The Toyota Tacoma was launched in America in 1995, and was classified as a compact pick-up through 2004. The second generation was classified as mid-size, and following a full redesign for 2016, the third-generation 2017 Toyota Tacoma remains the No.5-selling truck in America so far, this year – a position it has held for several years.

Mostly standing pat after last year’s revise, the most significant changes for Tacoma in 2017 involve the new TRD Pro Off-Road model with a specialized off-road suspension including Fox internal bypass shocks, special 16-inch TRD black alloy wheels, a TRD Pro front skid plate, and Rigid Industries LED fog lights, and generous TRD Pro badging throughout. Elsewhere along the line-up, SR5 models get a new appearance package, standard on V-6 models and optional on four-cylinder models.

My test Tacoma, in Limited trim, came loaded with such standard items as a deck rail system, color-keyed bumper, overfenders and chrome-accented door handles, front dual automatic climate control, leather-trimmed seats and leather shift lever and tilt/telescopic steering wheel, 18-inch polished alloy wheels, power tilt/slide moonroof, power sliding rear window and power outside mirrors with turn signal indicators. Also standard on Limited, are cruise control, Smart key system with push button start, rear sonar parking assist, blind spot monitor and rear cross-traffic alert, Entube™ Premium JBL Audio with Integrated Navigation and App Suite, Qi-Compatible Smartphone charging, and lots more.

While the Tacoma does not offer a regular cab, it does come in Access Cab (an extended cab with rear-hinged rear doors) and Double Cab (crew cab with conventional rear doors configurations. Tacoma Access Cab and Double Cab models are built on a 127.4-inch wheelbase with a 60.3-inch bed, or a 73.7-inch bed on a 140.6-inch wheelbase. My test Tacoma was the base 4x4 with an Access Cab, and it measured 212.3 inches long, 74.4 inches wide and 70.6 inches high with 9.4 inches of ground clearance. My test truck weighed in at 4305 lbs. and had a tow rating of 3500 lbs. (an optional tow package is rated at 6,500 lbs.).

Tacoma offers brawn or economy with two engine options. The more economical engine is the 2.7-liter inline 4-cylinder, DOHC 16-valve cast iron block system with aluminum alloy head and VVT-i. With the 2WD 5-speed manual, it is EPA rated at 19mg/city and 23mpg/highway, and the 4WD manual is estimated at 19/21 (the 6-speed automatic gets an 19/23 estimate). The inline-4 provides 159 hp and 180 lbs-ft of torque.

My test Tacoma 4x4 automatic was powered by the larger aluminum block 3.5-liter Direct and Port Injection, Atkinson Cycle V-6 engine with Variable Valve Timing-Intelligent Wider Intake and Variable Valve Timing-Intelligent Exhaust. EPA rated at 18/23 for 4WD automatic, I averaged 19.9mpg in mixed-use driving. The electronic fuel-injected system is good for 278 hp and 265 lbs-ft of torque. I found the Tacoma willing to transport heavy loads and it was quick-for-niche on the highway and the track, with a dash from zero to 60mph in 8 seconds-flat and a quarter-mile accomplished in 16.3.

Tacoma’s coil spring independent double wishbone front suspension with leaf spring rear suspension with staggered outboard mounted gas shocks were firm on the road and capable for soft off-road adventures. Rack-and-pinion power steering is better at slow speeds than high-speeds and can be non-intuitive at times.

With seating capacity for two up front and two in the Access Cab, Tacoma provides 39.7 inches of headroom in row one and 34.9 in the Cab, 42.9 inches of first row legroom, and a very tight 24.6 inches in the row two. Shoulder room measures 58.8 inches on front with 56.5 for the rear passengers. The Double Cab provides 32.6 inches of second row legroom.

The well-equipped Tacoma features standard air conditioning; power windows and door locks; center console; digital clock; two instrument panel power points with a lighter; a high-resolution 3.3-inch display; temperature gauge; vanity lamps on the sun visors; dome lamp; a full-size spare tire and Entune™ Audio.

Side-impact door beams in all doors starts Tacoma’s attention to safety, augmented by Toyota’s Star Safety System™, which includes Vehicle Stability Control, Traction Control, an Anti-lock Braking System, Electronic Brake-force Distribution, Brake Assist, and Smart Stop brake override technology. Every Tacoma has standard front seat-mounted side airbags, roll-sensing side curtain airbags (including a cutoff switch), and a front advanced dual-stage airbag system.

