WIDE WORLD OF SPORT-UTILITIES: LET THE COMPETITION BEGIN
By Tony Swan
Detroit FreePress
Wheels spun. Muck flew. We were stuck.
Our quest for the best sport-utility vehicle had brought us to this godforsaken bog in the wilds of Huron National Forest near Mio. Would it take us any farther?
We bravely waded into the calf-deep mud and tied one end of a tow-strap to the rear of our mired-down '95 Ford Explorer, and the other to the tow bar of a Land Rover Discovery.
With engines whining, the tow-strap snapped taut, but didn't break. As eight, big tires tore into the soggy remnants of the forest road, the Discovery helped haul the Explorer to safety.
Contest over? Discovery wins?
Well, no.
Life is rarely that simple, and there's certainly nothing simple about buying a $20,000 to $35,000 sport-utility vehicle.
Of course no one wants to drive a wuss.
We want a tough truck that can handle rocky roads, mud bogs and sand hills. That's how we know it can jump a curb in an emergency or get us home in the worst snowstorm of the winter.
But a great sport-utility vehicle involves more compromise than testosterone because we also want a smooth, quiet ride on city streets, lots of room, up-to-date safety features and all of the comfort and convenience options we've come to love in our cars.
So we took five of the best compact sport-utility vehicles we know on a 450-mile test drive that covered everything from suburban streets to dirt tracks.
Our benchmark was the Jeep Grand Cherokee, which generally has been considered the best sport-utility vehicle on the road.
Our challengers were the four new or redesigned trucks that have gone, or are going, on sale this year: the Chevrolet Blazer, Ford Explorer, Land Rover Discovery and Honda Passport.
Since this was the first side-by-side comparison test anyone had ever done with these trucks, we had some big questions to answer.
Explorer has been the best-selling sport-utility in America ever since it debuted in 1990. Could the new version be the best, as well as the best-selling, sport-utility on the road?
The original S-Blazer was pretty much the first compact sport-utility, and almost certainly the best, until Explorer and Grand Cherokee came along. Could the new Blazer reassert itself as a leader?
Discovery is not only Land Rover's first compact sport-utility vehicle, but its first attempt to build an affordable family truck. Could Discovery deliver the same performance and panache as the British truck-maker's bigger, pricier models?
Passport is Honda's first sport-utility as well, although it's actually built by Isuzu to almost the exact same specifications as the Isuzu Rodeo. Could Passport deliver the kind of quality and top-notch performance we've come to expect of Hondas?
All of the answers are inside.
You'll find our report on each truck as well as our rankings.
One peek at our chart tells you that this was close--and that your own test drives might very well produce different preferences.
We also can say that if off-road capabilities were the prime criteria, the results would be much different.
But for most of us, sport-utility vehicles are essentially cars with extra ground clearance, four-wheel drive, extra cargo capacity, an added sense of security and an extra measure of rugged panache.
So our judgments are based largely on the same standards we apply to automobiles, with safety features right up at the top of the list.
1. Ford Explorer
Although most members of our test crew agreed that the Limited version of the Explorer wouldn't be their choice if they actually were going to sign on the dotted line--too much money--we also agreed that a less lavishly equipped Explorer looked like the best bet in this tempting field.
The new Explorer carries forward the key virtue of the original: best-in-class roominess. It adds improvements in almost every other area, including a simplified (but sophisticated) four-wheel-drive system we think is the best in the business.
It's also one of only two sport-utility vehicles that includes dual air bags--a key point--and even though it was a preproduction sample, its construction quality was excellent.
This isn't the best choice for serious off-road use. But for the kind of sport-utility driving most of us do, we think the new Explorer is the champ.
2. Chevrolet Blazer
Although we think the Explorer is tops, we also think it would be a mistake to omit the Blazer -- or its GMC Truck twin, the Jimmy--from your list of possibilities.
In fact, only a couple of items kept this test from being a dead heat: The Blazer lacks a passenger air bag, and the four-wheel-drive system wasn't nearly as easy to use.
However, all hands enjoyed the Blazer's smooth ride, and the performance of its V6 engine was best-in-test, hands down.
We also give a small edge to the Blazer's new exterior design, which embraces the whole vehicle, rather than just the front end.
The Blazer and Jimmy aren't quite as refined or roomy as the Explorer, but they're gutsy performers and provide the best value.
