Welcome to the 2009 Four Wheeler of the Year competition, where brand-new sport/utilities compete for the title on a 500-mile test of ultimate capability through pavement, track, and trails.
The eligibility requirements are simple. Each vehicle is invited to participate based on it being all new or substantially revised for the upcoming model year. Each vehicle is also required to have a two-speed transfer case, have a production run of at least 1,500 vehicles available in the U.S., and must be available to the consumer by February 15, 2009.
This year's field of five included the Kia Borrego, Lexus LX 570, Nissan Xterra, Suzuki Grand Vitara, and Toyota Sequoia. General Motors declined our invite for the Chevrolet Tahoe Hybrid.
We score each of the vehicles based on five weighted categories that include Trail Performance (30%), Empirical (25%), On-Pavement (20%), Interior (15%), and Exterior (10%).
Kia's newest foray into the four-wheel-drive world is its midsize Borrego SUV. It is considered by Kia to be an affordable luxury SUV. The Borrego offers body-on-frame construction, seven-passenger capability, and, as in our tester, an optional 337hp/333-lb-ft 4.6L DOHC V-8, backed by a six-speed automatic transmission. A 276hp 3.8L V-6 is also available. The as-tested asking price of our Borrego was an ambitious $39,295. Knowing how well the Sorrento does on the trail, we had high hopes for the Borrego.
Unfortunately, Lexus was unable to meet the time requirements for the LX 570 last year, so they took us up on their re-invite for this year's test. If you are familiar with the Toyota Land Cruiser, then you'll have a good idea of the excellence that the Lexus LX 570 starts with. Replacing the LX 470 in the Lexus lineup, the LX 570 is now packing the 5.7L DOHC V-8 from the Tundra underhood with Toyota's superb six-speed automatic transmission. In the LX, output of the 5.7L is rated at 383 hp and 400 lb-ft of torque. Buying one equipped like our tester will set you back an ATM-draining $80,750.
Suzuki Grand Vitara
We have been chasing the current generation of the Nissan Xterra around for the past few years, and we've never been able to land one in any of our FWOTY competitions. For 2009, the Xterra receives a mild interior and exterior freshening and an Off Road package with a few new goodies, such as cargo-rack-mounted roof lights. The rest of the package, including 32-inch tires, Bilstein shocks, and a rear locker, remains intact. So, once again, we invited the elusive Xterra to our test and this time Nissan delivered. With 261 hp and 281 lb-ft of torque coming from the 4.0L DOHC V-6, the Xterra is no slouch. Our tester had the five-speed automatic transmission and came with an agreeable as-tested price of $30,235.
The Suzuki Grand Vitara has always been a great little SUV, packing tons of value in a compact package. Now that compact package is packing. New for 2009 is a 230hp, 213-lb-ft 3.2L DOHC V-6, with a five-speed automatic, replacing the efficient if not somewhat anemic 185hp 2.7L V-6 from last year's model. We have always been fans of the little Grand, and were excited to see Suzuki reinvesting in the platform. Talk about value-our Grand Vitara had the lowest as-tested price in the group at $25,863.
The last entry in our field of five is the all-new Toyota Sequoia, still sharing a platform with the Tundra fullsize pickup and now a gargantuan size. The Sequoia's main difference is an independent rear suspension; otherwise it shouts "Tundra" just as loud as the pickup does. Our Sequoia was the new top-tier Platinum edition and also came equipped with Toyota's 5.7L DOHC V-8/six-speed automatic combo. In the Sequoia, the engine is rated at 381 hp and 401 lb-ft of torque. Our Toyota's as-tested price will lighten your wallet by $58,765.
With the vehicles ready and testers anxiously awaiting the start of the competition, we headed off to the Auto Club Speedway in Fontana, California, to perform acceleration and braking tests.