Toyota offers a mind-blowing 31 different 2017 Tacoma trim setups in 4x4, TRD, SR5, SR and Limited in Access Cab, Double Cab and Sport Double Cab configurations. The base Tacoma SR with Access Cab starts at $24,575; SR5 starts at $29,155; TRD Sport at $32,195; TRD Off-Road at $32,195 and TRD Pro at $41,215. My test Tacoma in Limited trim started at $39,250 with the 3.5-liter engine, 6-speed automatic transmission, a Double Cab and Short bed.

My test Tacoma in Black with a Hickory Leather interior added Black, 5-9nch oval tube steps (running board) for $469; all-weather floor liners and door sill protectors added $209; a bed mat was $120; a very useful BedStep for easy access to the inside of the bed added $300; and delivery and processing added $995, for a price-as-tested of $41,993.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.

Based on the nostalgic military Willys Jeep of 1941, the Jeep Wrangler has been an off-road enthusiasts’ pleaser since 1986. A compact four-wheel-drive multi-purpose vehicle, Wrangler debuted in 1986 as a revision of the Jeep CJ-7, was revised in 1996, and completely redesigned in 2006.

During that time, Wrangler has been presented in numerous trims, models and cosmetics with such badge names as: Islander 1988-’93; Renegade 1991-’94; Sahara 1997-2004 (and back again); Apex 2002-’03; and other variations including Columbia, Freedom, Golden Eagle, Rocky Mountain, TJ, Unlimited and the Rubicon Tomb Raider in 2003.

But one of the more popular end enduring treatments has been the Jeep Wrangler Rubicon, which debuted 14 years ago. In the 2003 model year, Jeep raised the bar in off-road capability with the introduction of the Wrangler Rubicon model. Named after one of the most grueling off-road trails in the world, the Rubicon models were the most extreme Wranglers produced.

New for 2017, Jeep® Wrangler and Wrangler Unlimited models receive new LED headlights and fog lamps -- optional on Sport and Sport S and standard on Sahara and Rubicon models; the Cold Weather Group is now available on Sport S and Rubicon models and includes: 17-inch BF Goodrich KO2 tires, engine block heater and all-weather slush mats; and three new colors are available: Chief (Blue), Acid Yellow and Gobi (Beige).

The two-door sport utility vehicle is assembled at Jeep’s Toledo Supplier Park in Toledo, OH, with a longitudinal front engine four-wheel-drive layout. Jeep Wrangler’s signature features include: classic round headlamps, seven-slot grille, trapezoid wheel flares, removable doors, exposed hinges, a fold-down windshield and innovative removable tops and half doors that allow the Wrangler to retain the brand’s iconic appearance and function

Built on a ladder frame chassis, Wrangler is designed to be off-road tough and on-highway smooth, melding old-school looks and toughness with current-day hipness and technology. My test Rubicon model weighed in at a stout 4104 lbs. for the manual transmission and 4129 lbs. in automatic configuration. It was engineered for stability with a length of 164.3 inches, height of 72.5 inches and width of 73.7 inches on a wheelbase 95.4 inches.

Rubicon powers up with a Chrysler Pentastar 3.6-liter V-6 engine with sequential multiport fuel injection. Rated at 285 horsepower and 260 lbs-ft of torque, and coupled with either a standard 6-speed overdrive NSG Manual transmission, or the 5-speed automatic that powered up my test Jeep, the system delivers when called upon for passing acceleration and off-road rock strength. Off the line, my test Jeep delivered an 8.9-second zero-to-60 sprint and a 16.9-second quarter-mile. EPA rated at 17/city and 21/highway, my week of tests, including some off-road travails yielded an average of 18.8mpg.

Off road, Rubicon successfully conquered any challenge I gave it. On macadam, its short wheelbase and big tires gave up bumps and bounces. It is as confident on gravel at low speed as it is timid at high-speed. Steering is responsive both on-road and off, for a pleasant driving experience minus some tire whine.

Rubicon seats four and offers 41.3 inches of front headroom and 40.3 in the rear. Legroom is 41.0 up front and 35.6 in row two, and shoulder room is 55.8 and 44.7. Included inside are such amenities as remote keyless entry, power windows with front one-touch-down feature, leather-wrapped steering wheel, deep tint sunscreen windows, power door locks, and up-level connectivity.

Paying attention to safety, Rubicon’s sport bar uses high-strength steel and is integrated into the B-Pillar that runs into the floor. This improves side-impact performance, vehicle stiffness, torsional rigidity and control at highway speeds. Additional features include advanced multistage front airbags and off-road tested emergency brake system.