3. Jeep Grand Cherokee
We were impressed with the Grand Cherokee's ability to clamber over uneven terrain. When it comes to picking your way over really rough stuff, the Jeep is second only to the Land Rover.
However, limited rear-seat legroom, limited cargo capacity, the absence of a passenger air bag and a heavy price tag held our Grand Cherokee Limited back in the final tally. Even without the extras on our test vehicle, the least expensive, two-wheel-drive Limited costs nearly $29,000.
If you're partial to the Grand Cherokee's styling, and those drawbacks aren't important to you, a better bet is the SE model, which starts at about $25,000.
4. Land Rover Discovery
The Discovery drew mixed reviews on the pavement, but it's clearly top gun when the pavement ends--the Duke of Dirt.
It also has a commendable array of safety features, including dual air bags, and full-time four-wheel-drive is standard equipment.
But for all its size, the Discovery isn't very roomy inside, nor is it quiet. Its sheer mass, attributable in part to ultra-rugged construction, limits the performance of its engine, the only V8 in the group we tested.
The Discovery also is expensive. Our loaded test truck had about $3,500 worth of stuff you easily could do without, but with a base price of upwards of $29,000, the Discovery still isn't what you'd call a bargain.
Nevertheless, the Discovery has a quirky British charm and character all its own. And if there's dirty driving on the horizon, it's got the right stuff.
5. Honda Passport
The Passport's spot in our rankings is deceptive. Members of our test crew who had never driven this vehicle--even when it was known only as the Isuzu Rodeo--were pleasantly surprised by its good road manners, its capable off-road performance and its roominess.
We were all impressed by its price. This was the only vehicle in the test that cost less than $25,000.
But with no air bags, and antilock brakes on the rear wheels only, the Passport and Rodeo are clearly behind the times in terms of safety features. The interior is just as
clearly behind the times in design.
Still, if safety features aren't on your list of priorities, the Passport is a very good buy.
Copyright, Detroit Free Press
12/01/94
CHEVY BLAZER
Based on preview drives in preproduction vehicles, we were prepared to be impressed by the Chevy Blazer. And we were--with a couple of reservations.
Like the Ford Explorer, the Blazer and GMC Jimmy have been extensively redesigned for '95: new skin, new interior, lots of work with the chassis and suspension. The smooth new aerodynamic styling, which goes well beyond the Explorer's front-end job, was first by a nose in the beauty contest, lurid purple paint and all. But the Blazer's real strong suits were on the functional side of the score sheet, starting with ride quality.
The suspension setup in our test vehicle, a well-appointed LS model, was tuned for a little extra comfort on the street, which it delivered, best of the bunch. Chevy has other Blazer suspension packages that are supposed to be better suited to serious off-road driving, but our tester also drew top marks for comfort in lumpy going.
In fact, the Blazer's off-road performance was a pleasant surprise. Although ground clearance is its limiting factor, the Blazer does have an edge on the Explorer in this regard. And it surprised us by outperforming all comers when we tackled a steep sand hill. None of our test vehicles got to the top, but the Blazer scrambled much higher than any of the others.
The main reason for this achievement lay under that purple hood. The Blazer's 4.3-liter V6 is a first-class torque generator. That is to say it delivers lots of muscle at low engine speeds, plus plenty of punch for passing. All hands scored the engine best of the test, our only area of unanimity. (The Chevy, Ford, Honda and Jeep six-cylinder engines we tested delivered about the same gas mileage--right at 20 m.p.g. on the highway, about 17 m.p.g. when city and off-road driving was included.)
The attractively redesigned interior conveys an impression of increased roominess compared to the previous Blazer because it is 2.4 inches wider. Front and rear legroom remain the same however, and the Explorer still holds the edge in these dimensions. The same goes for cargo capacity.
Another big plus for the interior is its smooth new dashboard--better-looking instruments and better controls, particularly the new rotary-switch climate controls. There are also a driver's air bag, a quartet of cup holders (two up front, two in back) and a number of places to stash small stuff.
Like most of the other vehicles in our test, the Blazer comes with four-wheel antilock brakes. It only offers disc brakes on the front, however. Drum brakes are on the rear wheels. And there won't be a passenger-side air bag until the 1998 model year.