As the staff took bets on which rig would be grabbing acceleration honors, it came down to the Lexus edging out the Toyota with a 0-60 time of 7.14 to 7.56 seconds. Our Sequoia wasn't equipped with the optional trailer towing package, so it was saddled with the tall 3.06:1 final drive ratio, instead of the 4.10:1s. The armchair racer in us says that a Sequoia with the shorter gears is good for a sub-six-second run, if you are into that sort of thing. Also in the hunt was the Kia at 7.75 seconds, with only a gooey 1-2 shift holding it back. The Kia did, however, run the engine to redline in every gear. The Nissan was right behind with a run of 8.02 seconds, followed by the Suzuki at a puzzling 9.4 seconds.
At the end of the quarter-mile, the Lexus was still just ahead of the Toyota with a time of 15.42 vs. 15.74 seconds. However, the Toyota was a nose faster at 89.76 mph compared to the Lexus trap speed of 89.29. Talk about a close one. Once again, the Kia was in the mix at 15.97 seconds at 86.32 mph. The Nissan posted a very strong 16.11 seconds at 85.10 mph, showing it didn't give up much to the big V-8s in terms of power. Rounding out the group was the Suzuki with 16.95 seconds at 80.22 mph.
The final test at the track was 60-0 braking distances, which were surprisingly all within a car-length of one another, with the Kia's momentum-defying 133.29-foot distance taking the top honors. The featherweight Suzuki scored a 138.42-foot stop, followed by the Lexus at 139.5 feet, the Nissan with 141.67, and the Toyota with a still impressive 145.39.
As part of each Four Wheeler of the Year competition, we pack on the highway miles, not only to get to our trail testing locations, but to see how the vehicles would respond in everyday life.
First impressions of the Kia had our testers praising the cabin size and comfort, not too big, but with just enough room. The front seats may have been the most comfortable in the test. The dash materials were nicely grained, featuring soft-touch materials. However, we felt the expanse of light grey was a little much, visually cheapening an otherwise nicely executed interior.
On the pavement, the Kia was a pleasant ride, but nothing exceptional. It was quiet enough, rode well enough, and was dynamically competent, but despite its willing engine, it just didn't do anything that would set it apart from the crowd. As one tester put it, "It just is."
At the other end of the spectrum, the LX 570 impressed at every turn. Loaded with luxury appointments and finishes, it was the vehicle to be in when covering lots of pavement. For such a big vehicle, the Lexus is responsive, has a vault-like noise level that inspires whispering and seats that we'd like in our living room. If there was one major flaw to the Lexus experience, it would have to be a near-useless navigation system when on the move. Instead of being able to change or gather information on the fly, the Lexus requires you memorize a list of voice commands to access the locked-down navigation system.
Out of the group, Nissan's Xterra proved to be the truckiest-feeling of them all, which some testers found endearing. They liked the fact that the Xterra feels like a beloved pair of old sneakers that are comfortable and familiar. Unlike some of the vehicles in this test, the Nissan was the easiest to just hop in and drive, requiring almost no learning curve to operate.
The changes to the new center stack are enough to give the dash a more up-to-date appearance, although the interior is still fairly pedestrian in look and feel. On the flip side, the Xterra has one of the most functional and usable interiors. At least the hard plastics are easily cleaned and don't scratch readily.
One comment repeatedly made about the Xterra was how relatively quiet the ride was, with no perceptible wind noise coming from the roof rack, making it quieter than the slick-topped Suzuki.
While it may not have been the quietest ride in the test, at least the Grand Vitara gives you a cockpit feel and great ergonomics with a very carlike seating position. The dash and lighting look great, but some materials could be a bit better. The Suzuki is engaging and fun to drive, but the engine becomes coarse in the upper third of the tachometer.
The Toyota Sequoia was a bit of a mixed bag for our testers. It offered, by far, the most interior room, with near Lexus-like luxury appointments including a silent ride that has to be within spitting distance from the LX 570 in terms of noise level and smoothness. We were also impressed with the compliance of the rear independent suspension; never did it feel too harsh or unsorted.