Jeep Wranglers are available in 13 trims for 2017 – though Jeep likes to promote that they have four distinct, separate models. The Sport S bases at $26,995, Sport at $24,595, Sahara at $27,895, Willys Wheeler at $28,295, Big Bear at $28,695, and through 7 other trims, topping off with the Rubicon Recon at $39,145. My test Rubicon was eighth on the list, sandwiched between the Sahara and the Smoky Mountain, and based at $33,645 for a two-door and a manual engine. My test ride was a four-door, so it based at $37,445. The upgrade to the 5-speed automatic transmission added $1400; the Connectivity Group Package added $695 for an electronic vehicle information center, Uconnect® Voice Command with Bluetooth®, tire pressure monitoring display and remote USB port; the Cold Weather Group added $1095 for heated front seats, remote start, all-weather slush mats and an engine block heater; the soft top was replaced with a Freedom Top® Black 3-Piece Hard Top for $995; the Radio 430N interior option was added for $1195, and included a 6.5-Inch Touchscreen for Displaying Music Info and Uploaded Pictures, 40GB HDD and Garmin Navigation. A 9-speaker and subwoofer Alpine® Premium system was also added for $995. Also, air conditioning with automatic temperature control, air filtering and a humidity sensor were added for $395. For safety, supplemental front seat-mounted airbags that provide additional pelvic and thoracic protection for front seat occupants were added for $495 – my opinion is that this should have been standard and not an option.

With destination charges of $195, the sticker-as-tested was $45,755.


Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.

The Chip Miller Amyloidosis Foundation (CMAF), an organization in place since 2004 designed to combat Amyloidosis, is proud to announce that now through January 2, 2018, it has partnered with Subaru’s “Share the Love” campaign to help raise awareness and money for Amyloidosis.

The campaign is based on the belief by Subaru and its retailers that together, they can make the world a better place. The Subaru “Share the Love” campaign is Subaru’s vision of respecting all people and it’s their commitment to show love and respect to their customers, all while working to make a positive impact on the world! Each year the company joins hands with its car owners to give back to a community that given so much to them. In doing so, the organizations that Subaru supports have one thing in common, a dedication to improve the world and the lives of its people.

That goal ties in perfectly with the CMAF. Founded in 2004 following the passing of National Corvette Hall of Famer and Corvette enthusiast Elliott “Chip” Miller, the Chip Miller Amyloidosis Foundation exists to raise money and awareness to combat Amyloidosis. What is Amyloidosis? Amyloidosis occurs when enough abnormal protein, called amyloid, builds up in one or more organs to cause a malfunction. As an abnormal protein, amyloid originates in bone marrow. The heart, kidneys, nervous system and gastrointestinal tract are most often affected by the disease. In all, this disease took Miller’s life and affects over 4,000 people each year in the United States alone.

By partnering with the campaign and Subaru, car lovers who purchase or lease a Subaru from Kerbeck Subaru of Pleasantville, New Jersey will see $250 from their purchase donated to the CMAF. Every donation counts and this opportunity to donate coincides with the “Share the Love” campaign’s end date of January 2. With dealerships around the country offering specials and amazing deals on sales now through the end of the year, this is THE time to visit Kerbeck Subaru for your next ride and help a great cause too.

The CMAF is just one of many great organizations taking donations via this program, but for Lance Miller, son of the late Chip Miller and President of the CMAF, it’s near and dear to him.

“Kerbeck Subaru’s generosity in helping our small organization fulfill its mission is priceless,” noted Miller. “My father was my best friend, mentor and wonderful father figure. His loss was tragic to my family and his friends; however, knowing he’s still making an impact today brings us all great joy,” continued Miller. With Kerbeck Subaru’s help, we’re thankful to continue making an impact by spreading the word and raising money regarding this terrible disease that took my best friend’s life. It allows us to help others afflicted with this terrible disease. I’m grateful for everyone’s support!”

For details on the CMAF, visit www.ChipMiller.org and for more information on Kerbeck Subaru, their year-end offers and the Subaru “Share the Love” campaign visit www.kerbecksubaru.com.

Chevrolet entered the crossover niche with Equinox, first introduced for the 2005 model year. Marketed as a compact SUV, the vehicle has evolved, market-wise, as a mid-size crossover, and its upscale look and feel have translated into strong sales, reaching nearly 2 million since its launch, making it Chevrolet’s second-best selling vehicle, after the Silverado.

