Ram Truck Releases 2015 Trailering Capacity For 1500-3500 Pickups; Tow Ratings J2807 Compliant
Ram Truck Announces Industry’s Broadest Alignment with Society of Automotive Engineers (SAE) J2807 Towing Standards Across All Pickup Truck Segments
Beginning with the 2015 model year, Ram will become the first automaker to adopt the Society of Automotive Engineers (SAE) J2807 standardized tow rating practices across all three fullsize pickup truck segments, including the ½-ton Ram 1500, ¾-ton Ram 2500 Heavy Duty and one-ton “King of the Hill” Ram 3500 Heavy Duty.
“Because our customers asked for it, every single 2015 model year pickup truck Ram sells will come with a trailer-tow rating achieved using SAE’s J2807 testing protocols,” said Reid Bigland, President and CEO – Ram Truck Brand. “No other automaker can make that claim.”
“Ram Truck has been preparing for integration of the SAE towing standard over the past few years and adding heavier ¾ and 1-ton trucks to the criteria gives it more teeth,” said Mike Cairns, Director- Ram Truck Engineering, Chrysler Group LLC.
“For too long, an uneven playing field existed and towing capacities went unchecked,” said Cairns. “We’re happy to be the only pickup truck manufacturer to align with the SAE J2807 towing standard across our pickup truck line up.”
The SAE J2807 towing standard outlines dynamic and performance criteria as it relates to a given vehicle.
Examples within the standard include a number of tests while towing: 0-60 MPH time allowance, tackling the notorious Davis Dam Grade while maintaining no less than 40 MPH for single-rear-wheel trucks and 35 MPH for dual-rear-wheel trucks, a constant radius understeer test while increasing speed and a sway maneuver using aggressive steering input.
The purpose is to put all trucks through the schedule of J2807 tests in which operators will likely see in the real world. SAE standards have existed in a number of other areas including engine torque and horsepower.
2015 Ram SAE J2807 Tow Ratings
Ram 1500 V-6 with 3.6-liter gasoline Pentastar: 7,600 pounds
Ram 1500 V-6 with 3.0-liter EcoDiesel – 9,200 pounds
Ram 1500 V-8 with 5.7-liter gasoline HEMI – 10,650 pounds
Ram 2500 V-8 with 6.4-liter gasoline HEMI – 16,300 pounds
Ram 2500 with 6.7-liter Cummins diesel – 17,970 pounds
Ram 3500 V-8 with 6.4-liter gasoline HEMI – 16,420 pounds
Ram 3500 with 6.7-liter Cummins diesel – 30,000 pounds
When I pulled up to house in the Obsidian Blue Pearl Honda Pilot, my wife walked out the front door and said, “Wow. That’s a beautiful color.”
Usually, most people’s first impressions of a new vehicle are a statement targeting its styling, size or sticker price. Not its color. That says a lot about the 2014 Honda Pilot.
Honda continues to stick to its guns on this midsize SUV, staying with the van-like interior features while retaining the dated boxy exterior.
Boxy isn’t bad; after all, it’s a minivan in disguise, and it is aimed at attracting growing families.
Color aside, I found the Pilot appealing to a growing family. The high-end Touring 4WD model I was testing is priced less than similarly-equipped Ford (Explorer), Nissan (Pathfinder), Dodge (Durango), Nissan (Murano), Chevy (Traverse) and GMC (Acadia) competitors.
PILOT ON THE ROAD
The loaded Touring comes with a leather-clad interior, third-row seating, a healthy 250hp V6 and Honda’s version of all-wheel-drive for $42,250 as tested.
There aren’t any options because the Pilot Touring is pretty well loaded. It’s also pleasant to drive.
True to minvans, the second and third-row 60/40-split bench seats, can be folded individually, or as entire rows, leaving a flat cargo floor that swallows a lot of stuff.
The steering is light, the brakes good. Visibility is what you’d expect from an SUV, but the saving grace is the rear camera system, which shows all.
I found the interior, although leather, to be a bit harder in both looks and touch than I personally like.
The seats reminded me of every economy-class airplane seat I’ve spent time in over the past few years, and legroom in the third-row makes those same airline seats look roomy by comparison. (Which is to say, the third-row seats are best suited for the little darlings.)