On the other hand, we had testers who found it difficult to get comfortable in the seats, and the Sequoia suffers from the same drawbacks as the Tundra with its wide cabin and expansive dash that has oddly spread-out control placement. Just operating the head unit requires leaning forward from the seating position. Like the Lexus, it also features a navigation system that limits function to almost unusable levels on the move if you are not familiar with the voice commands.
When it came to fuel economy over our entire test loop, the little Suzuki took top honors with an observed number of 17.96 mpg, while the Lexus saw 12.7 mpg over the same course. Splitting the difference were the Kia with a surprising showing of 14.73 mpg, compared with the Nissan's 14.84 effort and the Toyota's 13.61 mpg.
This year, our trail testing brought us back to some familiar territory, from the Four Wheeler hillclimb location to the sand dunes of Olancha to the rough terrain in and around the Mojave high desert. This year's competition was won and lost in the dirt.
It was a year of big rims and small tires, bringing about three flats on the rough terrain, including two to our Kia Borrego, which we had to abandon on the trail to find a new tire after the second Hankook sidewall pinch. The Borrego was the classic example of the wrong tires for the job. The hard compound would grip nothing, instead spinning into smoke while trying to climb the simplest obstacles. The Kia was also not helped by an unwilling four-wheel-drive system that inspired zero confidence and left the Kia to spin wheels in a futile attempt to gain traction that left it dug down to the frame more times than it ended with forward progress. It had to be babysat on the trail at every turn, always requiring a spotter and always threatening the need for extraction. The Kia was the only vehicle in the test that managed to get itself stuck in every off-pavement test venue.
Our Lexus was the only other vehicle to incur a flat, with its big 20-inch wheels and short sidewalls, but the chassis is simply incredible in the dirt. The suspension tuning is right on, and the Lexus was capable of speed in the desert you would more realistically expect from a vehicle modified in the aftermarket. The Lexus hardly ever bottomed out, and the structure was tank-solid through all types of terrain. The innovative Lexus Crawl Control, while quite noisy in its operation, worked fabulously in an intriguing display of point-and-shoot wheeling. The Lexus also had cameras that show a view wrapping around the bumper, helping the driver to avoid obstacles without the need for a spotter. If there is one thing the Lexus gives up, it is approach angle from its bulbous nose and fullsize girth that hampered it from completing our tighter, more technical sections of trail.
The surprise in the dirt was the Toyota. Despite it massive size, big 20-inch wheels, and IRS-a combination seemingly destined for disaster-the big Toyota completed everything we asked of it. There were no flat tires or body damage (although we can't say the same for the reshaped running boards). The traction control system, sometimes needing a few goes at it, worked well enough to get through some real tricky spots. The IRS was better than expected, eliminating axle hop in the sand and letting the big V-8 get all of its power to the ground. We think a true rear limited-slip would do wonders for this big guy, but as is, it exonerated itself quite nicely on trail, giving us confidence that the Sequoia would do just fine on a little family excursion to the back country.
The other vehicle we'd most likely take along in the backcountry would surely be the Nissan Xterra. With the excellent F-Alpha platform, designed with wheeling in mind, the Xterra showed its grit on the trail, often going ahead to scout the trail and yanking out other stuck competitors. In fact, the Xterra never got a flat or stuck throughout the testing process. The rear locker, great approach and departure angles, and well-tuned suspension meant the Xterra could be hustled through terrain and confidently tackle obstacles without reverting to the bypass as other vehicles had to do. If there was one complaint about the Xterra, it would have to be the lack of a rear tow point when the trailer hitch is not selected from the options list.
We voted the Suzuki Grand Vitara most likely to succeed "if it just had a couple of more inches of ground clearance." The Suzuki was fast and playful on smooth dirt roads, but the lack of clearance hurt it in the technical sections. In the dunes, the light weight of the Suzuki came into play again, going wherever we wanted and never fearing a stuck. We'd also like to see an ESP button that goes full off, because despite turning off the stability program, at a certain speed the Grand Vitara turns it back on in an apparent design to protect us from ourselves, sometimes cutting into the throttle when we needed it most and killing the momentum-and therefore the fun. But all in all, the Grand Vitara is a lot of bang for the buck, and is capable enough in the dirt that you want to forgive some of its shortcomings.
