2015 Ford F-150 vs. 2015 Chevrolet Silverado 1500, 2015 Ram 1500, 2014 Toyota Tundra

Let's go places built tough like a rock and grab life by the horns.

As any dime-store undergrad psych major can tell you, it’s a tough climb to the top of the hierarchy of needs pyramid, the point at which we supposedly have everything we desire. There are challenges at every level, from finding solid traction in the physiological realm to cresting the summit of self-actualization. Any base full-size pickup truck has the capability to get you there, but if you’ve got around $60,000 to spend, why settle for anything less than total fulfillment in a crew-cab, four-wheel-drive, luxury salon on stilts?

So the dean of the needs hierarchy himself, Abraham Maslow, is in the metaphorical driver’s seat for this comparison of top-of-the-line, half-ton personality haulers. Of course, Chevrolet and Ford are here, as are Ram and Toyota.

 

Naturally, the paradigm-shattering event that inspired this test is the all-new 2015 Ford F-150. Now fitted with a cab and bed that use aluminum instead of steel for every panel except the fire wall, the F-150 is potentially the great breakthrough the truck world has been secretly craving. But there’s still some cognitive dissonance here as this now mostly aluminum truck was maxed out for our test with the highest “Platinum” trim. Will a turbocharged V-6 be enough to overcome such an internal contradiction?

In general specifications, the Chevrolet Silverado is stunted. It’s mostly steel, there are leaf springs supporting it in back, and the engine is a straightforward pushrod V-8 that shares its bore spacing with the small-block that Chevy introduced 60 years ago. But there’s a primitive satisfaction that comes with familiar engineering; it’s a comfort zone where minds can relax. And, according to the trim, that zone is sold as the High Country. 

 

Cushioning the world’s vicissitudes with a set of air springs, the Ram 1500 is practically a mood stabilizer. Under its hood is a Hemi V-8 featuring the only iron engine block in the test. Further, it is upsetting that this cowboy-chic Ram Laramie Longhorn can’t figure out if it’s a large sheep, a town in Wyoming, or a cow.

Toyota’s Tundra appears here in elongated “CrewMax” form, which sounds suspiciously like a hormone-therapy drug. The V-8 under its hood is equipped with four cams and 32 valves, or as many valves as Chevy and Ram use combined. Like the F-150, this Tundra is a “Platinum” model, though the only use of that metal in the truck is likely a few precious grams in the catalytic converters. That may be authentic enough for marketing purposes, but it’s hardly a coherent personality strategy. Relax on the chaise as we examine further. 

 

2014 Toyota Tundra Platinum 4x4 CrewMax

Fourth place: Full-Size Pickup Trucks.

The Tundra is indeed a rolling existential crisis. Toyota’s profits don’t depend upon it, and it seems developmentally challenged anyway. Just more than 100,000 were sold last year, and it’s not clear how many people—save those who assemble it in Texas—would miss the Tundra if it were to go away. It’s been 16 years since Toyota sold its first Tundra, and these teenage years are proving awkward.

The Tundra was refreshed for the 2014 model year, and most of its substance is familiar from the 2007 redesign, including the chassis and the 381-hp 5.7-liter DOHC 32-valve port-injected V-8 under the hood. Eight years ago the engine was class-leading. Today it sounds ragged and loud. And while the Tundra’s V-8 is more powerful than the F-150’s EcoBoost V-6, it trails behind all contenders in torque production. 

 

Light, unsettled, and fitfully communicative steering has the $49,820 Tundra always feeling as if it’s driving on tippy-toes, though the P275/55R-20 Bridgestone Dueler tires are the same size as those on two of the other trucks. The rear axle is always dancing beneath its leaf springs instead of settling down for a freeway cruise. There’s an anxiety built into the chassis that cries for a Freudian reengineering.

Designed to emphasize its mass, the Tundra’s styling didn’t earn much affection. Too self-conscious, verging on the insecure. Inside, the plastics look cheap, and the diamond-tufted leather upholstery accents seem archaic. The seats themselves are accommodating, the instrumentation is easily scanned, and visibility is excellent. But the navigation and infotainment system is outmoded. Break out the smartphone.

This is the only pickup in which the entire rear window rolls down electrically, and that’s a boon to anyone running the Tundra with a shell or camper. And since this is an extended CrewMax model, rear legroom is epic. 