Speaking of airplanes, when I first slid into the driver’s seat and looked at the center console, the rows and rows of knobs and buttons instantly reminded me of what pilots look at when they buckle in an older plane.
The vast array is intimidating. But after you spend a little time with the owner’s manual and playing with the controls, they actually make sense.
When it comes to power, Honda makes a fine engine. The 250hp 3.5L V6 starts feeling its oats around 3,000rpm and stays strong to nearly 6,000rpm.
That’s twisting it a lot for most drivers.
But when one wants to pass or merge faster-flowing traffic, it’s nice to know the engine will get you to speed rather quickly.
Acceleration is mid 8-second to 60mph and another eight to get to the end of the ¼-mile. That kind of performance puts the Pilot into the good grocery getter and family transporter class. Load the family hauler up with a full complement of passengers/cargo and it’s not quite as responsive, yet it’s still fun to drive.
Fuel economy hovered between 20-21mpg in my combined city and highway driving, which is on track with the EPA numbers.
TRACTION AND TOWING
The normally front-wheel-driven Pilot utilizes Honda’s VTM-4 (Variable Torque Management 4WD System) to automatically transfer power form the front wheels to the rear as needed.
When the slightest bit of traction is lost up front, VTM shifts power to the rear. If more traction is needed, a push of the VTM-4 Lock button on the console just forward of the shift lever increases torque to the rear wheels-but only up to 18mph – or if you shift into 3rd or higher gears.
VTM-4 works well in snow, sand, light mud and heavy rain. It’s a nice safety feature Snow Belt and Coastal buyers will find quite beneficial.
The Pilot will also function nicely for towing a couple ATVs, personal watercraft, or a smaller boat. Its tow capacity is 3,500 pounds and it handles those lighter trailered loads easily.
Another plus for the growing family with an active lifestyle.
I like the Pilot. It’s practical and well built. I’m sure Honda will be bringing a more modernized version of the Pilot to market sometime soon.
For now, however, Honda loyalists who just can’t see themselves driving an Odyssey minivan will find the Pilot delivers a lot of value for the money—and the Touring model adds just enough luxuriousness to make one feel the money was well spent. – TTD/Bruce W. Smith
Road Test: 2015 GMC Sierra Denali 2500HD Crew Cab 4×4; towing from the seat of power luxury
by Bruce W. Smith
Savvy RVers pulling 5th wheel or gooseneck trailers, and boaters trailering anything larger than a 26-footers, know the go-to tow vehicle is a heavy-duty diesel pickup because they have the power and towing stability to safely manage 7,000-pound-plus trailers with ease.
There’re a handful of excellent ¾- and 1-ton trucks from which to choose.
But if you are looking for one that provides muscle with the elegance and comfort of a high-end luxury car, you’ll be hard-pressed to find one better than the 2015 GMC 2500HD Denali. It has more power under the hood than most big rigs and an interior that’s roomy, refined and quiet.
The combination is what sets GMC’s Duramax-powered flagship apart from lesser-equipped heavy-duty Sierras.
Its leather-appointed interior easily accommodates four adults, two in leather-appointed front bucket seats and two more in the split-rear bench with its nicely contoured outer seats. (The center position can accommodate a third person, but it serves best as console/armrest.)
GMC’s Denali package is just a step above a fully optioned SLT, adding wood trim, projctor LED headlights, heated/cooled front seats, unique grille and full-on electronics package with all the newest in safety and sound features.
The model I tested was optioned with dual 150-amp alternators ($295) and the Duramax Plus option $8,845) that includes not only the 6.6L diesel and 6-speed Allison automatic, but also lane departure warning that vibrates the driver’s seat, and forward collision alert electronics.
Does one need the added safety alert features? Maybe not, but they do help keep tired/inattentive drivers more focused.
My test truck also included a power sunroof ($995), 20-inch tires ($200) on forged aluminum wheels ($850). The power camper mirrors ($55), which I highly recommend, rounded out the option list.
In total, the $53,740 base MSRP swelled to $64,575 when all was said and done. Is the Denaili worth the price? If you want a luxury tow vehicle, absolutely.
GM’s vaunted 6.6L Duramax, which is now making 397hp and 765 lb.-ft. of torque, is smooth and strong from off-idle to full throttle. It’s a wonderful beast.
