As silly as the names sounds, the current QX50 is actually rather good. Mostly because it utilizes Nissan’s “FM” platform, i.e. the front-mid-engine configuration. To give you an idea of how capable the QX50 is, all we have to do is say that the underpinnings of the QX50 are the same as those found in the Q50 and more importantly, the 370Z. The FM platform positions the engine in the front of the car, but behind the front axle, effectively giving it that front-mid-engine layout we talked about. This means that the weight distribution is about as perfect as it can get with a front-engined vehicle. The setup uses control arms at the front and a multilink rear setup. None of this has been lost in the transition from a sporty sedan or coupe such as the 370Z or Q50 to the QX50. This effectively means that you’re getting a proper sporty vehicle wrapped into a large SUV-shaped body.

The VQ engines from Nissan have always been powerful and rather charismatic, even if at times they seemed a bit rough. The VQ37VHR which is now under the hood of the QX has 3.7 liters and it develops 325 hp, despite the fact that it’s an “old-school” engine. We say that because it lacks forced induction (turbocharging) and direct fuel injection. What you do get however is immediate throttle response because there’s nothing holding the engine back. Just like in its lower, more sedan and coupe-shaped cousins, the QX50 has the engine mounted longitudinally and power is sent to the rear wheels.

If it does have one major drawback, it would have to be the seven-speed automatic gearbox. It’s okay for normal use, but the lack of paddle shifters and the relatively slow shift times (compared to new autos) make it a pain in the… We can’t fault the transmission since it is around seven years old, but we can fault Infiniti for not fitting anything newer in it.

The 2016 QX50 can hit 60 mph in around 5.8 seconds and it will run the quarter mile in around 14 seconds. Fuel economy is appalling (17/24 mpg for city/highway respectively). It is a large and powerful SUV however, and we can’t say we didn’t expect that.

In short, if you want a genuinely sporty SUV you won’t find anything better this side of a Porsche Macan, and we all know how much more expensive that is. For what it is, the QX50 is one of our favorites. The interior is luxurious and plush, and we can’t argue with the monstrous engine. A great buy if you’re in the market for a car like the QX50.

The post The Infiniti SUV With the 350Z’s Engine appeared first on FactoryTwoFour.

Currently, I’m a family-less man, but I do have a girlfriend and a dog so I figured it a suitable pairing to test the efforts of a brand that’s typically known for their midsize cars. In all honesty, Toyota had gone slightly soft in the design department for a number of years and it was a mindset that had carried through until now. The Highlander immediately rewrote what I knew as a Toyota. It features practicality, an array of tech options, and a strong engine to match its smart looks. Simply stated, I was impressed.

Though no family adventures took place during the week long loan, plenty of family-esque activities had been planned. As a holiday weekend unfolded, several outings with friends became an effort at capturing the typical expectations of the traditional buyer. Upon entry, most passengers were impressed by the heated and cooled leather seats, a stylish center console featuring a wide array of media options as well as the overall comfort found in the cabin. I immediately became the weekend chauffeur. I wasn’t complaining. The fully adjustable passenger seats and quality audio certainly strengthened everyone’s argument. It’s easy to passively drive anything when occupied by conversation during a busy weekend, so I was looking forward to the chance of spending a few days commuting to work.

This is a brand that’s no stranger to off-road prowess and cues can be seen in the Highlander. Featuring locking differentials, hill descent control and various terrain settings, it’s capable of getting you where you want to go. Unsurprisingly, moving people between various locations is its primary purpose. The surprise was how quickly it was able to move. Not that larger SUVs can’t put down sporty acceleration (note the ridiculously quick Range Rover SVR), it’s just not commonly expected from Toyota. But, again, I wasn’t complaining. The V6 engine delivered a deep punch and a lengthy rev range making for swift city driving. However, this didn’t bode well for gas mileage. Over the course of a week, I only managed a notch over 18 mpg. This figure was helped by a brief stint on the highway, but factory figures aren’t much better anyway.

Every year technology continues to improve and the way a vehicle drives is becoming far more than just engine feel. Between downtown trips for food to congested commutes after work, the driver aides were features I quickly accepted. It’s one of those scenarios where the usefulness isn’t acknowledged until you discover it yourself. Overall, this was proving to be a fully competent and capable SUV targeted at younger families.

As for this being a dog friendly SUV, it’s a mark against the Highlander in this category. It may be a small complaint from my experience, but the third row of seats doesn’t fold flat. As a result, it creates an uneven, slightly canted floor causing a dog kennel to rock about when driving. On a few occasions, there were close calls that an unhappy puppy would be heard. Fortunately, the trips to and from the bark park were a success. Now, if you’ve chosen children over animals, it can also be assumed that the third row wouldn’t make for a complaint-free family trip for those past the age of six. Nevertheless, this isn’t a reason to discount this vehicle as the same knee-to-chest experience can be found in all SUVs offering third rows.

