History: Military Ruggedness for the Average Man

Last year, when Dodge invited me to Moab, Utah, for the Jeep Safari, they also let have a go in the current iteration of the Power Wagon. The Ram based 2500 was a particularly stout off-roader despite it’s size, featuring solid lockable axles at both ends, disconnecting sway-bars, full underbody protection and a winch as standard. The good folks at Dodge took us on a run up into the mountains surrounding Moab, on washed out old mining roads that were most likely built, maintained and used by Power Wagons back in the 40’s, 50’s and 60’s when Moab was a uranium boom town.

Many a Power Wagon there were up in those mountains, when the apatite for weapons grade uranium was at its peak. In fact, the two began life around the same time. Around the time the American’s were testing their newfound mass-destructive powers, Dodge were working on the latest version of their quarter, half and three quarter ton military 4x4. Dodge had been building 4x4’s for the military since 1934, so they had a pretty good sense of what worked and what didn’t. In 1945, initial photo’s of a prototype vehicle based on the extremely effective military platform with a civilian cab were first released. Initially called the Battle Wagon, the Power Wagon’s basic goal was to fulfill the military needs for a small, fast, powerful, and rugged vehicle, capable of traveling well on road, and equally as well off road, and supply a vehicle of equal quality to the civilian population.

Like the venerable Jeep, veterans who were now returning home to their farms, or construction and mining jobs began to swamp Dodge with requests for the extremely capable machinery they were privy too while in the service. With the market crying out, Dodge would have been foolish not to make use of designs, tooling and a massive collection of spares, and build a civilian version of their military vehicles. Especially when the government financed all those resources.

In 1946, Dodge introduced the Power Wagon to showrooms for the first time, giving the public access to rugged wartime machinery. Based on the 126-inch wheelbase, three-quarter ton military chassis, the civilian Power Wagon featured a purpose built 8-foot all-steel welded box with high 20-inch tall sides for maximum cargo carrying ability. It featured a 230 cubic-inch flat head six cylinder engine rated at a massive 78 hp, however, for those who owned them, the flathead was tough, cheap to fix and lasted forever. Mated to the 230 was a 4-speed gearbox and 2-speed transfer case with an interior shift lever. The military driveline was carried over to the Power Wagon, using the transfer case from the WC 63 6x6, however the low range gearing was changed from 1.5 to 1.96. Like many military based vehicles, the Power Wagon had a Power Take Off (PTO) feature that directed engine power to the front and rear bumpers, capable of powering auxiliary equipment. A big plus with farmers, miners and forestry men. The one-ton rated Power Wagon's maximum GVW rating was 8,700 pounds. Its maximum payload was 3,000-pounds, but more important to owners was its 2,000-pound limit for off-road conditions. The truck also featured military non-directional tires, as there were no other high traction tires available at that time.

The fenders were flat one-piece military style fenders, instead of the usual teardrop styled fenders used on most trucks of that time. The teardrops would get clogged up with mud in the field, so most military trucks used flat fenders that would not catch mud as easily. As Dodge new the majority of Power Wagon owners would be buying the vehicle for its off-road prowess, they kept the military style fenders.

Most manufacturers would do a complete redesign once the current model was starting to get old in the tooth. The Power Wagon was so good at what it did, that Dodge engineers merely evolved the vehicle through the application of bigger and more robust parts, raiding the Chrysler parts bin to see what could be made to work better. Changes would be as small as replacing a 4-blade radiator fan with 6-blade unites. However, in ’49, the transmission was changed to a heavy-duty spur gear four speed. Then in ’51, 1,600-pound capacity front springs and 3,000-pound rear springs were available as an option increasing rear axle capacity from 5,500-pounds to 6,500-pounds and the front axle from 3,500 to 3,750. Then in 1961 the 230 was replaced with the 251 cubic-inch flat head six, which was joined with the optional 383 big block V-8 in ’67.

Safety and emissions rules finally killed the Power Wagon in the States in 1968 as it was deemed too expensive to reverse-engineer the Slant 6 into the engine bay. A total of 95,145 WDX-WM300 Power Wagons were sold between 1945-1968. Domestic production would shut down, although exports continued to roll out until 1978. However, that would not be the end of the Power Wagon story. The truck was so popular and such a success that the name would live on in several versions of Dodges 4x4 pickups.

