also pay $2,590 for a 2.0-litre turbocharged four-cylinder with electric assist that comes standard with the eight-speed auto, this more fuel-efficient alternative providing a bit less thrust at 270 horsepower, but more twist at 295 lb-ft of torque. I have yet to test this new engine so can’t comment, but have driven the six-speed manual and, while a very good gearbox, prefer life in this class of vehicle with an automatic, especially one as refined and quick-shifting as this eight-speed (check out all 2018, 2019 and 2020 Jeep Wrangler prices, including trims, packages and individual options, plus manufacturer rebates and dealer invoice pricing at CarCostCanada, where you can now save up to $3,500 in additional incentives on a 2020, or $4,000 on a 2019).

The autobox gives the 3.6 better economy too, with a rating of 12.9 L/100km in the city, 10.2 on the highway and 11.7 combined compared to 13.8 city, 10.1 highway and 12.2 combined for the manual, while the four-cylinder option leads the pack with a claimed rating of 10.9, 10.0 and 10.5 respectively. As for the upcoming 2020 model year, Jeep will soon answer my many requests by providing its 3.0-litre V6 turbo-diesel as part of its Wrangler lineup. The engine makes 260 horsepower and a substantial 442 pound-feet of torque, while fuel economy should even be thriftier than the current 2.0-litre turbo’s results. The only complaints will come from 4×4 purists, because the diesel will only be available with this long-wheelbase Unlimited model, the more off-road capable regular-wheelbase Wrangler to remain gasoline-powered only.

Saving the best for last, the Wrangler is the quintessential 4×4, with few rivals even trying to measure up. In fact, pickup trucks aside, the Wrangler is the only serious compact off-roader available from a mainstream volume brand, and will remain so until the Bronco arrives. Chevy and GMC stopped building their small pickup-based Blazer and Jimmy in 2005, but that little SUV never quite matched up to the Wrangler’s 4×4 capability, while Toyota’s FJ Cruiser said sayonara from our market in 2014. Likewise, Nissan’s Xterra was gone from our shores in 2015, leaving the venerable Wrangler to scoop up those 4×4 buyers it didn’t already have.

Of course, I took my Wrangler Unlimited Sahara tester to a local off-road playground I utilize regularly, and it performed flawlessly. All the mud and standing water was a cakewalk for this capable ute, reminding me that the even more robust Rubicon is probably overkill for most peoples’ needs (although it looks awesome). Once on dirt I slid the secondary low gear lever into its 4H (four-high) Part Time position, the first 4H position meant more for slippery pavement or gravel, which allowed me to cruise over the less challenging trails.

When mucking through thick mud and deep water I engaged 4L (four-low), at which point its secondary set of gears provided all the crawling traction needed to safely, securely pull me out of most any situation. I’ve tested the JK over much more harrowing terrain, the aforementioned Rubicon Trail being one of many off-road encounters, and it always proved a reliable companion. I can only imagine how much more enjoyable Cadillac Hill would be with the new model’s improved suspension, but alas this will need to wait for a future drive, hopefully powered by the upcoming turbo-diesel.

No doubt that future Wrangler will be the best ever created, but it’ll need to be very special to beat this current model. If you haven’t driven a Wrangler in a long time, possible due to memories of harsh suspensions and hostile surroundings, I highly recommend some time well spent in this new model. Even if you tested the old JK a year or two ago and found it a bit too rough around its edges, don’t let that experience discourage you from giving the new JL a chance.

Lastly, here’s some sound business reasoning for choosing a Wrangler over any other vehicle currently available. According to ALG, the world’s best-known 4×4 has the highest residual value in Canada’s entire automotive sector, with the four-door Unlimited only losing 30-percent of its value over three years, and the two-door version’s value dropping by just 31.5-percent over the same period. On top of this, the Wrangler won the Canadian Black Book’s 2019 Best Retained Value Awards in the Compact SUV category for the 9th year in a row, while this year it achieved a new retained value record of 91 percent (Jeep also achieved the best retained value position with the Renegade in the Sub-Compact Crossover category).

This means the Wrangler doesn’t only have to be about what you want, but can also justifiably represent what you need. In other words, the Jeep Wrangler is quite possibly the most intelligent automotive choice available today.

News & Reviews- Tag: Trail