The 6,900-pound truck rockets up on-ramps and will 60mph in 7.8 seconds.
Keep your foot in it and you’ll hit a ¼-mile in 16.0 seconds @ 86.4mph.
In comparison those unladen numbers are better than recent Ram and Ford 2500 diesel and gas 4×4 models I’ve tested. Put a trailer in-tow and it will not disappoint:The Denali 2500HD is built for towing, whether short distances or cross-country.
GM now rates it for a 13,000-pound trailer under SAE J2807 specs with or without using a weight-distributing hitch. The Denail can also carry up to 17,400-pound 5th wheel or gooseneck trailers, and haul more than a ton in the bed as long as the Gross Cargo Weight Rating (GCWR) doesn’t exceed 24,500 pounds.
Fuel economy is another area I find the Sierra 2500HD impressive. I drove the Onyx Black crew cab over a 110-mile interstate test loop at 70mph where the Duramax averaged 19.6mpg. Driving it around town the fuel economy hovered north of 15.1.
Those numbers give it a cruising range of roughly 700 miles and 540 in easy city driving.
I spent a week driving the 2015 Denali HD and looked forward to every chance to be behind the wheel. The interior design and packaging is first class. It’s roomy and comfortable. It’s remarkably quiet on the road. And it has all the electronic bells and whistles we demand these days with plenty of USB and 110V charging locations to keep you plugged in the entire trip.
Is GMC’s flagship 4×4 pickup for everyone? Absolutely not; it’s only for those who demand the best and like to tow with a truck that pampers its occupants and oozes with richness.
Noisy Mazda3 S-Touring Hatchback Interior Brought Under Control With Boom Mat Sound Deadening Material Install
I love the way my 2014 Mazda3 S-Touring hatchback performs. It’s sporty, handles great, delivers excellent fuel economy, and has the crisp design of a luxury sports sedan.
But the interior noise it generates over the road grates on you after the first week in the car, overshadowing it’s positive attributes.
Most Mazda3 Hatch owners let the noise slide, cranking up the stereo system to over-power the road ruckus.
I’m not one of those.
Instead, I turned to Ohio-based Design Engineering, Inc. (DEI)- a company that has specialized in vehicle acoustic control for decades.
Their flagship product is Boom Mat. It’s a noise barrier material made with an aluminum surface on top of a viscoelastic polymer designed to dampen vibration.
A special adhesive backing keeps it in place over a wide range of temperatures and it adheres to any clean surface.
Boom Mat comes in 12.5″x24″ sheets. I used a box of 20 for my car.
For added sound deadening and insulation, I installed DEI’s new under carpet material called UC Lite. It’s a 1/2-inch thick composite material developed to both insulate and deaden sound.
My Mazda3 required every inch of the 54″x72″ UC Lite material I’d ordered.
I ran sound numbers before and after the installation of DEI’s sound deadening products.
At 70mph on the interstate the interior noise level fluctuated between 71-76 dB, depending on the road surface.
After installation those numbers dropped to 68-72 dB.
A 3 dB drop in noise levels inside a small car like the Mazda3 Hatchback is very noticeable.
Now the doors thud instead of pinging when closed; conversations can take place without raising one’s voice; you don’t go deaf driving through the car wash; the voice-activated Mazda system actually works; the stereo system sounds more pure; and you get the overall sense of driving in a much higher quality car.
The gallery below shows the highlights of the installation. It’s straight forward and easy to do in a day.
SPECIAL THANKS: Design Engineering, Inc; 800-264-9472
Limited-Edition “Reaper” Silverado Arrives At Select Chevy Dealers
Sales are brisk for the limited-edition Reaper™, a performance off-road edition of the 2014 Chevy Silverado 1500 pickup with up to 550hp that is now arriving at select General Motors dealerships nationwide.
Co-developed by Lingenfelter Performance Engineering and Southern Comfort Automotive, the specialty pickup truck offers drivers enhanced muscular styling, an eye-attracting street presence and amped-up off-road performance.
“The Reaper blends Lingenfelter’s legendary performance engine tuning and suspension know-how with Southern Comfort Automotive’s expertise in custom styling for a truly unique and exciting vehicle,” said Mike Copeland, vice president of operations, Lingenfelter Performance Engineering.