Chevy markets Equinox with the slogan: “For whatever life brings.” They reason that “No matter where you want to go, the 2017 Equinox is ready to take you there. With a unique combination of style, versatility and available active safety technologies, this fuel-efficient† ride fits just about any lifestyle.” J.D. Power agrees, and has made Equinox the “Highest Ranked SUV in Initial Quality in a tie, two years running.

While Equinox will be redesigned for 2018 with new sculpted styling, a new interior and an engineered weight-loss of about 400 pounds, the 2017 Equinox freshens with such available items as a Black grille and Black Chevrolet bowtie; Black 18-inch aluminum wheels; Jet Black perforated leather-appointed seats; memory settings for the driver seat and exterior mirrors and Black mirror caps and roof rack cross bars.

Equinox is sporty and trendy looking with a sleek exterior, chrome accents, dual-port grille and premium projector-beam headlamps for night visibility. Based on its dimensions Equinox fits into the small mid-size category at 187.8 inches long; 72.5 inches wide and 66.3 inches high on a 112.5-inch wheelbase. The crossover is set at a minimum ground clearance of 6.9 inches and has a curbweight of 4112 lbs. for the 3.6-liter LT I tested.

Standard Equinox power comes from the Ecotec 2.4-liter I-4 engine, mated to a 6T45 Hydra-Matic 6-speed automatic transmission for 182 hp and 172 lbs-ft of torque. The system has been EPA-rated at 21 mpg in the city, 31 mpg on the highway for FWD and 20/28 for AWD. My Equinox test ride powered up with a muscular 3.6-liter V-6 that provides 301hp and 272 lbs-ft of torque. The AWD version I drove is rated at 16/23, and week of mixed-use testing earned an average of 19.4 mpg.

Equinox is sneaky-fast. It performs and feels quicker behind the wheel than expected. On the track, my Equinox finished off a zero-to-60mph sprint in 7.2 seconds and maintained its acceleration to complete a quarter-mile in 15.4 seconds. On the road and on uneven surfaces, the Equinox independent MacPherson strut front suspension with stabilizer bar, tuned shocks and hydraulic ride bushings and its independent four-link rear with coil springs and trailing arm; stabilizer bar; hydraulic link bushings were tuned for passenger comfort rather than for driver’s feel and precise handling. The hydraulic power rack-and-pinion steering was often vague, and understeer is common during quick maneuvers, but acceleration is reliable, and the cabin is quiet and calm.

The Equinox cabin is accommodating, and filled with entertainment and function. Segment-exclusive MultiFlex sliding rear seats offer an additional eight inches of space for passenger comfort or more cargo room when seats are moved. With seating for five, and a spacious feel, the interior offers 40.9 inches of front headroom and 39.2 inches in row two; legroom is 41.2 inches in the row one and 39.9 in the second seats, while shoulder room shows 55.8 and 55.3.

And Equinox offers available state-of-the-art technology designed to keep drivers and passengers connected and entertained. The convenient features include: Siri Eyes Free™ that allows compatible iPhone® users limited hands-free interaction, and available Chevrolet MyLink with Navigation, featuring full GPS guidance.

Safetywise, Equinox is built on a solid structure that includes strategic applications of high-strength steel to protect occupants in the event of a crash. It is equipped with safety features designed to avoid crashes or protect occupants in the event of one, including: six standard air bags -- dual frontal air bags, head curtain side air bags and pelvic/thorax seat-mounted side air bags, four-wheel anti-lock disc brakes with Electronic Brake Force Distribution, and StabiliTrak electronic stability control, traction control and rollover mitigation.

The 2017 Chevrolet Equinox starts at $23,995 for the base L-trim model with the 2.4-liter engine; the sticker includes destination and freight ($895) in front-wheel-drive; the FWD LS starts at $26,405; the LT bases at $27,645; and the top-of-the-line Premier trim starts at $30,935. My LT test ride was in all-wheel-drive (which I nearly always recommend) adds $1750. My ride was upgraded to the 3.6-liter V-6 for an additional $1500 and that also upgraded the power steering. The Convenience Package was added for $1300, for driver and front passenger heated seats, automatic climate control, remote vehicle starter system, leather-wrapped steering wheel and 8-way power-adjustable driver's seat. The Technology Package added $890 for a Pioneer® premium audio system and Chevrolet MyLink® with Navigation. The Driver Confidence Package was added for $495, with Side Blind Zone Alert, Rear Cross Traffic Alert and Rear Park Assist, the power sunroof was added for $995 and the Protection Package added $300 for all-weather floor mats and front and rear molded splash guards. The sticker-as-tested was $35.125, but discounts and allowances can cut that by as much as $2250, so check with your local dealer.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.