So with the testing complete, we added up the scorebooks and despite a tight race to the finish, the deserving rig in this test walked away with the 2009 Four Wheeler of the Year award.
5th Place Kia Borrego
What's Hot: Great engine, comfortable seats
What's Not: Gummy transmission, tires, trailability, price
Our Take: Kia should drop the low-range and market this as an all-weather vehicle
From The Logbook:
* "HVAC buttons take some figuring out."
* "Front seats are incredibly comfortable."
* "Belongs with soccer moms in mall parking lots."
* "Whoa! $40,000 for a Kia? I thought they were a value brand."
* "The engine is great-it is just let down by the slow transmission shifts."
4th Place Suzuki Grand Vitara
What's Hot: Compact size, value, fun to drive
What's Not: Needs more ground clearance, engine note is coarse
Our Take: An awesomely affordable choice if you need an affordable four-wheel drive
From The Logbook:
* "If I could own one of these rigs, this would be the one."
* "So simple and capable."
* "A little more ground clearance is all we need."
* "I like the new power, but the engine sounds strained at high rpm.
* "This thing gets great fuel economy."
3rd Place Toyota Sequoia
What's Hot: Giant interior, Lexus-like accommodations, awesome engine
What's Not: Giant exterior, expansive dash, visibility, front seats
Our Take: A fullsize SUV not afraid to take the family into the backcountry
From The Logbook:
* "A nice rig for families on the go."
* "I just can't get comfortable in these seats"
* "The Sequoia might actually be as quiet as the Lexus."
* "The drivetrain provides spectacular passing power on two-lane roads."
* "Adaptive cruise control-nice feature for long drives."
2nd Place Lexus LX 570
What's Hot: Lexus quality, luxury appointments, devours pavement miles, amazing chassis
What's Not: Price, minimal sidewalls
Our Take: Arguably the ultimate luxury wheeler
From The Logbook:
* "Awesome blend of luxury and function."
* "All of the technology is fun to use, but I always revert back to the old way."
* "So quiet and smooth, it was hard to stay awake while driving."
* "Stupid navigation is locked down at speed."
* "Finally, the boss got out of this so I could get some seat time." (You're fired.-Boss)
Throughout the test, the Nissan held its own in nearly every category, scoring well enough to consistently find a spot in the top half of the group, but where the Xterra shined brightly was where we think it counts most-in the dirt.
The Nissan, equipped with the Off Road package, truly holds the bar high for the competition with its rear locker, Bilstein shocks, skidplating, and 32-inch BFGoodrich Rugged Trail tires. It was clearly the most capable vehicle in this test, partly because of the Off Road equipment package, and partly because of its compact size.
We never had a flat or found ourselves stuck during the course of testing in the Xterra, and in fact it became the vehicle of choice for extractions and scouting out the trail ahead. Because of the confidence it inspired with its good visibility, excellent running ground clearance, and generous approach and departure angles, the Xterra rarely required a spotter. No matter the terrain, the Xterra proved to be a solid performer and one we easily built trust with.
Nissan's Xterra has always been a capable machine, aimed at the true enthusiast and with an as-tested price point of only $30,235, it is one of the best values in the market for those who want a vehicle that can do it all, earning this year's top spot as the 2009 Four Wheeler of the Year.
What's Hot: Built for the enthusiast, real trail credentials, great price
What's Not: Where is the rear tow point?
Our Take: Our 2009 Four Wheeler of the Year
From the Logbook:
* "All-around great performer, does everything well."
* "Interior looks and feels a bit dated, but is very useful."
* "The Xterra is great to just hop in and drive."
* "Had to pull the Kia out from the front, there is no rear hitch or tow point."
* "My choice hands-down for the trail."
Douglas McColloch, Editor
Money's no object to obscenely wealthy dudes like me, so among this year's testers, it's gotta be the Lex.... Then again, after looking at my latest 401k statement, maybe not.