The first of which came in 1957, and really didn’t share much in common with the original military styled vehicle. They were merely 4x4 versions of the W100 and W200 pickups. These trucks featured conventional cabs, front sheet metal and the cargo boxes used on the 2WD models. The next year, a one-ton W300 would also join the lineup. Later in 1966, a W200 Crew Cab was added, followed by the two-ton W500 Power Wagon in ’77. However, these were merely glorified 4WD versions of regular Dodge pickups, and lacked the charisma of the old school, take no prisoners, military based originals.

However, in 1981, the Power Wagon name came to an end all together, when Dodge redesigned the entire pickup fleet. Although, they did use the “Power Ram” name on 4WD models, the name would not resurface until 2005, when a special off-road version of the Ram received the historic designation. Today the Power Wagon lives on in the current generation Ram, which as I described above, is a very resourceful vehicle. However, as good of a truck the modern Power Wagon is, there is no replacing the kick ass cool factor of the original old warhorse.

Review: Dodge Durango

Only one short year ago we thought the Durango had gone the way of the Dodo bird, as Chrysler’s owners struggled to stop the hemorrhaging of finances. However, with Fiat coming to the rescue, the Dodo lives again and this time it’s come back as a Peacock, sporting a fresh new design and performance enhancements.

While the Durango has returned, it bears little in resemblance to the outgoing Durango. Built on a brand new platform that was part of a joint program with Mercedes for the GL, the unibody architecture allows the Durango to have a much lower stance, increasing on-road handling and aerodynamics. As a result, the high riding Durango of old is now replaced with this ground hugging brute. While the design is all-new for the Durango, the bold crosshair grille and Magnumesk rear greenhouse still ushers back traditional Dodge traits.

Inside, the Durango’s story mirrors that of every new Dodge, Jeep and Chrysler we’ve laid eye’s on in the last six months. A massive interior redesign has taken place offering up heaps of high quality soft-touch materials and a heavy dose of a attention to detail. The whole atmosphere inside the Durango is one of comfort and refinment, as Dodge has taken a weakness and turned it into an advantage, knocking on the doorsteps of luxury car makers in refinement.  Although, I still think the steering wheel could use a little work as a full grip at the 3 and 9-oclock positions is interrupted by a thick angled side spoke.

Up in the business end of the vehicle is another large enhancement, the inclusion of Chrysler’s latest darling, the 3.6L Pentastar V-6. Not only does this engine give the Chrysler brands a much needed step up in power for their V-6 option, but also increases both fuel efficiency and emission. When mated to the Durango, the little Pentastar pumps out 290 hp and 260 lb-ft, which like the Grand Cherokee, will need some high revving, as it can struggle to get up steep hills. Of course if you’re one that just wants raw V-8 muscle powering your Dodge, not to worry as the 5.7L HEMI is still an option on the two higher level models, the Crew Plus and Citadel. With the addition of the new unibody platform, Dodge have been able to save a large amount of weight, with the SXT model coming in at a not too shabby 2157 kg. As a result, fuel efficiency is rated at 13.0L/100km in the city, 8.9L.100km highway when equipped with the new Pentastar engine. However, be warned, when adding AWD and opting for the HEMI, the Durango starts to get pretty pudgy and those numbers rise to 16.6L and 10.1L respectably. 

The new body is really doing wonders for the reincarnated Durango. Not only are the looks and efficiency of the vehicle improved drastically, but the driveability and use of space has also made me do a double take. The added space has allowed the Durango to keep its 7-passenger rating with a third row of seats; seats that can comfortable seat an adult and not just be used to punish children. The super stiff body also makes the handling more shocking than the interior improvements.

I’ve experienced this before, when I had the pleasure of testing the latest Jeep Grand Cherokee, which also shares a platform with a Mercedes SUV, and the improvement was profound. Here in the Durango, the handling was equally as shocking as the big truck drove like a large car. The absence of body on frame construction means that Dodge could lower the Durango without disrupting suspension travel. When matched with a tight body and the AWD system that comes standard, the Durango is a well-planted vehicle that is well connected and lets the driver feel the road much more efficiently. Even a soccer mom could have fun driving this one.