 

Roaring through the six gears of its automatic transmission, the 5894-pound Toyota made it to 60 mph in 6.7 seconds and through the quarter-mile in 15.3 seconds at 92 mph. That’s ahead of the even heavier Ram, but well behind the lighter Ford and Chevy. The Tundra’s combination of prodigious weight and short highway gearing resulted in a worst-in-test 14-mpg observed fuel economy.

The Tundra is a capable hauler and Toyota trucks have a hard-won reputation for long-lasting durability, but that’s not enough to earn it any love, much less esteem. 

 

2015 Ram 1500 Laramie Longhorn Limited 4x4 Crew Cab

Third place: Full-Size Pickup Trucks.


Leaving its former identity as a Dodge behind, the $57,810 Ram 1500 has a significant advantage over the other players here. Its air-sprung suspension produces the most controlled and comfortable ride. In fact, it rides so well that it calls into question why the others are sticking with rear leaf springs for the relatively light duties that half-ton pickups encounter.

What that suspension has to contend with, however, is 5964 pounds of Ram. While that’s only 70 pounds greater than the ­Toyota, it’s almost 400 more than the Ford. That mass smothers ­performance. The 5.7-liter Hemi pushrod V-8 is rated at 395 horsepower and feeds its torque to an eight-speed automatic transmission, but it takes 7.4 seconds for the Ram to hit 60 mph and 15.7 seconds for the quarter-mile to pass at 88 mph. That weight also shows up in braking distances, with the Ram taking 10 more feet, for a total of 199, than the next-worst pickup in the stop from 70 mph. 

 

In normal traffic, the Ram doesn’t feel slow or strained, but the steering is numb and takes a bit more effort than the other trucks’. It’s a small price to pay for the composed ride. And there’s something amusing about a truck that lowers its own ride height during cruising for aerodynamic efficiency, then boastfully announces its achievement on a screen between the tach and speedometer. It’s a smug one, this Ram.

Though the Hemi lacks leading-edge tech such as direct injection, it has a cylinder-deactivation system that shuts down half the combustion chambers under light loads. That helps the Ram carry the same EPA mileage ratings as the lighter Silverado, or 15 mpg city and 21 highway. On our test, we ran in, up, and around California’s Panamint Valley, chasing wild burros and getting buzzed by low-flying F-16s while achieving an average of 15 mpg, 1 mpg better than the Tundra.

 

  

A rotary dial at the bottom of the center stack selects the transmission gears and may seem wimpy compared with the big sticks in the other trucks, but it pays off. It frees up the center console for oversized cup holders and a massive storage bin under the armrest. The rest of the interior is straightforward, intuitive, comfortable, and full of interesting surfaces. The front captain’s chairs are regal, there’s plenty of room in the back, and the material quality is a big leap forward for Chrysler products.

There’s no identity crisis with the Ram. Its appearance is a direct development of the little big-rig styling introduced for the 1994 model year. Adding the optional, usable RamBox bins in the rear fenders makes it better but shrinks the floor down to 51 inches wide for the length of the bed. That’s between 13.6 and 15.4 inches narrower than the others.

Still, the Ram is lovable. And that’s always something. 

 

2015 Chevrolet Silverado 1500 High Country 6.2L 4WD Crew Cab

Second place: Full-Size Pickup Trucks.

Chevy’s full-sizer is consistently familiar. Though it was all-new last year, it doesn’t look that much different from the previous three generations of big Chevy pickups. There’s nothing particularly novel in its chassis design, either, and the body is made mostly of plain old steel. It’s a truck’s truck: unpretentious, self-confident, and full of classic virtues such as a column-mounted shifter. And at 5658 pounds, it’s only 81 pounds heavier than the aluminum F-150.

More than two inches shorter in height than the other trucks, the Silverado seems to hunker down on the road. From inside, it feels comparatively smaller, tidier, and easier to place between parking-lot lines. The Chevy’s ride is stiffer than the Ram’s and the Ford’s, but its steering is more responsive with better feedback. There’s a direct, engaging feel to how the Silverado drives that’s missing from the other trucks. 