Which brings us to some other reservations. The Blazer wasn't as quiet as the Explorer. Its power mirrors failed to function, and its four-wheel-drive system was tricky to engage and keep engaged. Chevy and GMC are planning full-time four-wheel drive for the Blazer and Jimmy, but it won't be available until mid-'95.
The base price for a four-wheel-drive, four-door Blazer isn't cheap: $21,953. But that includes air-conditioning, tinted glass and time-delay interior lights.
Our test truck included a $3,546 preferred equipment package--power windows, mirrors and locks, power seats, remote keyless entry, overhead console, center console, cruise control, a luggage rack and an AM/FM/cassette sound system.
It also included a tachometer ($59), locking differential ($252), CD player ($329) and trailering package ($210), for an as-tested total of $26,349.
Considering what you get, that's a pretty good value in a very good sport-utility vehicle.
FORD EXPLORER
The new Explorer isn't really all-new. It's four inches longer than the original, but chassis dimensions are virtually the same, interior dimensions are identical and the body panels are basically unchanged from the windshield pillar back. It's also propelled by the same 160-horsepower 4.0-liter V6 engine.
Nevertheless, the Explorer looks new, thanks to its fresh front end and redesigned interior. And with a completely revised front suspension and power rack and pinion steering, it also feels new.
Interior design was a key factor in making the original Explorer the best-selling sport-utility vehicle. It was the roomiest in its class. That's still true, but the second-generation Explorer is also much more attractive, and functional, inside.
The instrument panel is the best in its class for legibility, for its nicely integrated appearance and for its comprehensive collection of gauges (oil pressure and battery, as well as coolant, fuel, tachometer and speedometer).
Secondary controls--such as rotary switches for the climate controls, oversize push buttons on the audio system and window switches that are identifiable by touch alone--are easy to find and operate.
The seats are simply outstanding--snug, supportive and supremely comfortable.
Perhaps even more important, it has dual air bags, which puts it at least one air bag ahead of its key competitors. Other safety features--four-wheel, antilock disc brakes, side and front impact protection--are on the leading edge for sport-utility vehicles.
On pavement, the Explorer is quiet, reasonably smooth and thoroughly competent. The new steering and front suspension conspire to produce much more precise response in all maneuvers, and ride quality ranked just behind the Blazer.
Assembly quality, we might add, was exemplary, even though our test vehicle was a preproduction unit.
Off-pavement, the new Explorer's limiting factor continues to be ground clearance, which is the same as the original. Even though our test vehicle was equipped with an automatic ride control system, which raises ride height one inch when four-wheel low-range is engaged, it still scraped in situations where others didn't.
In fact, for all the sophistication of its Control Trac four-wheel drive system, the Explorer was the only vehicle in our test that got stuck, once in deep sand, once in a mini swamp. Limited ground clearance was the culprit both times.
Let us add that this does not diminish our high opinion of the Control Trac system. Controlled by a three-position dashboard switch, it's wonderfully easy to use, and its net effect, in automatic mode, is that of a four-wheel traction control system.
The Explorer turns just the rear wheels until it senses that one is slipping. Then it begins apportioning power to the front wheels to keep the truck moving and under control. Our opinion of the Explorer's V6 engine, however, isn't quite as high. While its performance is generally acceptable, it's not in the same class as the Blazer V6, which has 15 percent more torque and 21 percent more horsepower.
The price that goes with an Explorer Limited is probably going to fall in the heavy-duty range, perhaps a little too heavy for most consumers. Since Ford hasn't released pricing for the Explorer line, we're guessing that our test vehicle would be in the vicinity of $33,000, and that might be a tad low. Included in this price is every conceivable power amenity, automatic climate control, leather upholstery, a premium sound system with a CD player, a sunroof, remote keyless entry and running boards that further restrict off-road usefulness.
However, Ford expects most Explorer action to center on XLT models. With Control Trac, plus popular comfort and convenience features like air-conditioning, a sound system, and power windows, doors and locks, we'd guess you're looking at about $26,500 to $27,000.
The new Explorer went into production last week and should begin arriving in showrooms in mid-December.
We suspect they'll sell as fast as Ford can make 'em.
HONDA PASSPORT
The Passport stumbles in interior design, with a clunky instrument panel and tiny audio controls.