All these improvements all add to the competitiveness of the Durango against its competition. With a starting price of $37,995 for the SXT the Durango now comes into line with other similarly equipped large three rowers like the Ford Flex, Chevrolet Traverse, GMC Acadia, Honda Pilot, and Mazda CX-9, all of which are V-6 powered with output and fuel-economy figures similar to the Durango V-6.

SPECIFICATIONS:

Base Price (MSRP): $37,995

Price as Tested: $49,995

Type: 7-passenger Full-size Crossover

Layout: Front-Engine All Wheel Drive

Engine: 3.6L V-6 and 5.7L V-8

Horsepower: V-6 290, V-8 360

Torque: V-6 260, V-8 390

Transmission: 5-Speed Automatic

Brakes: Four-wheel discs

Fuel Economy (L/100km): V-6 – 13.0L city, 8.9L highway

V-8 – 16.6L city, 10.1L highway

Review: 2011 Toyota Highlander

Toyota are calling the 2011 Highlander changes a mid-cycle refresh, something every manufacturer does to vehicles that have been on the market for a while, to spark some life and interest into them to once again. However, the sheer amount of work that has gone into the 2011 Highlander could easily qualify as an all-new model redesign, with heavy cosmetic and aerodynamic changes to the body, increased capacity and winter heating has been built into the hybrid system while an entirely new engine now powers the V-6 powered Highlanders. While most mid-cycle changes usually consist of new trim levels, or minor fascia work, Toyota’s all out assault on the Highlander has changed the entire character of this mid-sized crossover.

Lets start with the most obvious changes, the new look. is refreshing, and has now confirmed the Highlander is the younger brother of the 4Runner gaining a similar family appearance. The new menacingly styled headlights and grille is refreshing bit of spice to Toyota’s usual mass appeal design recipe. Matched with slightly massaged front and rear bumpers, the new Highlander barely resembles the timid creature that we’ve become used to. Along with these changes, the rocker panels and front sheet metal have also been redesigned to channel air more efficiently around the vehicle in a never ending battle to lower the aerodynamic co-efficient.

There are also big changes under the skin. Gone is the 3.3L V-6 that was normally found in the Highlander, replaced by a quite useful 270-horsepower 3.5L V-6. The Hybrid features upgraded Toyota Hybrid Synergy Drive technology built around a Atkinson cycle version of the 3.5L V-6 and an enhanced electrical motor/generator system, both of which deliver 10% better fuel efficiency. With this addition of three electric motors (one for charging, one powering front wheels, one powering rear wheels) the Highlander Hybrid now boasts a combined horsepower rating of 280, with push button electric-only drive capability, providing the batteries are well charged.

New this year, Toyota has added an Exhaust Gas Re-circulation and Exhaust Heat Recovery systems to the hybrid. The first re-circulates spent exhaust gasses to lower exhaust gas temperatures, which in turn minimizes the need for fuel enrichment. The benefit is a significant reduction of fuel consumption, especially during high-load driving and improved fuel efficiency. The Heat Recovery System recovers exhaust heat to quickly raise coolant temperature during warm-up. This allows the engine to warm up faster thereby, allowing it to shut off for EV driving a full 15-minutes sooner; a handy feature for short winter commutes.

Inside, the dash and door panels are still a sea of hard plastic and don’t possess the most inspiring of designs, however a strip of felt on the door panel did add a small touch of luxury. While the materials may seem cheap, the controls are very simple and easy to use as well as the dash layout. Knobs and buttons have a good solid feel and are extra large just incase you forget where they are. Both the steering and seats have a good range of adjustability to find the optimal position for just about any size.

Toyota have done a masterful packaging job with the back of this SUV, as personal space should be taken up by fold flat seating, fuel tanks, full size spare, and those extra batteries that need to go somewhere. This year every Highlander comes standard with 7-passenger seating thanks to a 50/50 split pop-up third row, so space should be hard to find. Now with many mid-sized utes, these seats are all but useless to anyone north of a toddlers size anyways, and while at first I thought the same of the Highlanders third row, I quickly changed my tune after crawling back there. There is ample headspace for average sized adults and with the second row pushed forwards slightly, legroom is also kind for short trips. However, if there is only five coming along, the rear passengers are treated to a massive amount of space with the 3^rd row folded flat.