At 420 horsepower, the direct-injection, variable-valve-timing, 6.2-liter EcoTec3 small-block V-8 is the most powerful in the test, and it’s complemented by GM’s new 8L90 eight-speed automatic transmission. It’s a version of the same transmission now offered in the Corvette, and it keeps the engine in the thick part of its power band without resorting to manual shifting. The wide ratio spread, along with GM’s cylinder-deactivation system, allowed this large V-8 to average 16 mpg, matching the Ford’s turbo V-6.

Considering the Silverado’s power and weight, we expected it to be the test’s rocket. But at 5.7 seconds to 60, it was actually a tenth behind the Ford. Even so, by the end of the quarter-mile the Chevy’s additional horsepower showed up to beat the Ford by a tenth, running the distance in 14.3 seconds at 98 mph. Clearly, Ford and Chevy pickups remain as closely matched as they ever were.

The column shifter frees up center-console space, and the Silverado’s infotainment system was the easiest to master using the eight-inch touch screen built into the center stack. The dash design is straightforward, with most controls oversized and conventional dial gauges where so many vehicles have gone digital. 

Soft upholstery in a caramel hue with contrasting piping and stitching makes the interior feel like the world’s most comfortable five-seat catcher’s mitt. Buster Posey’s signature should be embroidered on the headrests. Our scoring has the Silverado finishing behind the F-150. The Chevy is good enough that something as simple as a styling preference or the need for your business to use magnetized signs on the truck’s doors could sway a purchase without regrets. This is a truck that’s easy to embrace. It knows what it wants to be. 

 

2015 Ford F-150 Platinum 3.5L EcoBoost 4WD SuperCrew

First place: Full-Size Pickup Trucks.

The new F-150 seems engineered to make us forget that it’s made of aluminum. Everything is oversized, from the shiny plastic door handles thick enough to fill your palm to the heavy doors that need to be muscled open like a 737’s. Inside, the seats are fulsomely tufted, the dashboard appears massive and blocky, and there’s a huge shifter in the center console that could have been salvaged off the bridge of the HMS Ark Royal. Ford has saved some weight by going nonferrous, but it’s not about to cede the F-150’s reputation as a tough hauler.

And it hasn’t saved that much weight. At 5577 pounds, this $61,520 F-150 still weighs more than two Fiesta STs. It’s the lightest truck in this test, but not by as much as it should be. There’s truth to the quip that by saving 600 pounds, Ford finally got its truck to weigh as little as a Chevy. 

That noted, this F-150 is as quiet as an aluminum tomb. Good insulation and excellent management of the air around the vehicle keep down noise. The sounds that are heard—some tire rumble, a hint of turbo whine—are muffled or pleasant.

With an eight-inch digital screen embedded between the speedometer and tach, the F-150 offers the most advanced and easiest to read instrumentation. Throw in the new 360-degree camera system that eases everything from hitching up a trailer to crawling over obstacles at low speed and the Technology package here is the most fully ­realized and the best available. The Sync entertainment system still isn’t as intuitive or as smart as we’d like, but it’s getting better.

With rear leaf springs, the F-150 can’t match the Ram for ride quality, and it isn’t as athletic as the Silverado, but its ride-and-handling balance may be the best. Though some found the steering too light, others thought it nicely weighted, even if it doesn’t have much to say. 

 

The twin-turbocharged 3.5-liter EcoBoost V-6 bears a rating of 365 horsepower. It’s well matched to the six-speed automatic transmission, but extracting the performance one expects in today’s trucks means keeping the turbos on boil almost all the time. That burns fuel, and the F-150 only matched the Silverado’s 16 mpg during our mixed on- and off-road exploration of the Panamint.

The perfect truck—the self-actualizing full-size hauler—would be as nimble as the Silverado, ride like the Ram, and pack in the useful technology of the F-150. Right now Ford is the best compromise, even if perfect fulfillment still eludes it.

Ah hell, Abraham Maslow probably never drove a truck anyhow.

Final Scoring, Performance Data, and Complete Specs  

News Source: http://www.caranddriver.com/

2015 Land Rover Range Rover Supercharged LWB Test Drive And Review: More To Love

I recently spent some time behind the wheel of a 2015 Range Rover Supercharged LWB (Long Wheelbase), and my affection is renewed. If possible, it’s even expanded.

I am on record with my love of the Land Rover brand, and the Range Rover Supercharged in particular. Range Rover got a complete makeover for the 2013 Land Rover Range Rover, losing 700 lbs and gaining additional capability in the process.