The Passport is new to Honda, but design-wise it was the oldest vehicle in our test. It has been selling for about four years in Isuzu showrooms as the Rodeo. But when Honda dealers began crying for a sport-utility vehicle to sell, Rodeos began emerging from the Isuzu-Subaru plant in Lafayette, Ind., wearing Honda emblems.
Although Honda added a new grille and upholstery for its version of the Rodeo, the dated design definitely shows, particularly inside.
The instrument panel is a clunky-looking box that sits atop the dashboard, with awkward push buttons for lights and wipers arrayed down its outer edges.
The audio controls, located just ahead of the transmission and transfer case shifters, are tiny. The interior plastics don't reflect the kind of high quality we normally associate with Honda products. There aren't any cup holders, there aren't any air bags, the part-time four-wheel-drive system isn't as advanced as the other vehicles in this test, and antilock brakes, though standard, are limited to the rear wheels.
Despite this, the Passport has been a hot seller from the second it arrived in showrooms.
Why? Honda's respected name and competitive pricing have a lot to do with it. Passports start at about $16,000 for a two-wheel-drive, four-cylinder DX model, though we don't recommend this engine. Our mid-grade LX tester--a four-door equipped with a 175-horsepower 3.2-liter V6 engine, automatic transmission, four wheel drive, disc brakes on all four wheels, 16-inch alloy wheels with fat tires, cruise control and an AM/FM/cassette sound system--carried a price tag of $23,830, including Honda's $380 destination charge.
That made our Passport the most affordable sport-utility in the test. However, the Passport's appeal goes beyond mere affordability. Its on-pavement ride and handling compared favorably with the rest of our test fleet; it's surprisingly roomy front and rear (although cargo space behind the rear seats doesn't measure up to the Explorer, Grand Cherokee or Blazer), and the V6 was as smooth as any engine in this group.
When we hit the trails, our respect went up even more. With eight inches of ground clearance, it trucked through places where the Explorer and Blazer bottomed out. We were also favorably impressed with the Passport's off-road ride. The suspension system was stiff enough to handle uneven terrain without a lot of rockin' and rollin', yet supple enough to keep sharp bumps from beating up the occupants. The engine lacks the low-end grunt of the Blazer V6--the kind of low-speed hauling power you need for towing or tiptoeing along boulder-strewn trails. That limited the Passport's performance in our sandy hill climb, although it was equal to the rest of our off-road adventuring.
Its styling may not be as current as the Big Three sport-utilities. Some of us thought the clumsy outside spare tire made it more difficult to see out the rear window and tougher to get in the back. But the design provides the driver with good sight lines in all other directions, and it exudes plenty of that rugged persona that's central to the whole sport-utility mystique.
JEEP GRAND CHEROKEE
Like the Explorer Limited, our Grand Cherokee Limited was a fancy rig with a fancy price tag. Limited models start at $28,755, including a standard $495 destination charge. With a towing package ($359), crinkly ``luxury leather'' ($300), a full-size spare ($160) and a transmission oil cooler ($73), the bottom line read $32,496.
You could pay more for the new Orvis edition, conceived to counter the Explorer's popular Eddie Bauer models, but we'd be surprised if you'd want to. And we'd trade the luxury leather as a down-payment for the Grand Cherokee's optional V8 engine, which costs just $616.
Our test vehicle was equipped with the standard 190-horsepower 4.0-liter in-line six-cylinder motor. It was smooth enough in ordinary use but a little noisy when pushed and definitely short on the kind of low-r.p.m. muscle that distinguishes the Blazer V6. To be fair, that fancy price tag does include plenty of equipment: power everything, sunroof, air-conditioning, AM/FM/cassette sound system, cruise control, automatic transmission and Jeep's Quadra-Trac full-time four-wheel-drive system, the best of three four-wheel-drive systems offered for this line.
Aside from its slightly over-assisted power steering, the Grand Cherokee's highway performance pleased everyone, although it didn't get top marks in any of our rating categories. Ride quality is good, on or off the road, thanks to the long-travel suspension system and stiff unit-body chassis. The four other sport-utilities we tested are built like trucks, with their bodies lowered onto a heavy, ladder-like frame holding the power train and suspension. The Grand Cherokee is built like most cars, with a strong, self-supporting body that doesn't need a heavy frame.