On the road, the Hybrid drove straight and true, however steering is very light and void of any real feel for the road. Like most Toyota’s, the Highlander is engineered for a soft smooth ride, however, despite the AWD system, it’s not likely many of these will ever see off-road duty, so I’d personally like to see the suspension firmed up a bit to give a better feel of the road and help the noticeable body roll. What did get me excited was the vehicles fuel efficiency. The Hybrid Synergy Drive worked wonders on the highway, scoring an incredible 7.1L/100km fuel efficiency rating on a 165-km drive, a number besting several compact cars, not to mention Toyota’s own numbers as its rated at 7.3L/100km. However I was not able to get much urban driving in, but Toyota rates the Hybrid at 6.6/100km, an easy figure to match with the help of the EV mode. For the non-hybrid Highlander, expect to see a highway rating of 7.3L/100km, and 10.4L/100km in the city.

All in all, the 2011 Highlander was a pleasant surprise as both the use of interior space and incredible fuel efficiency topped any expectations I previously held for the vehicle. While I’m not a supporter of SUV or CUV vehicles, the new Highlander will surely make prospective station wagon buyers think twice. As of time of writing, Toyota has not yet revealed pricing on the Highlanders, so check out Toyota.ca to get the latest.

SPECIFICATIONS:

Base Price (MSRP): TBA

Price as Tested: TBA

Type: 7-passenger Crossover

Layout: Front engine, AWD, Hybrid assist

Engine: 3.5L V-6 with Electric assist

Horsepower: 280 combined

Torque: 215 combined

Transmission: Electronically Controlled Continuously Variable Transmission (ECVT)

Brakes: Four-wheel discs with regenerative braking

Cargo Capacity: 2,660L seats folded, 290L all seats up

Fuel Economy (L/100km): 6.6L city, 7.3L highway 

Great Drives: Milford Sound

About The Route

Best time to Go: Weekdays from April to October

Places To Stop: Great scenic viewpoints found at Mirror Lakes, Homer Tunnel, Hollyford and The Chasm.

Total Distance:  117 km

Route: Starting point is the town of Te Anau, 45°25′S 167°43′E, where highway 94 winds drivers north-west, through thick lush rain forests into the rocky peaks of the Alps, finishing in the village of Milford Sound, 44°40′30″S 167°55′46″E.

Road Type: Smooth narrow tarmac road.

Warnings: Highly traveled road in January and February with an onslaught of oncoming tour buses. Watch for suicidal Possums, biting birds and epic rainfall.

Review

You may have noticed that all the roads we have featured in the Great Drives Series have been situated in the European Alps. While this is a magnificent hotspot for great driving, it is not the only spot to get your hard driving jollies. And so we move to a different part of the world, from the European Alps to the Southern Alps, located in the land of the Kiwi bird – New Zealand.

Milford Sound is a town on the map of New Zealand, however, once you've arrived after this spectacular bit of roadway, you'll soon find that it's not so much a town, rather a gathering point for tourists intent on exploring the Fiordlands scenery by plane or whale watching by boat. However, the road to get from Te Anau, located on the eastern highlands of the Alps, to the sound is well worth the trip. Known as one of the greatest drives New Zealand has to offer, the Milford road lived up to its billing providing a wonderfully challenging road set through scenery that seems out of this world. There's a reason Sir Peter Jackson chose this area to make up a good amount of the Lord of the Rings trilogies back-drops.

Usually we run these roads with some sort of high horsepower, highly over priced exotic sports car. However, the sights of NZ are best taken in at a civilized speed behind the wheel of a campervan, which ideally doubles as your living accommodations once you've made you destination. Research tools such as rankers.co.nz are invaluable to ensure finding the campervan that works best to your needs and budget, while insuring you deal with a credible hiring service. At the top of the rankers list is the Auckland based Wilderness Motorhomes (wilderness.co.nz). The highly positive comments left by previous customers turned out to be quite real as we had a great experience with Wilderness staff, and our BaseJumper 2 had performance which tackled the Milford with ease, while providing a luxurious environment to relax and sleep.  