The 2015 Range Rover Supercharged LWB carries a base price of $106,995. My test vehicle came in at $118,501 with options, California Emissions and destination charge. Land Rover’s 4-year/50,000-mile new vehicle warranty includes 24-hour Road Recovery Service and complimentary first scheduled maintenance. The EPA estimates that the 2015 Range Rover Supercharged LWB can achieve 14 mpg city/19 mpg highway/16 mpg combined.

I view the Range Rover Supercharged as an ideal executive conveyance. Both behind the wheel and in the second row, the Range Rover delivers an excellent experience, with luxury amenities, a great ride and a commanding view of the road. The LWB version of the Range Rover adds an additional 7.8” between the axles (122.8”), which results in an overall vehicle length of 204.7” (7.9” longer than the standard Range Rover). The added length shows up in the cabin as 7.3” of increased legroom in the second row, further improving the Range Rover’s functionality. An already luxurious cabin becomes limousine-like.

Visually, it’s easy to distinguish the LWB edition of the Range Rover from the standard wheelbase version. The second-row doors have absorbed the additional length. This may have unintended consequences, as the second-row doors are now heavier and longer than before, and require more swinging space to open fully. You have to find a wider parking spot to avoid having your rear passengers dinging the sides of the car next to you. Of course, the true executive knows to wait until the driver opens the door from the outside, allowing unfettered egress to the curb.

I didn’t get a chance to take the LWB Range Rover off-road. The LWB version maintains much of the capability of the standard wheelbase version, with the same maximum approach and departure angles (34.7 degrees/29.6 degrees). Breakover angle is necessarily smaller (26.1 degrees vs. 28.3 degrees) – that’s just pure geometry, and the LWB comes in about 200 lbs heavier, which also affects performance. The important figures, minimum ground clearance (11.63”) and maximum wading depth (35.4”), are shared regardless of wheelbase. Out here in Los Angeles where I live, wading depth becomes important every time it rains, as every intersection turns into a lake thanks to our ridiculously poor drainage. I like having the confidence that a Range Rover can plow right through conditions that will swamp most luxury vehicles.

The additional weight of the Range Rover LWB nearly disappears under the influence of the 5.0-liter supercharged V8 engine that produces 510 hp and 461 lb-ft of torque. The Range Rover feels fast. Land Rover reports 0-60 mph times of 5.5 seconds for the LWB (vs. 5.1 seconds for the regular wheelbase). Enhanced electronic air suspension with automatic load leveling delivers flat, stable handling with great road feel. The eight-speed automatic transmission with paddle shifters and full-time all-wheel drive connects up to an alphabet soup of electronic systems: ABS, EBD, HDC, EBA, RSC, ASL, GRC and more. The additional wheelbase does affect the turning circle, extending an already wide 40.4’ diameter for the regular wheelbase out to 44.0’ for the LWB.

Until Bentley brings out its long-awaited Bentayga SUV and Maserati brings out its Levante SUV, Range Rover Supercharged LWB’s competition remains the same on the SUV front: Mercedes-Benz GL-Class, Lexus LX, Cadillac Escalade and Lincoln Navigator for second row comfort; Porsche Cayenne Turbo S for performance. Some executives may prefer sedans or limousines to SUVs, but they’re missing out on the great seating position that an SUV affords the driver and passenger. And ironically, a Range Rover Supercharged LWB is less conspicuous than a limousine or a long wheelbase luxury sedan.

Source: www.forbes.com/sites/jasonfogelson/2015/03/09/2015-land-rover-range-rover-supercharged-lwb-test-drive-and-review-more-to-love/

Ford F-150 vs. Raptor - Rant

 

With a look at this month's December 2013 cover, you might think we're starting a hate-club against Raptors. But that's not our intention at all. The Raptor has become a worldwide success (with the U.S. getting it and the rest of the world wanting it) and shown automakers that specialty niche versions of their products can, and do, succeed in America's vehicle market. The Raptor is like nothing offered ever before, with not only suspension and traction-enhancing refinements, but also with a special computer reprogramming option (known as "off-road mode"). This option adjusts shift points and throttle response while shutting down a lot of electronic babysitters that can greatly hinder off-road performance. Other vehicles have been offered with special suspensions and traction enhancements in the past, but the Raptor is the first to give a different electronic calibration option with the push of a button. This puts the Raptor in a class of its own.