Matt McSweeney, president, Southern Comfort Automotive, adds that the combination of engine performance and off-road capability offered by the Reaper is drawing a lot of consumer interest.
“This vehicle is already creating a lot of excitement on dealer lots,” says McSweeney. ” OurGeneral Motors dealers are looking to increase the number of Reapers they have available since this custom truck is such a big draw.”
The modified Chevy Silverado comes in red, white, gray and black with a long list of standard features including a three-inch lift, long-travel off-road suspension, Fox Racing shocks, 20-inch exclusive Reaper wheels mounted on General Grabber LT tires and a Lingenfelter performance exhaust system.
The Reaper’s style is enhanced with a custom hood fitment and grill assembly, high-clearance front bumper, wide-body fender flares, a wheel-to-wheel rock guard with removable side steps and high-profile exterior Reaper badging.
Custom lighting includes integrated LED driving lights, side front fender marker lights and an integrated off-road flood light system.
The interior is embellished with embroidered headrests, door panel accents, a gauge package and an auxiliary switch panel for flood lights and additional accessory upgrades.
Available upgrades include a Magnuson TSV1900 Supercharged 475hp 5.3L or 550hp 6.2L tuned engine, a 17-inch beadlock off-road wheel and General tire package, bold Reaper graphics and a frozen matte paint finish.
The 2014 Chevy Silverado Reaper edition carries a three-year 36,000-mile warranty on Lingenfelter upgrades* and Southern Comfort Automotive restyled parts.
Bi-Fuel CNG/Gas Option Brings Added benefits To Some GM Heavy-Duty Pickup Buyers
by Bruce W. Smith/Editor
Alternative fuel options are starting to catch on around the country. Most of the early adopters are commercial fleets and businesses that don’t need a lot of flash or creature comforts in their work vehicles.
But that hasn’t stopped the Big Three from making the propane autogas and compressed natural gas (CNG) pickups appealing to RVers, boaters, and others who put on a lot of miles a year and want to save in fuel costs.
Chevrolet’s 2015 bi-fuel (CNG/gas) Silverado LT is one of those vehicles. The Crew Cab 4×4 model I tetsted is nicely appointed on the interior with cloth buckets up front, a split bench in back, and just enough of the creature comforts to make life on the road pleasant summer or winter.
Refueling is easy, too. Other than watching a one-minute orientation video on the Clean Energy Fuels’ filling station pump screen before I get a PIN, and snapping the fuel pump’s round fuel line connector to the male receptacle on the tank, there’s really no drama or mystery to the CNG fueling process.
The first trip to the fueling station took less than a minute to put 11.7 GGE (Gasoline Gallon Equivalent) into the truck’s in-bed CNG fuel tank, which looks like a black diamond-plate tool box.
Once it’s filled, the next step is to tap the CNG switch at the far end of the row of auxiliary switches along the bottom of Silverado’s center console.
When you do that the onboard computer pops the CNG fuel gauge’s bar graph on the digital dash display. If the bar is blue all the way to the full mark, the tank is full.
If CNG toggle switch’s indicator light blinks for a few seconds, then remains on, it indicates you’re good to go.
The bi-fuel CNG GM uses two different engine control systems, or ECMs, instead of one like an ordinary pickup.
Using two separate ECMs was the only way the GM engineers could optimize the driving characteristics of the two very different fuels.
The CNG module has different engine and transmission calibrations than the module on the gasoline side: Injector durations and flow, engine timing, transmission shift points and a host of other calibrations have been changed to meet stringent EPA emissions goals.
Driving the 2500HD on CNG is no different than when regular 89-octane E-10 flows through the 6.0L’s injectors: The engine is smooth and the exhaust quiet.
Where I feel the difference between running on gas and CNG is when you really lay the throttle down.
That’s when the power difference between the fuels is readily apparent. The GM 6.0L V8 makes a respectable 360hp on gasoline, but drops 59 of those horses when CNG runs through it.
GM CNG engineer, Mike Jones, says the drop in power is a result of tuning the engine so it meets EPA requirements.
Although the BTU of CNG is closer to that of diesel than E-10 unleaded, Jones says the current engine technology in the way the gaseous fuel is delivered doesn’t take full advantage of that energy.