Heading out of the town of Te Anau, found far down the south island, on the 94 there are several signs warning of the implications of driving to Milford. There is only one road in, so you need to come back the way you came. The road can be closed if there is a heavy snow, as it is a high mountain pass. Finally, there is no gas station in Milford, so be sure your tanks are full when leaving Te Anau.

The first 30 km from Te Anau took us along lake Te Anau, which proved to be an easy drive with decent scenery. However, turning inland after Te Anau Downs, the narrow two lane road dives deep into the heavily forested highlands that lay before the towering Alps just beyond. While the road remains fairly straight for the most part, the foliage becomes a staring attraction, thick with prehistoric fern tress and bright green Mountain Beech tree's with black trunks. The vegetation is so dense that it feels like you're driving through a long winding tunnel, every inch of this land is bursting with colour and life. It's an amazing sight, only not so camera friendly as the road is mostly obscured with the thick wall of green. Sorry, no overhanging vista pictures of the winding road below to be had here to compare with the Southern Alps northern cousins.

The road to this point was driven with ease, although the performance of the BaseJumper 2 would soon be made apparent, soon after a stop at the Mirror Lakes for a walk through the rain forest. After the break we began to climb high into the Alps. The road now became even more narrow and started to twist, turn and undulate with the ever increasing ruggedness of the landscape. The lush rain forest started to get broken up with jagged rock cliffs, and it was long before we found our selves the center of a rock sandwich. Towering sheer rock walls of the 2000-meter tall Southern Alps looked down on us from both sides as we moved into a rocky valley, a spectacle just as impressive as any Euro Alp scene. And the road was quickly living up to its billing as well.

The BaseJumper 2 charged headlong into the narrowing chasm, our winding path lead steep up the side of the mountain, void of any zigzagging hairpin complexes, just a joyous winding charge into what seemed a dead end. Popping out above the tree line, we entered a rocky wasteland that stopped us dead in our tracks, surrounded on all three sides by massive sheer rock cliffs. Ahead was the infamous Homer tunnel and a red light, warning of oncoming traffic.

Construction of the tunnel began in 1935 as a work program to stimulate the economy of the region back during the depression. However, with workers only using picks and wheel barrows, it didn't open until 1954. Up until its paving just a couple years ago it held the worlds record for the longest unpaved tunnel at 1.2 km.

Sure enough, a train of tourist busses came rushing out of the tunnel just before the green light invited us to enter. After a dark decline through the mountain, we pop out into yet another rock incased valley, this one with the more typical views we were accustomed to, that of a strip of tarmac spaghetti strung down the mountain side. Steep downhills proved the weakness of the BaseJumper, its heavy weight overheating the brakes. Regardless, of the slow decent, our campervans size proving exceptional at dodging the never ending parade of oncoming buses. Soon, we left the rocky confines and dove headlong into the thick Mountain Beeches, and our vision was obstructed once again.

It was only 16 km later that we popped out of the thick bush, and out onto the fiord that is the Milford Sound. Along with an airstrip and harbour, there is only a few lodges and a couple cafes that make up the town. While a couple of nature walks and a spectacular view of several peaks plummeting down into the ocean make for a great place to visit, it was knowing that we had to drive that great road back through the mountains that made Milford Sound a highlight in New Zealand.

Review: Return of the Chief

There are big movements afoot at Chrysler these days. The company that filed for bankruptcy protection just last year, held a sense of uncertainty and gloom over the pentastar brands. However, they are about to break that trend with a plethora of exciting new vehicles.

The first vehicle to receive the increased attention is the 2011 Jeep Grand Cherokee. Billed as a luxury off-roader, the Cherokee is another SUV that tries to mix top levels of luxury into a vehicle capable of getting itself dirty where ever the driver may care to take it. Many have failed in this attempt, and indeed, the last generation Grand Cherokee lacked a quality interior, while the drive was still very much soft-road oriented to to do battle with other high-end SUV's.

That changes for the 2011 model year, however. The new Grand Cherokee gets a bold new look, vastly improved interior design, and with help from an old elegance with Daimler, it now has a body stiff enough to take on even the most expensive in the business.