But the Raptor is still an F-150—a top-selling truck millions of Americans own. All those "other" F-150s are not equipped with an off-road mode, a locker, special fenders, or a distinct suspension, but almost everything unique the Raptor has can be added in the aftermarket. A normal F-150 can be turned into a "Raptor killer" in every way except for that one very special feature: Off-road mode. This is where every truck build involving a newer truck can fall short of the Raptor's high mark. No matter what you do to a new truck (save for gutting all the electronics), you cannot get around things like stability control, anti-lock brakes, or traction control.  

You can add quadruple-bypass shocks, 20 inches of wheel travel, and you may even be able to improve throttle response and reprogram the transmission on a newer truck, but you won't be able to shut down the babysitters without some major ECU work. That's why Raptors stand in a class of their own.

Now, all that being said, you can still make one heck of an off-road truck from a standard-issue F-150, and for a much cheaper buy-in price (see Kevin Blumer's story on page 48). Most of us cannot afford a new or even used Raptor, but a normal F-150 can be bought and built into something that will bring you almost as much fun, in a customized package you put together. Start with an old enough F-150, and the off-road mode that makes a Raptor so sought after won't even be relevant since those older trucks have none of the frustrating babysitters.

Maybe the Raptor is the end-all new truck to have. But I'm still not sure I wouldn't just want an old truck and $50,000 to see what could be built.

News Source: http://www.fourwheeler.com

The mammoth concept Mercedes Benz G63 AMG 6×6 ! Extraordinary off road vehicle

Hey there auto world, I personally know that a lot of you love off road cars and when it comes to off road concept cars, you’re in the right place because today, I’ll talk a little about an awesome german auto Mercedes concept, the Mercedes Benz G63 AMG 6X6 off road special vehicle.

Offroad vehicles like this G63 AMG 6X6 do a great job when you’re on a rough terrain with lots of bumps and muddy roads, just think of the Mercedes Benz 6X6 concept’s car specs: 

• a massive 5.5 litre v8 engine. Yeah that car engine produces 536 horsepower with 560 lb ft of torque.
• it has a seven speed automatic transmission and it’s six wheel drive !
• typical Mercedes luxurious car interior (leather with fine stitching, sat nav, premium feeling materials like carbon fiber on the center console etc.) 
•  it has chunky off road tires and off road lights
•  it weighs more than 4 tons

• the 6X6 G63 AMG has five locking differentials and 18 inches of ground clearance
• as a 6X6 off road Mercedes it has a top speed of 100 mph
• built-in air compressor which adjusts the tire pressure like in the old Hummer H1
• this off road car concept will be produced in a small number, only 30 units
• the price tag for this G63 Mercedes Benz with six wheel drive or acquisition cost? Approximately $500.000 and you will need a lot of money to show your car care for it when fixing dents and cracks after off roading

Here’s a video demonstration with the Mercedes Benz G63 six wheel drive concept car and its off road capabilities in the desert! 

The six wheel drive Mercedes G63 AMG concept is a badass car with awesome off road capabilities and it also goes like Stig from the Top Gear series but it still gives you that luxury car feeling; That’s why I’m into care of cars, this constant evolution which combines performance, good looks and practicality has always intrigued me and made me a car enthusiast. 

You can expect a pretty high fuel consumption for this long wheelbased off road concept car !

If you want to see more of this G63 AMG 6X6 concept, here are some car photos gathered in this small photo gallery which you will enjoy ( the matte grey version and the white one).

News Source: http://www.careofcars.com

Mercedes-Benz G-Class Review

The Mercedes-Benz G-Class was originally developed for military use back in the late 1970s as a heavy-duty four-wheel-drive conveyance. But over the intervening decades, Mercedes has continuously updated it for civilian use, adding more refinement and luxury features as time has gone on. Yet despite the heated seats and abundance of polished wood trim, there's no denying the G's utilitarian roots. At nearly 3 tons, describing it as an over-engineered, leather-lined rolling bank vault would be perfectly acceptable. It's tall with a healthy step-in height, its doors close with a reassuring clunk, space efficiency is unexceptional and its heft contributes to poor fuel economy and ponderous handling. 