Initially, I was expecting an average looking SUV pushing average performance while providing average comfort and niceties. At the end of the week, I was left with a new found interest in Toyota, and in the Highlander suddenly being a viable choice as a next vehicle, on the condition that the pet situation is sorted. In a crowded market, this is one worth considering. It has the looks, the power, and modern amenities most would expect in a mid-range vehicle placing the Highlander a notch above the rest.

The post Toyota Highlander Limited – Sophisticated & Surprising appeared first on FactoryTwoFour.

Here’s what she had to say:

This is a car a young mother of 2 would drive. She’s got a tattoo behind her perfectly blonde ponytail. Her party days are over but she’s not ready to grow up yet. This is not just a grocery-getter. This is for the cool mom.

I think what she means is, the Rogue doesn’t appeal to the hardcore mommy who’s whole identity is wrapped up in the fact that living beings came out of her womb. Rogue mom goes paddle boarding, has nights out with her girls, and still has a sex life.

It is not as comfy as my Lexus. It rides tight like a car. I feel the tiniest thing, like it’s both sporty and porky. But the rough edges are still smoothed out. It’s not unstable.

Here, she’s talking about the stiff suspension. Yes, the Rogue does indeed have a very stiffly sprung ride but it is by no means uncomfortable. It simply feels like more of a car underneath you than a hulking SUV pulverizing everything in its path. You feel the road, get feedback, and feel a bit sporty doing it. It is a wonderful balancing act that far too many SUVs and CUVs don’t get right.

I like the big sunroof

It is indeed big. Huge even. Nice piece of luxury and uniqueness for this Nissan.

It certainly feels tricked-out enough in here, but without becoming a NASA dashboard. And everything looks like it would wear well and has a durability factor.

The interior certainly is a welcoming place. While no one will call this a luxury interior, so too with no one call it spartan. All the tech you want is accounted for and beautifully presented, especially in this top-of-the-line SL package.

It isn’t trying too hard to look like something else.

That’s for sure. The Rogue looks unmistakably like a Nissan. I would never call this anonymous or bland, which perfectly suits its more daring driving dynamics.

We’ve driven the 2015 Nissan Rogue a few times here at FactoryTwoFour, and our opinions are pretty divided. For my money, this is a solid choice for those looking for a medium-sized CUV. It is neither trying too hard to be sporty, nor wall-to-wall carpet and leather. Instead, the Rogue is a quietly competent contender in this very hot segment right now.

The post Date Night in the 2015 Nissan Rogue appeared first on FactoryTwoFour.

Considering Jeep’s gradual departure from an off-roading focus toward expanding growth in city worthy vehicles, it felt like a good time to see how the brand was adapting courtesy of the newly released Cherokee. The most notable and immediately apparent change is the radical shark nose slotted grille design, which hasn’t been so apparent on a vehicle since mid-’80s BMWs. It’s proving to be a love or hate style generating mixed reviews, though I’m finding it to be different enough that it exudes a sliver of charm. As defining characteristics are proving a vague challenge when comparing segment competitors, I was drawn toward the masculine yet quirky design cues of this Jeep.

The pull to the FIAT based crossover grew ever stronger when testing the “trail rated” Trailhawk model. In all honesty, I wasn’t entirely sure what to expect before driving a car-based platform engineered to tackle moderate off-road obstacles. The visual cues all pointed to a rough and tough SUV: skid plates, red tow hooks, aggressive all-terrain tires and a higher ground clearance. However, driving around town proved to be just as civilized as anything else in the segment, if not more so. At no point did I find complaint with road comfort or steering feel during my routine trips. As an added bonus, the engine delivered plenty of punch when merging onto highways. Unfortunately, the complete drivetrain experience wasn’t as sweet. The new 9-speed transmission seemed to occasionally shuffle between gears when navigating busier and varying levels of traffic. Despite early growing pains, this new, little Jeep adapted to the city lifestyle without fuss. But how did its temperament change when met with snow covered dirt trails?

It’s reassuring to announce that the Cherokee wasn’t fazed by the Michigan back trails found nearby. Admittedly, I didn’t and couldn’t push it through Moab levels of difficulty but I tried my best to roll through the biggest challenges scattered along the trails. Unsurprisingly, dedicated A/T tires helped to crawl over most muddy hills but the adaption of the four wheel drive worked as expected. Without upgrading to the Wrangler, the level of off-road capabilities offered by this Jeep will prove more than capable for those owners that seek mild weekend backwoods adventures. It’s certainly more trail worthy than its predecessors, the Patriot or Liberty. The farther I drove the Cherokee the more its inherent character shown through the mud covered exterior.