“When we first began experimenting with CNG engines they made better horsepower and fuel economy than they did running on gas,” notes Jones reflecting back several years. But we have to meet certain emissions criteria and that has an adverse affect on both power and mpg.”
CNG VS UNLEADED MPG
Consequently, when the CNG switch is activated the Silverado takes a 20-percent hit in both horsepower and fuel economy as the trade-off for running an environmentally clean fuel.
I saw 15.1 mpg running the truck on E-16 gasoline on the 108-mile round-trip stretch of relatively flat I-10 I use for testing fuel economy between Gulfport, Mississippi and Pascagoula, Mississippi.
The run is at a steady 70mph on cruise control. Switching over to CNG the fuel bar and the percentage readout above it showed 45-percent left in the tank at the end of the same round-trip test.
That’s the equivalent of 11.6 mpg. At that rate the range on the 17GGE CNG tank should be almost 200 miles.
But that’s not how CNG works. In today’s CNG vehicles the capacity on the tank is not the useable capacity: The useable capacity is about 2/3 of the tank’s rating, or in this instance, 12 GGE with a driving range of about 140 miles.
CNG TANK CAPACITY
That’s because CNG is under tremendous pressure (3,000-3,600psi) and the fuel tank needs to stay at that pressure for the fuel system to work.
As there’s no internal fuel pump, like in a gas tank, when the CNG internal pressure drops below a certain pressure threshold, the system shuts down.
The bed-mounted tank on the Silverado 2500HD has a useable CNG capacity between12-13 GGE — not 17 as indicated on the spec sheets.
So instead of a 200-mile operating range on CNG, it’s really closer to 140-150 miles – and that range varies depending on how warm (or cold) it is outside, which affects the pressure inside the fuel tank.
When the CNG ECM shuts the system down the onboard computers truck automatically switche back to gasoline.
The changeover happens seamlessly and the only visual indicators being the light on the CNG switch blinks and the familiar gasoline fuel gauge reappears on the dash.
RIDE, HANDLING & COMFORT
As for the Silverado 2500HD Crew Cab LT is a very comfortable package. The steering overall handling are excellent, the loaded ride stable, and there’s very little road or wind noise in the cab at interstate seeds.
I noticed a little rear suspension kick unloaded, exaggerated when the LT tires are inflated to their 80psi max-load pressure rating.
Drop pressures down to 50psi and the ride is much nicer. The truck also has excellent brakes, and even rolling on work truck LT tires it was one of the best stopping pickups I’ve tested, netting a 60mph-0 distance of 140 feet.
As for interior highlights, the base LT-trim Silverado 2500HD should never get a complaint.
The cloth seats are comfortable, storage space is abundant with a full-width storage tray under the split-60/40 rear bench seat, and there’re enough creature comfort amenities, from Bluetooth to GM’s MyLink, to make time in the cab pleasant for all.
CNG A GOOD OPTION
Is the CNG bi-fuel Silverado HD worth it? The answer to that lies solely on one’s expectations: If CNG is readily available, the GGE price is low enough to offset the loss in fuel economy, then, yes, the cost of the $9,500 CNG package makes sense.
Otherwise, if bi-fuel and being environmentally friendly, it’s probably not a good option at this time compared to opting for propane autogas.
Toyota bumps up the luxury quotient with the 2014 Platinum-level 4×4
By Bruce W. Smith
When I first saw the double-barrelled goat trail the Toyota guys called a road, I wondered just how far along we’d get into the deep woods before their latest iteration of the Tundra 4×4 is was driving would get stuck.
Fifteen minutes later I was emerging from the muddy road none the worse for wear and without any assistance other than from the Tundra 4×4′s traction-control system.
The 2014 Tundra Crew Max had performed equally well a few hours earlier when I’d driven it towing a 9,700-pound equipment trailer over curvy, hill country back roads and one short run down the local interstate.
It was stable as could be, and quite comfortable with a lot of ponies on tap from the Tundra’s 381hp 5.7L i-FORCE V8 and six-speed automatic.
Anyone that’s spent seat time behind the wheel of Toyota’s Tundra knows it’s not a poser. It’s a well built, spacious and powerful ½-ton.