Conventional wisdom says body-on-frame is better for absorbing punishment, while unit bodies result in a lighter, better-handling vehicle. Though comfortable, the Grand Cherokee's seats aren't as supportive as the Explorer's, front seat legroom trailed all but the Land Rover, and rear seat legroom ranked fifth. There's a good-sized storage area behind the rear seats, but the full-size spare, which stows inside, intruded on this space.
Most of our test crew liked the Grand Cherokee's attractive instrument panel, spruced up in Limited models with lots of woodgrain. The control layout is convenient, although bigger push buttons on the audio controls would help. Safety features are also generally up to the mark, save for the absence of a passenger air bag. Grand Cherokees include four-wheel antilock disc brakes as standard equipment and side impact protection is up-to-the-minute.
The Grand Cherokee has taken some flak on quality issues, but aside from a couple of rattles that showed up off-road, our test truck seemed well put together. As you'd expect of any Jeep, the Grand Cherokee gave a good account of itself in the boonies. With ground clearance that's equal to the Land Rover, and almost as much suspension travel, it's particularly adept at picking its way over rocks, logs and heavily rutted trails.
Modest engine power held it back in our deep sand hill climb, but it sailed through other challenges without fuss and its Quadra-Trac system is almost as user-friendly as the Explorer's. The only difference is that the Jeep system requires you to actually throw a lever to engage low-range four-wheel drive.
LAND ROVER DISCOVERY
The Discovery strikes us as a vehicle that will attract some interest simply because of its slightly offbeat British character and heritage. Land Rover built an extraordinary off-road reputation as the vehicle of choice on the great savannahs of Africa, and its Discovery doesn't disappoint in that regard. Even though it costs $15,000 less than the reknowned Range Rover County, Discovery was the most capable off-road vehicle in our test.
Although its high, boxy profile might appear to be unstable and prone to tip over on rough, uneven ground, that's illusory. Most of the Discovery's 4,379 pounds is concentrated down low, in its built-to-take-it frame. The problem is that Discovery's performance on solid pavement is just so-so when measured against the Blazer, Explorer and Grand Cherokee. There is plenty of suspension travel to help soak up bumps, but the combination of a short wheelbase, and suspension components designed to deal with really rough stuff yields a ride that's a little choppier than the Big Three trucks.
For a vehicle filled to the gunwales with luxury features, the Discovery was also surprisingly noisy on the highway: wind noise, a nasty rattle from the bottom of the instrument panel and a fair amount of mechanical whine coming from the full-time, four-wheel drive system. Discovery's high roof also makes the truck look much more roomy than it is. The Discovery's rear-seat legroom ranked fourth in this group, its front-seat legroom ranked last, and there's not very much cargo space behind the rear seat. The storage space that does exist is high but quite shallow, and not easy to use.
The door openings are relatively narrow, too, which makes climbing in or out a bit of a chore. Once inside, though, it's easy to make yourself comfortable. The Land Rover's seats -- particularly the front buckets--are the equal of any, with plenty of side bolstering to keep driver and passenger in place in rough terrain.
The high seating position gives everyone on board a good view, creature comforts include separate climate controls for the driver and front seat passenger, and the Discovery is the only other sport-utility besides the Explorer you can buy with dual air bags. Other standard safety features include four-wheel antilock disc brakes, side impact protection and, of course, the added traction of a full-time four-wheel drive system. That system isn't as sophisticated or as easy to use as the Explorer's.
But like everything else beneath the Discovery, it's got decades of development behind it, and it's designed to withstand truly brutal use. The Land Rover's engine performance was a little disappointing to some, who expected more from the only V8 we tested. It also guzzled gas at a surprising rate, even for a sport-utility vehicle. Our Discovery got about 15 m.p.g. on the highway and 13 m.p.g. when city and off-road driving was included. What wasn't disappointing was Discovery's off-road performance.
Although the Land Rover's hefty weight worked against it in our deep sand hill climb, it was agile as a mountain goat elsewhere. If we had to pick one of these vehicles for a week in the wilds, this would be the choice. Of course we would have to take a big deep breath when we saw the price tag. At $35,200, this was easily the most expensive truck we tested.
Besides its comprehensive list of standard features--air conditioning, sound system, power windows, mirrors and locks, cruise control, tilt steering--the Discovery had some other extras you probably could live without. Knock off the dual-power sunroofs ($1,600), the rear jump seats ($975), the leather ($1,200) and the automatic transmission ($1,100), and you're a little closer to economic reality.