OK, reality check: Like most of you, I'm more budget-conscious these days, too, and that's why I'm giving the nod to the Xterra. It might not be the cushiest long-distance cruiser (the Lexus, hands-down) or the sportiest little canyon runner (Suzukis rock), but for a combination of out-of-the-box trail prowess and acceptable street manners for a very reasonable price, it's a tough ride to beat in any 4x4 class.
Ken Brubaker, Senior Editor
My choice is the rig with the most aggressive tires of this bunch mounted on the smallest diameter wheels. It has a driver-is-king, no-nonsense electronic rear locker; a comfy real-world interior; and a psycho hyperactive V-6. And it looks pretty darn good. It has character. Yep, I'm going with the Xterra. Bonus: It has an affordable as-tested price of 30 grand.
Sean P. Holman, Tech Editor
I am drawn to the technology and industry-leading refinement of the Lexus, but for me you can't deny the Xterra's price of admission, especially when you consider everything Nissan gives you in the Off Road package, heck, you don't even need to go out and buy lights! For my hard-earned money, I'd have to go Xterra.
Robin Stover, Feature Editor
Given the current economic situation in this country and the rising price of fuel I would have to pick the Suzuki. I dig the simple layout of the interior and the way it just feels zippy.
If I owned one it would receive a mild suspension lift, 32-inch tires and some body armor. Otherwise the Grand Vitara provides all that I need for basic transportation and weekend wheeling fun. Greg Smith, Art Director
Boy, I hate to be obvious here, but among this group of so-called 4x4s, my personal pick would have to be the Nissan Xterra. I appreciate its utilitarian functionality and styling, its power output, and its driveability. However, if the Xterra were in my driveway, it would still need a few mods such as more tow hooks and removal of the mud flaps. The fact that the Xterra became our rescue vehicle during Four Wheeler of the Year says a lot.
Jason Gonderman, Online Editor
If I had to choose one vehicle from this year's FWOTY test to take home, it would have to be the Nissan Xterra. The Xterra has a great engine, good suspension, and most importantly a solid rear axle with a real locker. Don't get me wrong-all the electronic gizmos like traction control are cool and most work well, but there is no replacement for the real thing. Of course, if money were no object I would skip right over the Xterra and take the Lexus, but then again, who wouldn't?
Specifications As Tested
|Vehicle/model ||'09 Kia Borrego EX ||'09 Lexus LX 570 ||'09 Nissan Xterra Off-Road ||'09 Suzuki Grand Vitara XSport ||'09 Toyota Sequoia Platinum |
|Base price ||$32,995 ||$73,800 ||$29,340 ||$24,749 ||$55,600 |
|Price as tested ||$39,295 ||$80,750 ||$30,235 ||$25,863 ||$58,765 |