Although astute Tundra owners will notice minor body design changes to the hood and grille of the 2014 model, and small tuning changes to the suspension, underneath it all it’s the same as a 2013.
What’s different is the high-end trim levels (Platinum and 1794) Toyota added to compete against the Big Three’s premium offerings. When it’s applied to a 2014 Crew Max you get Lexus-like luxury.
Add nearly eight inches more space between the front and rear seat than the standard Double Cab model and you have an excellent people mover – or that extra cab space to haul more stuff to the job or on those weekend outings.
The trade-off for the longer cab is a short 5’6″ bed and slightly reduced towing capacity.
Although most ½-ton owners never pull big trailers, the Crew Max 4×4 is at a slight disadvantage compared to its stablemates with a max towing capacity limited to towing 9,000 pounds where as the Double Cab can pull 9,800 pounds.
(Note: All Tundras require the use of a weight-distributing hitch on trailered weights exceeding 5,000 pounds.)
Towing or unladen, the Tundra’s 381hp 5.7L i-FORCE V8 and six-speed automatic is a really strong package, outrunning all of the competitors 5.oLs I’ve tested to date in a drag race—and out stopping them on the other end.
My test numbers from Gulfport Dragway on the Mississippi Gulf Coast revealed the 5,800 pound 4×4 clips 60mph in just 7.2 seconds and rolls through the ¼-mile in 15.4 seconds at 92mph. That’s quick for a 4×4 pickup.
And it’s muscular exhaust note sounds pure all the way.
That performance is due in part to the 4.30:1 axle ratios and the close ratio of the six-speed automatic.
That gearing gives a stout launch and smooth power transitions during shifts, which translates into a good tow vehicle.
The Tundra’s weakest aspect: fuel economy. It’s average at best – and that’s if you drive very conservatively.
Toyota hasn’t made any significant changes to the engine since it was introduced years ago, and the 13/17/15 (city/highway/combined) EPA numbers match up with my real-world driving observations.
Steering is light, the brakes quick and firm, and visibility excellent to the front and sides. It’s a big pickup and you feel it behind the wheel.
Seating is firm and the power front seats have more adjustments than you’ll ever need. The plush interior is relatively quiet even at freeway speeds with just a little road or wind noise penetrating the cab.
I put more than 400 miles behind the wheel putting the 2014 Tundra to a variety of tasks from towing a 20-foot bassboat to doing a little off-road exploring.
The Crew Max 4×4 Platinum does it all with aplomb and in surroundings that make you feel deserving of such a nice truck.
Make/Model: ‘14 Toyota Tundra Crew Max Platinum 4×4
Mitsubishi bumps up level of luxury to mid-level SE; lighter body brings improved fuel economy with safety and traction added benefits
by Bruce W. Smith
When the spring thunderstorms hit the Gulf Coast the rain come down in a steady deluge that can bring traffic to a halt while covering roadways with a sheet of water in seconds. It’s a driver’s nightmare.
But as I found out during my time with the new Outlander SE with Mitsubishi’s Super All-Wheel Control (S-AWC) all-wheel drive system – a welcome feature previously reserved exclusively for the top-flight Outlander GT model – those traction worries are greatly reduced. It provides a welcome sure-footedness any driver would appreciate.
Derived from similar computer management system hardware found in the Mitsubishi Lancer Evolution, the Outlander’s S-AWC system includes sensors that monitor vital vehicle dynamics including engine torque, gear ratio, steering angle, longitudinal and lateral acceleration as well as yaw rate to deliver an exceptional degree of vehicle stability, traction and safety in both adverse and every day driving conditions.
Mitsubishi’s ES Outlander has a base MSRP of $22,995, which should make it attractive to younger families, while the SE S-AWC model I tested listed out at $32,720.
The biggest chunk of that higher cost, $6,100 worth, was for the SE Touring package.
The Touring package includes a host of safety features from lane departure warning and adaptive cruise control to forward collision mitigation and rain sensing wipers.
It also adds , and auto dimming headlights, the 7-inch touch-screen navigation system, high-end Rockford Fosgate audio package and leather interior.
That’s a lot of luxury for any mid-level vehicle – and it’s one of the big changes Mitsubishi brought into the Outlander for 2014.