While exterior received a fair amount of attention, it was not the weak point of the outgoing model. The interior of the 2010 lacked any real luxury appointments and was of a design that seamed to age in front of your eye's. Jeep put a full court press into updating the interior to a higher standard. A sharp new design is complemented by premium soft-touch materials. However, it's the little details that make the Cherokee's interior truly great. Door storage bins are tapered, chrome vent handles have a soft rubber grip, while aluminum scuff slats line the rear cargo area add an extra touch of class. Drivers are also offered several feature upgrades including real wood and leather, heated steering wheel, heated and ventilated front seats, heated rear seats, four-way power lumbar controls, rain-sensitive wipers, Keyless Enter-N-Go, ParkView rear back-up camera and power tilt/telescoping steering column with memory. It's a coming together of hundreds of little insignificant details that make the interior of the Grand Cherokee a such a great place to spend your time.

Many will fondly remember the diesel version of the Cherokee that proved to be quite popular that offered increased off-road, towing and fuel efficiency abilities over the gasoline counterparts. As of yet there is no diesel version coming to Canada, however,  Jeep are quick to point out that the all-new flexible-fuel, 3.6L Pentastar V-6  gets better fuel efficiency than the outgoing diesel. The Pentastar engine features an 11 percent improvement in fuel economy, delivering up to 10.2 L/100km, Variable-valve Timing, 290 hp and 260 lb.-ft. Of course those that want a little more rumble under the right foot can opt for the 5.7L HEMI V-8 in the top three trim levels.

Moving our way down the driveline, Jeep has offered up three different 4x4 options to choose from. The Quadra-Trac I, Quadra-Trac II and the Quadra-Drive II. Quadra-Trac I is a full-time AWD single speed transfer case with a 50/50 torque split offered on the base V-6. Quadra-Trac II is an electronically controlled two-speed unit that is available with a 2.72 low range ratio and Selec-Terrain, which allows the driver to choose from five different surface conditions. Auto is designated for everyday driving. Snow, is tuned to minimize oversteer and maximizes traction. Sport reduces traction control and gives a RWD feel. Sand/Mud maximizes traction and allows for additional wheel slip. Finally Rock is available in 4-Low and activates hill descent.

Along with the drivetrain layouts, Jeep is now offering Quadra-Lift, which implements air springs in place of the regular coil springs found on the base V-6. Controlled with the Selec-Terrain or manually, Quadra-Lift allows the Cherokee to be lowered nearly 4 cm for entry and exit, will lower 1.3 cm for performance driving or can raise the Cherokee 3.3 cm in off-road I, or 6.6 cm in off-road II. In off-road II, the Cherokee reaches a top ground clearance of 21.8 cm, for off-road duties.

So now that we have the technicals out of the way, lets get into the drive. I chose the base Laredo as my first vehicle as this comes standard with the all-new Pentastar V-6. Smooth is the optimum word here, as both the engine and the ride were revelation of quality. The V-6 pulled strong throughout the power-band and really was as efficient as Jeep promised. Having to settle for the base engine never seemed so good, in fact I actually preferred it over the rather brutish and guzzling HEMI counterpart. My only complaint was with the aging 5-speed automatic transmission, which lost a lot of rpm on upshifts and struggled to find the right gear going up hills. This should be rectified with Chrysler just signing a deal to build the ZF 8-speed automatic, that will likely make its way into the Cherokee in a few years time.

However, one of the most enduring factors that was left with me in driving the Cherokee was the increase in quality handling. The base Cherokee drove as smooth as a Lexus, and could likely give a BMW a run in the handling department. The strength of the new chassis is blatant, and really takes this vehicle into another level. The base V-6 was a joy to drive in the twisties, however, I found that the big V-8 with the Quadra-Lift suspension was much softer and moved around more than I would have liked. Were the base Cherokee made huge new strides in on-road abilities, the Quadra-Lift equipped V-8 reminded me of the older, softer Cherokee, one more suitable for those who intend to use it off-road

It is a Jeep after all, and Jeeps go anywhere. Don't let the flashy new disguise fool you, as this is one of the most capable luxury off-roaders going and is Trail Rated. Set loose in the Hollister Hills Recreational Area, we dragged the Cherokee up some impressive washouts and down steep sandy drops. Despite being equipped with all-season tires, the Cherokee upheld the brands recognitions for off-road excellence. For the four-wheeling gear-heads out there frothing at the mouth to know what type of numbers equate to in the off-road department, ground clearance is listed at 218 mm, with at 26.3-degree approach 26.5 departure angles and and a break-over of 18.8-degree with standard suspension. Opt for the air springs and those numbers change to 270 mm, 34.3-degrees, 29.3-degrees and 23.1-degrees.