|Options as tested ||P265/65R19 Tires/chrome wheels (750); Premium package ($1,800); navigation system ($1,500); Luxury package ($1,500); destination ($750) ||Climate control seats ($890); Park Assist ($1000); Technology package ($4,200); cargo mat ($95); destination ($765) ||Floor mats ($115); Technology package (MSRP $1300, no charge promotion); destination ($780) ||Metallic paint ($115); floor mats ($119); cargo mat and net ($130); destination ($750 ||Rear seat entertainment system ($1,670.00); Cold Kit ($100); Dynamic Laser Cruise Control ($600); daytime running lights ($40); Emergency Assistance Kit ($70); destination ($685) |
|Type ||DOHC V-8 ||DOHC V-8 ||DOHC V-6 ||3.2L DOHC V-6 ||DOHC V-8 |
|Displacement (ci/liter) ||282.4/4.6 ||345.6/5.7 ||244/4.0 ||195/3.2 ||349/5.7 |
|Bore x stroke (in) ||3.60 x 3.40 ||3.70 x 4.02 ||3.76 x 3.62 ||3.50 x 3.37 ||3.70 x 4.02 |
|Compression ratio ||10.4:1 ||10.2:1 ||9.7:1 ||10.0:1 ||10.2:1 |
|Intake ||EFI ||EFI ||EFI ||EFI ||EFI |
|Mfg.'s power/torque rating @ rpm ||337@6,000/323@3,500 ||383@5,600/403@3,600 ||261@5,600/281@ 4,000 ||230@6,200/213@3,500 ||381@5,600/401@3,600 |
|Mfg.'s suggested fuel type ||Regular unleaded ||Regular unleaded ||Regular unleaded ||Regular unleaded ||Regular unleaded/E85 |
|Transmission ||ZF 6-spd automatic ||AB60F 6-spd automatic ||Jatco Ltd. IK-sw 5-spd automatic ||Aisin AW 5-spd automatic ||AB60F 6-spd automatic |
|Ratios: 1st ||4.171:1 ||3.333:1 ||3.842:1 ||3.520:1 ||3.333:1 |
| 2nd ||2.340:1 ||1.960:1 ||2.353:1 ||2.043:1 ||1.960:1 |
| 3rd ||1.521:1 ||1.353:1 ||1.529:1 ||1.401:1 ||1.353:1 |
| 4th ||1.143:1 ||1.000:1 ||1.00:1 ||1.000:1 ||1.000:1 |
| 5th ||0.867:1 ||0.728 ||0.839:1 ||0.717:1 ||0.728:1 |
| 6th ||0.691:1 ||0.588 ||n/a ||n/a ||0.588:1 |
| Reverse ||3.403:1 ||3.061:1 ||2.765:1 ||3.224:1 ||2.61:1 |
|Axle ratio ||3.357:1 ||3.909:1 ||3.357:1 ||3.583:1 ||3.061:1 |
|Transfer case ||Borg-Warner ITM full-time two-speed ||JF2A full-time two-speed ||Univance Corp. XI part-time two-speed ||Suzuki Hamamatsu full-time two-speed ||JF3A part-time two-speed |
|Low-range ratio ||2.480:1 ||2.618:1 ||2.625:1 ||1.97:1 ||2.618:1 |
|Crawl ratio ||34.7:1 ||34.1:1 ||33.9:1 ||24.9:1 ||26.7:1 |
|Frame ||Ladder-type ||Ladder-type ||Ladder-type ||Uniframe ||Ladder-type |
|Body ||Steel ||Steel ||Steel ||Steel ||Steel |
|Front ||Double-wishbone, coil spring with shock absorbers and stabilizer bar/Dymos Company 7.8-inch ||Independent, coil spring-type, double-wishbone, electro-hydraulic/Aisin-Warner SD22A 8.7-inch ||Independent double-wishbone, 33mm stabilizer bar, Bilstein shock absorbers/Nissan R180 AKAI 7.1-inch ||Independent, MacPherson strut/ Suzuki Seimitsu 7.87-inch ||Independent, high-mounted coil springs, double-wishbone, low-pressure gas-filled shocks, stabilizer bar/Toyota SD22A 8.7-inch |