Another area growing families on a tight budget will find appealing is how fuel-miserly the 2014 Outlander’s base 166hp 2.4-liter MIVEC four-cylinder engine is, providing an EPA 24 city/29 highway rating, one of the best in the crossover SUV segment. (The front-wheel-drive ES and SE models are rated at 25 city/31 highway.)
Driving some 250 miles in a week of combined city, rural and interstate driving, the Outlander SE S-AWC averaged 25.4mpg. Pretty strong numbers for a seven-passenger people mover.
It’s also priced very competitively against the RAV-4 and CR-V: starting net MSRP* of only $22,995, the new 2014 Mitsubishi Outlander compact crossover is one of the most fuel-efficient CUVs with standard 7-passenger seating in the North American marketplace at an EPA-rated 31 mpg highway (ES and SE FWD models).
As part of Mitsubishi Motors’ revised model lineup, the 2014 Outlander has a much crisper look than the previous model.
The most prominent feature of the exterior sheet metal is the new “streamlined front fascia, accentuated by a more urbane design that emphasizes aerodynamic efficiency” says Mitsubishi.
I’m not fan of the new look; it doesn’t hit any high notes to my eye, although the 200 pound lighter body and improved aerodynamics obviously help fuel economy.
Nor am I that enthralled with the interior. Yes, it’s leather and has all the right features from power seats to third-row bench seating.
The rear seat is definitely geared toward youngsters as legroom is near non-existent and takes an agile body to get back there past the tip/slide 2nd row seats.
On the other hand, second-row seating has excellent legroom and both second and third row seats fold flat, exposing a lot of open floor to carry cargo.
Driving the all-wheel-drive Outlander SE is fun. It has plenty of zip for a four-cylinder (the GT model comes with the 224hp V-6). You get up to freeway speeds with ease and dicing in and out of city traffic is a breeze.
But wind and road noise take some of the joy away. That noise is especially noticeable on rough asphalt or concrete sections of highway, or driving graveled country roads. (I became a big fan of the 9-speaker, 710-watt Fosgate sound system tooling around some local backroads.)
Overall in a very competitive market the Outlander SE S-AWC is it’s a very nicely appointed, sporty, fuel-efficient, moderately-priced compact crossover that would do its owners well in regions of the country where traction and safety features are paramount while keeping cost down.
RISE (Reinforced Impact Safety Evolution) Body safety cell construction
3rd row fold-flat seating
Automatic climate control air conditioning with micron filter
Heating ducts for 2nd row passengers
Electric assist power steering
Anti-theft engine immobilizer
Anti-theft alarm system
Dual-stage front air bag SRS with front passenger occupant sensors, curtain side air bags, driver’s knee air bag, and front seat mounted side-impact air bags
Power windows and door locks
Tilt & telescopic steering wheel
Remote keyless entry
Intermittent rear wiper with washer
Anti-lock brakes (ABS) with Electronic Brake-force Distribution (EBD)
Active Stability Control (ASC) with Traction Control Logic (TCL)
Tire Pressure Monitoring System (TPMS)
Hill Start Assist (HSA)
Speed-sensitive windshield wipers
SE adds over ES:
Leather-wrapped steering wheel and shift knob
FUSE Hands-Free Link System® with USB/iPod® port
140-Watt AM/FM/CD audio system with MP3 playback capability and 6.1-in. touch-panel display audio screen
Digital HD Radio®
High contrast meter with full color MID-display
Heated front seats
FAST-key passive entry system with push button on/off engine switch
Automatic front dual-zone climate control
18 in. alloy wheels
Available Super All-Wheel Control (S-AWC) all-wheel drive with Active Front Differential (AFD)
Outlander Options:Premium Package (SE and GT models) adds: Power glass sunroof; leather seating surfaces; power driver’s seat; power remote tailgate; 710-watt Rockford Fosgate® premium audio system with DTS® Neural Surround, PremiDIA® Surround and Dolby® Volume features with 9 speakers including 10-in. subwoofer (includes SIRIUSXM® satellite radio and wood grain appearance trim – SE model). Touring Package (SE and GT models) adds: 7-in. touch panel navigation system with real-time traffic; Adaptive Cruise Control (ACC) system; Forward Collision Mitigation (FCM) system; Lane Departure Warning (LDW) system, power glass sunroof; leather seating surfaces; power driver’s seat; power remote tailgate; 710-watt Rockford Fosgate® premium audio system with DTS® Neural Surround; PremiDIA® Surround and Dolby® Volume features with 9 speakers including 10-in. subwoofer; (includes SIRIUSXM® satellite radio and wood grain appearance trim – SE model).