The 2011 Grand Cherokee is currently being shipped to dealerships and will be available in four different trim levels. The base Laredo E which only comes with the Pentastar V-6 and starts at $37,995. The Laredo X upgrades interior features and offers the HEMI and Off-Road Group II as an option with Selec-Terrain and Quadra-Lift. The Limited comes standard with Quadra-Trac II, Selec-Terrain and HID headlamps and starts at $46,998 while the Overland tops the line with standard GPS, Quadra-Lift and 20-inch wheels. For a vehicle who's next closest rival is represented by the Land Rover Range Rover, the Cherokee represents a massive bang for buck in the luxury 4x4 segment.

Specifications:

MSRP: $37,995 - $49,995

Type: 5-door, 5-seat SUV

Layout: Front engine/4x4

Engine: 3.8L V-6/5.7L V-8

Power: 290/360

Torque: 260/390

Transmission: 5-speed automatic

Brakes: Ventilated discs (front and rear)

Fuel economy: 13.0 L/100km City; 8.9 L/100km Hwy/15.7 L/100km City; 10.6 L/100km Hwy

Review: BMW X6 ActiveHybrid

BMW have dived into yet another segment of the automotive field, that of the hybrid. They are not new to green motoring, as massive amounts of capital and R&D have been invested into the companies successful diesel vehicle lines, while all-electric versions of both BMW's and MINI's are currently undergoing consumer testing for future production. However, the power that a hybrid vehicle has in todays eco-fanatical market is a strong one, one they have now joined.

In typical BMW style, the first hybrid to adorn the spinning blue and white prop badge has a heavy dose of performance injected into the recipe. Hybrids are most often known to be overweight and underpowered vehicles, however the ActiveHybrid X6 is packing 480 hp and an earth moving 575 lb-ft of torque. The ActiveHybrid version of the X6 has made no sacrifices in the name of a eco-friendly monicker. It is exactly the same as the regular 4.4L V-8 powered X6, with the addition of a NiMH (nickel-metal hydride) battery pack located under the cargo area floor, some minor tuning and a hybrid electric propulsion system.

Like many hybrids, the X6 has to deal with the added weight of the extra hardware mounted on board. With all the standard luxuries that you expect with any BMW, the X6 balloons to 2,580 kg in weight, something that does present a handicap in several area's. One area is this has effected is the low speed electric only drive. With a good charge on the battery, the X6 can be driven lightly under purely electric power, up to 60 kmh. However, the added weight makes the technique of keeping as much load off the throttle a tough affair, and only the most patient drivers will be able to get the most out of the batteries charge.

The ActiveHybrid is considered a performance hybrid, however, a hybrids purpose is fuel efficiency. As BMW already have an industry leader in the form of the X5d, the X6 weight strikes once again, as I averaged 12.1L/100km in the X6, and 9.2L/100km in the X5d. As the X5 is by no means a slouch in the performance department as well and has the advantage of more cargo space, better visibility and by my accord, better looks than the X6.We may have ourselves an inter-brand rivalry building here.

While driving in the city may be a tricky affair, in terms of getting the most out of the electric drive, driving on the highway is an absolute pleasure. The steering is as direct and communicative as any BMW, and those seats are the best in the business. The acceleration potential of the X6 is something to behold despite the weight. The big raspy V-8 barks, the electrics spark to life and the big X6 effortlessly powers forward down the road to the surprise of unsuspecting  motorists. But there is a draw back with the X6's abilities. Like most luxury vehicles, the drivers sensation of speed is quite dulled, this matched with massive power, and with three different variables to distribute power, I found that the X6 would often gain up to 40 kmh of speed on the freeway without my knowing. The highly recommended heads-up display showing my speed in the windshield tipped me off to the situation just in time to rectify it before coming across a radar wielding officer.