So is it practical? Not really. Capable off road? With three locking differentials? Definitely. Desirable? Oddly, yes. As such, the Mercedes-Benz G-Class isn't the best choice for a single or even two-vehicle household, but if you've got a multicar setup with spots for a variety of cars, the G-Class is one cool super truck to add to the fleet.

Current Mercedes-Benz G-Class 

 

The Mercedes-Benz G-Class is a five-passenger SUV offered in G550 and G63 AMG trims. Both come fully loaded with many of the luxury items found in most modern Mercedes, such as keyless ignition and entry, adaptive cruise control and a navigation system. There are no factory options, but one can sample from the extensive catalog of custom-order paints, leather colors and interior trim choices. 

The G550 is equipped with a 5.5-liter V8 generating 382 horsepower and 391 pound-feet of torque. The G63 AMG sports a turbocharged version of that V8 that increases output to 536 hp and 561 lb-ft of torque. Power is transmitted through a seven-speed automatic transmission and a full-time four-wheel-drive system with lockable front, center and rear differentials. The G550 can run from zero to 60 mph in 6.6 seconds, while the muscle-bound G63 AMG does the same sprint in just 5.3 seconds. Both models earn an EPA-estimated 13 mpg in combined driving. What, were you expecting it to be thrifty? 

The Mercedes G-Class masks its utilitarian nature well with a comfortable highway ride, but composure suffers when it's hustled around corners due to its tanklike mass. It can be a handful to drive in the city as well, meaning that suburbanites had better think twice before choosing it as the go-to vehicle for errands.

On the other hand, the G shines off road with old-school competence that can conquer just about any terrain you're brave enough to explore. Antiquated truck-based design is a hallmark inside, too, though it's less welcome. The G-Class's awkward ergonomics and space utilization can't match the friendlier controls placement and layout of newer rivals. It is luxurious, however, with excellent materials quality and finish befitting a vehicle with such a lofty price point. 

Used Mercedes-Benz G-Class

The Mercedes-Benz G-Class first officially showed up on American shores for 2002. It was originally only offered as the G500, sporting a 5.0-liter V8 good for 292 hp and 336 lb-ft of torque. The G55 AMG showed up the next year with its 5.5-liter supercharged V8 that produced 349 hp and 387 lb-ft of torque. It was upgraded to 469 hp and 516 lb-ft for 2005. A five-speed automatic was standard on both models until the G500 got a seven-speed auto for 2007. 

Models produced prior to 2007 had lower-quality materials and less advanced interior controls. There were additional upgrades for '09, including slightly different exterior styling, a more advanced COMAND electronics interface and additional standard features like multicontour ventilated seats and an iPod interface. The G550 and its accompanying engine/transmission combo also supplanted the G500 that year, while the G55 AMG was bumped up to 500 hp and 516 lb-ft of torque. Mercedes discontinued the G55 AMG model following the 2011 model year, replacing it with the G63 AMG in 2013. It's not out of the question to find a G-Class for sale that's from earlier than 2002. The G-Class was originally the offspring of a 1979 joint venture between Mercedes-Benz and Austrian companies Steyr and Puch. The G-Wagen was imported on a "gray market" basis for two decades before officially arriving on U.S. shores. Powered by a variety of gasoline and diesel engines, early Gs were rugged utilitarian workhorses with a go-anywhere reputation.

News Source: http://www.edmunds.com/mercedes-benz/g-class/

The 10 Best Off-Road Vehicles You Can Buy Right Now

Vehicles have gone soft lately as SUVs and pickups have prioritized fuel economy and comfort over all-out off-road capability. For most buyers, that's a good thing. But plenty of truck buyers still enjoy a romp in the mud, and these 10 rides are for them.

Jeep Wrangler Rubicon Hard Rock Edition

When a collection of hardcore off-road-duty parts came together in the TJ version of the Jeep Wrangler in 2003, it was as if every four-wheeler’s dream list of components had been built into Jeep’s most capable platform. And for more than a decade since, the Wrangler Rubicon has been the benchmark 4WD SUV. Today’s Rubicon package adds hardware such as Dana 44 axles, a 4:1 transfer case for easy slow-speed crawling, and a swaybar disconnect system to free up the suspension when the Jeep needs additional suspension flex on the toughest trails. For 2015 there’s a new Hard Rock version of the Rubicon that includes blacked-out trim, tough bumpers with removable end caps, red tow hooks and rock rails to protect the sides of bodytub. Also for 2015, all Wranglers receive a new Torx tool kit that includes all the tools needed to remove roofs, doors, and those bumper cap ends.