When it comes to luxury full-size SUVs there’s nothing in the Big Three’s inventory that can hold a candle to the Lexus RX570 4×4 when it comes to off-pavement/off-road capability. In snow, mud, sand, rock and rugged terrain, it’ll surprise you with its tractive prowess.
The RX570 is body-on-frame truck platform of the Toyota Land Cruiser and is designed for serious off-road duty. Very few vehicles in the world can compare to Lexus’ most luxurious SUV in off-road capabilities.
But 99 out of 100 who are looking to by Lexus’ flagship SUV, which prices out around a cool $90,000, will never set a tire off pavement unless it’s to park at a polo field or the groomed grounds of the estate.
For the majority of RX570 buyers, it’s the go-to vehicle when they fly into their favorite ski resort, tow the water toys to the lake house, or take a client to the country club for a round of golf.
With a strong-pulling 383hp V8 under the hood, a towing capacity of 7,000 pounds, and an endless array of luxury features on the interior, the 2014 Lexus RX570 is perfect for such forays. It’s smooth and quiet, too.
The model I tested was a loaded version with leather, a bevy of passenger safety features, rear-seat entertainment, front-, side- and rearview cameras, power-folding third-row seats, navigation and Mark Levinson audio system on top of all else. The MSRP was $89,555.
But as they say in the popular home-reno reality shows, “It’s dated and in need of some major changes.” The interior and exterior styling lacks excitement.
The interior is cramped compared to crew-cab pickups and many other full-size SUVs; third row seating is just for kids; and the power-fold, swing-up to the side rear seats don’t really contribute to added cargo space.
I found it difficult to carry even two golf bags as they wouldn’t fit across the rear cargo area unless the third-row seats were folded up. Cargo capacity in the 112-inch wheelbase SUV is only 15 cubic feet, which is smaller than you’ll find behind the 3rd row of a Ford Explorer that has the same wheelbase.
On top of all else, there’s nothing new in the 2014 model, so if you are looking to get a good deal, focus on a 2013 if you can find one. (Lexus built less than 5,000 RX570s last year.)
Don’t get me wrong, it’s a lot of fun to drive. The Lexus is stealthy quick for a 6,000-pound SUV. My track testing at Gulfport Dragway on the Mississippi Gulf Coast showed it’s faster than Ford EcoBoost F-150 or Toyta Tundra through the ¼-mile with a 0-60mph in 6.9 seconds and 15.0 sec@ 92.8mph.
The eight-passenger RX570 also has excellent stopping power, coming to a stop in 120.7 feet from 60mph.
The downside of such great performance is the 5.7L V8 gulps a lot of fuel. The EPA rates it 12 city/17 highway. I saw 15.6mpg combined city/hwy and around 12 in moderate city driving with a light foot. Those are disappointing numbers in this day and age.
Another bummer is Lexus recommends premium fuel, which further adds to cost of ownership.
My take: If one needs an 8-passenger SUV that is built really well, provides excellent interior isolation from road and exterior noises, takes potholes and bumps smoothly, is fast when needed, can go more places than you’d ever dare to take it, and want to make a statement you can afford whatever you want, this is the vehicle.
Overall there seems to be a lot of “blue sky” in the price of this SUV. Buyers are paying a whole lot for the Lexus name and cache; it’s a dated and over-priced vehicle compared to its premium-level SUV competitors from Ford and GM.
If you want the off-road capability, Toyota’s Land Cruiser is a much more suited and just as capable for a lot less money. You could also do better with the Mercedes-Benz GL-Class, Infinity QX80 and Range Rover SUVs for price and on-road performance.
Likewise, should you just want a luxury SUV that can carry up to eight, the 2015 GMC Yukon Denali, Cadillac Escalade or Lincoln Navigator would be a better fit without sacrificing power, spaciousness, comfort or handling.