Overall, the Cherokee proved to be a surprisingly capable and enjoyable SUV. I chose to label it as such because the crossover descriptor didn’t seem to capture the true off-road nature of this vehicle. When pairing the driving impressions with the interior comforts and infotainment system quality we’ve come to expect in Chrysler products, it’s easier to see how the Cherokee is out-classing its competitors in most every category. Despite the largest departure from the iconic Jeep grille, I’ve grown to admire the Cherokee design and its bold approach at redefining the theme of crossovers and small-scale SUVs. It’s certainly a vehicle that deserves consideration by any individual interested in city and off-road driving.

The post Is the Cherokee a Two-Faced Jeep? appeared first on FactoryTwoFour.

The good folks over at American Motors Corporation (AMC) first got to SUVs as they would come to be known. Sure, SUV-like things had been around for a while. The Suburban name has been in GM’s catalog since the 1930’s. Two-door runabouts had flourished at the fringes of the market too – think Ford Bronco, Toyota Land Cruiser, Jeep CJ, etc. But in the early 1980’s, AMC had something different up their sleeves. It had four doors like a Suburban, but in a more wieldy size. An innovative unitized frame lowered the height and weight of the vehicle, negating the need for a gas-guzzling V8. Then there was the styling. In place of the aggressive machismo of a Ford Bronco or Jeep Wagoneer you had simple clean lines that met at slightly boxy angles (it was the early 1980s, after all. Aerodynamic bubble-cars were still a few years over the horizon). AMC called it the Cherokee – or XJ, if you’re really geeky about Jeeps.

When the Cherokee debuted, it was not quite the sales phenomenon Ford would later have with the Explorer. Like many good things in life, the Cherokee was an acquired taste for the market. To be fair, the Cherokee wasn’t really like any previous Jeep, or any other passenger-carrying truck that came before it. Mud-bogging enthusiasts viewed it as tiny, and since it lacked a V8 – a bit wimpy. It was the original Mall Finder. There may be some truth to that. The Cherokee definitely makes a better on-road companion than a K5 Blazer or full-size Bronco.

However, the Cherokee had a few things going for it in terms of back-country antics. It was more maneuverable than the full-size rigs of the time (handy when you’re squeezing down narrow trails). While the unitized frame might not have the boulder-bashing tenacity of a truck’s separate frame, it’s a lot lighter. Cherokees don’t get swallowed by the Earth nearly as easily as a lot of larger trucks. When Chrysler bought out AMC in the late ‘80s, the Cherokee got a much-needed infusion of muscle courtesy of a 4.0L straight-six engine also included in the AMC deal. Sophisticated that six-cylinder was not, but it had torque in spades, and a decent rush of power too. While not fast in a world of the BMW X5 M or Porsche Cayenne Turbo, by the early 1990s, the Cherokee could move. Add to that a pair of sturdy and articulate solid axles and Mom’s Mall-Finder could also get you pretty much anywhere you would want to go by vehicle.

Finally, there was the styling. Ignore the presence of fake wood on the sides of some early Cherokees. What you’re left with actually rather handsome. The look is clean and honest. The greenhouse is airy, and well proportioned. It was such a nice shape that Chrysler/AMC were able to justify keeping it around all the way to 2001. Not bad for a vehicle that was introduced in 1984. I think it rightfully qualifies as an icon.

The post How The Jeep Cherokee Changed SUVs appeared first on FactoryTwoFour.

Don’t get me wrong, I actually mean that as a compliment. This is the most comfortable and stylish Jeep I’ve been in, and I’ve been in them all. The new Cherokee seems to bring the storied American brand kicking and screaming into the 21^st century, and they did it with more than a little help from their new Italian family. This thing rides with a comfort and smoothness of a German sedan, and the interior is blessedly devoid of D-grade plastics or excessively chunky switches. The Cherokee is plush.

On the road, you still get the unflappable confidence that the Jeep brand has been built on, but with a refinement that makes this vehicle feel closer to a Land Rover than to the rock-crunching Wrangler. I can honestly say that this is the best vehicle Jeep has built in decades, and finally puts the brand on par with any other soft-roader currently out there.

Many people are held up by the looks of the new Cherokee, but I’ll say this: reserve judgment until you’ve seen it up close in person. It is much less “challenging” when you are standing next to it. Just as the Nissan Juke seemed crazy at first but now looks normal and commonplace, I think this new Cherokee will age very well.

The days of prioritizing ruggedness over livability are finally gone with Jeep. The king is dead, long live the king.

The post The 2014 Cherokee is the King appeared first on FactoryTwoFour.