Toyota 4Runner TRD Pro

Toyota takes off-road capability seriously: From the first Land Cruisers to today’s tough pickups, there has always been at least a handful of Toyotas that excel off the pavement. This year, Toyota has added a new TRD Pro option package to the 4Runner, Tacoma, and Tundra. Because of its size and flexy coil-link rear suspension, the may be the most capable of the bunch—and the best to drive on the street, too.Toyota’s Trail package already comes with a locking rear differential and the company’s excellent Crawl Control—essentially a cruise control for off road. With the TRD Pro package, the suspension is replaced with taller Eibach coils and remote reservoir Bilstein shocks. The new suspension allows for an extra inch of wheel travel at both ends. The 4Runner also gains ground clearance with taller 265/75R16 BF Goodrich All-Terrain tires wrapped around tough-looking faux beadlock wheels.All this makes the $36,410 4Runner TRD Pro one stout four-wheeler for not a lot of dough.

Nissan Xterra Pro-4X

Nissan’s stagnant truck lineup will soon get a shakeup, as the company prepares to launch an all-new 2016 Titan full-size truck equipped with a Cummins diesel next year. But if you can’t wait for that new Nissan, the company’s solid Pro-4X package is available in the Titan, Frontier, and Xterra.
The Xterra has been Nissan’s most capable vehicle ever since the rugged ‘Ute launched in the U.S. 14 years ago. This year’s Xterra Pro-4 remains one of the few dirt-friendly SUVs. At the core of the Pro-4X is the standard locking rear differential. The equipment list also includes hill descent control and hill start assist so you don’t roll backward on a steep incline. The Pro-4X receives large 265/75R16 all-terrain tires as well as Bilstein shocks. And while the suspension isn’t any taller than what you’d find on a regular Xterra, the truck has trim proportions—it’s is one of the few vehicles on this list that could crawl its way up a tight and rocky trial without the fear of body damage.

Toyota Land Cruiser

Few nameplates are as synonymous with off-roading as the Land Cruiser. And as Toyota’s flagship SUV has grown in size, price, and amenities, the company has been careful to retain the big ute’s talents for slogging through rough terrain.
The Land Cruiser packs a mammoth 5.7-liter 381-hp V-8. To float over the worst trails, the Toyota uses plush-riding independent front and coil-long solid axle rear suspension engineered for increased articulation. The basis of that system comes from Toyota’s Kinetic Dynamic Suspension, which automatically allows for more suspension movement in slow-speed, off-road conditions, then tighten up as it senses lean at higher road speeds. It’s brilliant.
Like the off-road 4Runner, the Land Cruiser also comes with Crawl Control. There’s even a system that, when activated, brakes the outside rear wheel to tighten the vehicles’ turning circle on a narrow trail. That’s smart. However, this tech, along with the luxury of the Land Cruiser, comes with a steep price tag. It starts at just under $80,000.

Ram Power Wagon

You may be looking at the most capable pickup truck available for 2015. Ram takes the Heavy Duty Ram truck’s strengths, like its solid axles front and rear and coil-link suspension, and builds upon them for the Power Wagon. The suspension is slightly taller than a pedestrian Ram 2500. To increase articulation in the three-link front suspension, engineers developed a new high movement joint called Articulink. This joint allows more flex in the suspension to keep the tires on the ground in rough terrain. If that’s not enough, simply press a button and the swaybar disconnects, freeing up more of the suspension.
In particularly tricky or muddy spots, the Power Wagon’s locking front and rear differentials can pull the truck through. In fact, with all these systems engaged, it’s pretty tough to get this Ram stuck. But if you manage to do it, there’s a Warn electric winch hidden behind the front bumper.
The best bang for your buck would be the base Tradesman, which starts at just under $45,000. Remember, that money is also buying you a heavy-duty truck that can tow more than 10,000 pounds.