Likewise, I was unhappy with the brake pedal. A brake pedal in hybrid vehicles is only used to tell an onboard computer how hard you want to brake, it then directs that information to both the regenerative braking system on the electric motors and the actual brakes themselves. As such, the brake pedal has zero feel and pourly connects the driver to the vehicle. It felt like there was a balloon stuck underneath the pedal. Also, I'm never a fan of the active brake force adjustments which changes the force of braking used.

There is no doubt about it, the ActiveHybrid X6 is an impressive bit of kit, and a great vehicle that proves hybrids can be exciting vehicles. However, with the quality of the X5d available for over $30,000 less then the ActiveHybrids $99,900 starting price, it may not be the right choice for those looking for the best fuel efficiency. The  ActiveHybrid will be attractive to those with an insatiable appetite for a high performance crossover, with the unique coupe look couple with the stigma of driving a hybrid. 

Mopar Nukizer

Back in April, I was sent on assignment to Moab, Utah, the site of the Easter Jeep Safari. Every year during the Safari, Mopar show up and put taste of their latest creations on display for the media. With such concepts, it usually a case of “you can look, but don't touch.” However, the good folks at Jeep and Mopar gave us a slightly more exciting order of, ”sure you can jump them, just don't roll it.”

With unprecedented amount of freedom to explore what the minds at Jeep and Mopar could create, we were able to put the impressive Nukizer 715 through its paces in the dunes of Moab.

Based on the diesel powered chassis of the J8 Military reconnaissance vehicle,  the Nukizer 715 is an all-purpose truck that pays homage to the the beloved military-only Kaiser M-715 truck. The initial design was put together by the Jeep design department while it was the Mopar team that got their hands dirty converting the vehicle into what you see before you. The front end of the Nukizer could easily be mistaken for replacement panels, however the entire front clip is a custom built carbon fibre work of art, built to perfectly cover the internal structure while keeping true to the original. They did such a good job that the headlights retain their standard mounting bezels. The J8 bumpers were kept along with the Helicopter lift rated tow hooks mounted either side of the Warn 9.5XP low-profile winch.

To keep a unique look, the windshield received a small chop, and Bestop provided a unique soft top which artfully captures the traditional downward slope of the original. Behind the cab the team added the familiar AEV Brute pickup box with the addition of a centrally sunken spare tire mount. The J8’s 116-inch wheelbase had to be stretched eight inches to 124-inches to make the bed fit.

Drivetrain upgrades include beefy Dynatrac Pro-Rock Dana 44 front and Dana 60 rear axles filled with 5:38 gears and ARB Airlocker differentials. Power is distributed by an Atlas II transfer case spinning custom driveshafts from Tom Woods. To put the power to the ground, tires are 38-inch BF Goodrich Mud Terrains mounted on Hutchinson beadlock wheels. The powerplant remains a J8-specific 2.8-liter turbo diesel I-4 that has been treated to a re-programmed computer for more boost. Fuel is supplied from a custom Gen-Right tank made specifically for this vehicle and mounts to the rear cross member.

To finish it off Mopar added rock rails and off-road bumpers, Warn air compressor, Terraflex dual-rate front sway bar and a Garmin GPS Map 640 navigation unit. Then there was the popular grey colour that was matched from the colour of a garbage can. Simple, yet cool.

Driving this beast was an impressive experience to say the least. I have been dreamed of a diesel powered Wrangler for some time, and the J8 performed just as I expected. The 4-cylinder turbo diesel works magnificently to power the Nukizer through the deep sand, and was even grabbing some air along side its counterpart, the Ram Runner. The trucks extra wheelbase also provided a sure stance in the sand, even when sliding around dunes at speed. The Nukizer was a masterful concept design built on the best Jeep chassis I've had the please to drive in anger. Despite the huge fan fare the truck has garnered since it's unveiling, it still remains only a concept, although, I'm not giving up on the possibility of diesel powered Wrangler making in to our shores.

SPECS:

Engine: 2.8-liter turbo diesel I-4

Transmission:  four-speed automatic

Overall height:  75.2 inches

Overall width:  78.6 inches

Wheelbase:  124 inches

Weight:  4,500 pounds

Tires:  38 x 14.50-R17 BF Goodrich KM2