|Rear ||Multi-link, coil spring with damper and stabilizer bar/Dymos Company 9-inch ||Four-link coil spring lateral rod-type, electro hydraulic/Aisin-Warner BD24A 9.5-inch ||Multi-leaf, 25.4mm stabilizer bar, Bilstein shock absorbers/Dana M226 8.9-inch, GKN Electronic Differential Locker ||Independent, multi-link/ Suzuki Seimitsu 7.87-inch ||Independent, coil springs, double-wishbone, low-pressure gas-filled shocks, stabilizer bar/Toyota FD25A 10-inch |
|Vehicle/model ||'09 Kia Borrego EX ||'09 Lexus LX 570 ||'09 Nissan Xterra Off-Road ||'09 Suzuki Grand Vitara XSport ||'09 Toyota Sequoia Platinum |
|Type ||Power rack-and-pinion ||Variable ratio, power rack-and-pinion ||Power rack-and-pinion ||Power rack-and-pinion ||Variable Flow Control power rack-and-pinion |
|Turns (lock-to-lock) ||3.5 ||Variable, 2.4 to 3.4 ||3.54 ||2.7 ||3.71 |
|Ratio ||17.97:1 ||16.6 to 20.7:1 ||20.4:1 ||14.0:1 ||17:3:1 |
|Front ||12.9-in. vented disc, dual-piston calipers ||13.4 x 1.26-in.vented disc, four-piston calipers ||11.65 x 1.1-in. vented disc, dual-piston calipers ||11.6-in. vented disc, single-piston calipers ||13.9-in. vented disc, four-piston calipers |
|Rear ||12.8-in. solid discs, single-piston calipers ||13.6 x 0.71-in. vented disc, single-piston calipers ||11.3 x 0.71-in. vented disc, single-piston calipers ||12.1-in. vented disc, single-piston calipers ||13.6-in. vented disc, single-piston calipers |
|ABS ||Four-wheel ||Four-wheel ||Four-wheel ||Four-wheel ||Four-wheel |
|Wheels (in) ||18x7.5 ||20x8.5 chrome ||16x7 ||18x7 ||20x7.5 |
|Tires ||P265/60R18 Hankook Radial RA07 ||P285/50R20 Michelin Latitude Tour HP ||P265/75R16 BFGoodrich Rugged Trail T/A ||P225/60R18 Dunlop AT20 Grandtrek ||P275/55R20 Bridgestone Dueler H/L Alenza |
|FUEL ECONOMY |
|EPA city/highway ||15/20 ||12/18 ||17/22 ||15/21 ||13/18 |
|Observed city/highway/trail ||14.73 ||12.7 ||14.84 ||17.96 ||13.61 |
|Weight (lb) ||4,621 ||5,995 ||4,402 ||3,876 ||6,000 |
|Wheelbase (in) ||114.0 ||112.2 ||106.3 ||103.9 ||122.0 |
|Overall length (in) ||192.1 ||196.5 ||178.7 ||177.1 ||205.1 |
|Overall width (in) ||75.4 ||77.6 ||72.8 ||71.3 ||79.9 |
|Height (in) ||71.3 ||75.6 ||74.9 ||66.7 ||77.0 |
|Track f/r (in) ||63.6/64.0 ||64.6/64.4 ||61.8/61.8 ||60.6/61.4 ||67.9./69.1 |
|Minimum ground clearance (in) ||8.5 ||8.9 ||9.5 ||7.9 ||9.6 |
|Turning diameter, curb-to-curb (ft) ||36.48 ||38.7 ||37.3 ||36.7 ||39.0 |
|Approach/departure angles (deg) ||27.3/22.5 ||29.0/20.0 "Normal" setting, 31.0/23.0 "High" setting ||33.2/29.4 ||29/27 ||27/21 |
|Breakover angle (deg) ||n/a ||23.0 "Normal" setting, 27.0 "High" setting ||23.9 ||19 ||n/a |
|GVWR (lb) ||6173 ||7,275 ||5,400 ||4,784 ||7,300 |
|Payload (lb) ||1,264-1,552 ||1,270 ||1,046 ||871 ||1,235 |
|Maximum towing capacity (lb) ||7,500 ||8,500 ||5,000 ||3,000 ||8,800 |
|Seating ||7 ||8 ||5 ||5 ||8 |
|Fuel capacity (gal) ||20.6 ||24.6 ||21.1 ||17.4 ||26.4 |
|0-60 mph (sec) ||7.75 ||7.14 ||8.02 ||9.40 ||7.56 |
|Quarter-mile (sec @ mph) ||15.97 @ 86.32 ||15.42 @ 89.29 ||16.11 @ 85.10 ||16.95 @ 80.22 ||15.74 @ 89.76 |
|Braking 60-0 mph (ft) ||133.29 ||137.5 ||141.67 ||138.42 ||145.39 |
|Ramp Travel Index ||316 ||538 ||486 ||374 ||400 |