Chevy Colorado Z/71

The midsize truck market needs a revival, and just in time, here comes the new 2015 Colorado. The smallest Chevy pickup may not rival its big brother, the Silverado, in hauling or towing. But on a tight trail, the Colorado is the truck to have.
The Colorado is built on a modified version of the Silverado chassis, yet its proportions are much trimmer, so fewer branches and boulders will catch the body and frame of a Colorado. And the smaller pickup can be equipped with the Z/71 off road package, which includes a hill descent control system as well as GM’s automatic locking rear diff and an upgraded suspension with better shocks.
No, this Colorado won’t challenge a Raptor or Power Wagon in the dirt. But for an affordable mainstream pickup, the Colorado should provide the right combination for navigating a moderate trail. And next year, the Colorado will come with an optional diesel, so these trucks could excel for remote overland camping.

Ford Raptor

When the Ford Raptor debuted in 2010, it was so radical and so good at high-speed desert four-wheeling that no production truck or SUV could catch it. That’s still the case today.
The stout 411-hp, 6.2-liter V-8 makes the Raptor so quick. But it’s the suspension, wide track. and giant 35-inch tires that make this pickup so gifted in the dirt. The independent front and solid-axle rear suspension systems have been engineered to provide nearly a foot of wheel travel at each corner—double that of a normal pickup truck. That suspension remains supple at higher speeds thanks to the Fox Racing shocks. The Raptor might be Baja focused, but thanks to a locking rear differential and a Torsen limited-slip up front, the Raptor is nearly as capable for slow crawling as a Power Wagon.
So what’s the bad news? There’s an all-new F-150 for 2015 and the Raptor isn’t part of the lineup—yet. We hear a new Raptor is coming. But if you want one of the originals, the time is now.

Land Rover Range Rover

Just one look at the Range Rover’s sleek profile and posh interior and you’d want to classify this SUV as just another luxury vehicle. But the Range Rover has always been the flagship Land Rover, and as such, it must have serous off-road capability.
The Range Rover’s adjustable and long travel air suspension (10.2 inches up front and 12.2 inches in the rear) and its computer-controlled Terrain Response four-wheel drive system work in concert to perform incredible feats in the dirt. For serious trailwork, the Rover can rise up on its springs and provide a foot of ground clearance.
Where some 4WD omit water fording in their suite of talents, Range Rover engineers have designed this SUV to cross water up to three feet deep. And the Rover has an aggressive 2.93:1 low-range gearing as well as an optional locking rear differential, so it can probably crawl over obstacles that would leave other luxury SUVs with their tires spinning.
Speaking of spinning tires, opt for the 5.0-liter supercharged V-8 and you’ll get a ridiculous 510 hp that can power the Range Rover to 60 mph in 5 seconds flat. Be prepared to pony up, though, as this beast starts at $84,000.

Ford Super Duty

The Ford Raptor might be the best all-around 4WD vehicle that Ford makes. But for hardcore, slow-going four-wheeling that requires you to tow or haul a heavy payload, choose the Ford Super Duty.
What’s important here are the Ford’s solid axles. Unlike most pickups (Ram Heavy Duty excluded) that use an independent front suspension for better street manners on their 4WD trucks, this Ford uses a solid beam axle for increased durability, axle articulation, and the ability to handle larger-than-stock tires. And with an electronically locking rear differential available as an option, the Super Duty can handle seriously tough terrain.
This Ford packs an optional 6.7-liter diesel that cranks out 440 ph and an insane 860 lb-ft of torque. Even if you install a suspension lift and some beastly aftermarket tires, that diesel would have no problem.

Mercedes-Benz G500

Mercedes-Benz has a legendary reputation among 4WD fans because of two vehicles: The commercial-duty Unimog 4X4s they sell everywhere but in the U.S., and this vehicle, the G-Wagen.
The G-Series Mercedes-Benz was developed for international armed forces in the 1970s; it exists today mostly unchanged from those roots. Sure, it’s a modern Mercedes-Benz, and as such comes packed with luxury and technology. But beneath the leather, wood and radar cruise control, there’s old-school body-on-frame construction and solid axles at each end of the chassis.
If the list of hardcore parts ended here, the Benz would still make this list. But Mercedes-Benz provides each G-Wagen (even the 536-hp AMG model) with three electronically activated locking differentials. That’s astonishing for a luxury vehicle—only the Jeep Wrangler Rubicon and Ram Power Wagon match that level of capability.
The price of admission, though, is as steep as the hills this horse can conquer. A G500 starts at just under $115,000.

News Source: www.popularmechanics.com/cars/trucks/reviews/g129/the-10-best-off-road-vehicles-you-can-buy-right-now/