The luxury-utility crossover niche was born in 1998 with the midsize Lexus RX, and Lexus built on the Lux-Cross segment in 2015 with the compact-luxury NX. Inspired by performance vehicles and corporate-sponsored racers and test drivers, the NX, which stands for “Nimble Crossover,” looks to excite with its dramatic spindle grille and L-themed LED headlights, along with its body that appears carved from a single chunk of metal. The excitement continues with its turbocharged engine and attentive handling.

Changing little from the 2015 inaugural NX 200T and NX Sport and Hybrid models, what’s new for 2017 are that the NX Hybrid is now offered in All-Wheel Drive only (the FWD model has been discontinued); Lexus Display Audio adds Scout GPS Link; there is an available optional 18-inch wheel design; and exterior colors: Ultrasonic Blue Mica 2.0 and Molten Pearl have been added to NX F Sport models

Sharing a few structure and wheelbase parts with the Toyota RAV4, NX is otherwise unique with a crouching, muscular stance that stems in part from providing good ramp-over angles for light trail driving, as well as from having the highest point of the vehicle set back toward the rear of the roof. A sharply raked tailgate and integrated spoiler are punctuated by Lexus’ signature L-shape light clusters featuring seamless LED illumination, and the tailgate detailing echoes the spindle grille design.

On the Sport trim, the grille integrates with a metallic coated lower bumper molding, while black side mirrors match the grille. And the NX’s C-pillar is angled and wide to optimize internal storage width. Further, The F Sport version that I tested differentiates itself from the 200T with an F Sport-Tuned Suspension, F Sport perforated leather–trimmed steering wheel and shifter, bolstered F Sport seats, Metallic Sport interior trim
paddle shifters, G-Force and turbo-boost displays, F Sport exterior styling including front fascia and grille,18-inch split-five-spoke alloy wheels with machined finish or Superchrome finish, aluminum pedals and black headliner

The Lexus NX fits compact crossover parameters well at 64.8 inches high, 73.6 inches wide and 182.3 inches long on a 104.7-inch wheelbase. Ground clearance is 6.9 inches and curbweight is a confident 4,050 pounds for the AWD model.

The NX Sport I tested was powered by Lexus’ turbocharged and intercooled 2.0-liter DOHC 16-valve inline-4 twin-scroll engine. It has direct fuel injection and puts out 235 hp and 258 lbs.-ft. of torque, using an advanced valve control system to switch between Atkinson cycle and Otto cycle operation to optimize performance and fuel efficiency. Coupled with Lexus’ sequential six-speed automatic transmission, the system is EPA rated at 22mpg/city and 27mpg/highway. A week of mixed-use of testing yielded an average of 23.3mpg.

NX Sport looks sporty, but it isn’t exactly a sports car at the track. Performing solidly for the niche, but not exceeding it, my NX Sport finished a zero-to-60mph sprint in 7 seconds flat and completed a quarter-mile in a steady 15.2 seconds. Passing on the highway is confident with only minimal turbo lag, and there is more than enough torque to handle uphill grades.

On the autocross and during quick turns at speed, NX holds the pavement well for the segment, with comparatively little top wobble. Steering is relatively crisp and the MacPherson strut front suspension with coil springs and rear trailing arm works with the double wishbone type rear with coil springs to deliver stability and smoothness.

In the sporty cabin, a perforated steering wheel, body-hugging, quilted NuLuxe seats, brushed metallic gearshift, special instrumentation and drilled non-slip aluminum pedals and footrest were inspired by the Lexus LFA supercar, and the environment is one of sport-luxury.

Packed with safety features, high-tech amenities, comfort and entertainment, the cabin includes a Lexus-first wireless charging tray for compatible phones and devices; the new Lexus Remote Touch Interface with a touch pad; and a comprehensive multi-information display that features a Lexus-first G-Force meter and boost gauge.

With seating for five, NX is a bit tight with only 38.2 inches of front headroom (0.8 inches less with a moonroof), and 38.1 inches for rear passengers. Legroom is comfortable up front at 42.8 inches and niche-decent in the rear at 36.1. Shoulder room is non-confining at 57.3 in row one and 55.3 in row two.

The 2017 Lexus NX Turbo starts at $35,285 for FWD and $36,485 for AWD. The F Sport that I tested starts at $37,185 in FWD and $38,585 in AWD, and the 300h Hybrid version starts at $39,720 in AWD. The Navigation package added $1875 for a Navigation System, Remote Touchpad, Lexus Enform Destinations, Fuel Guide, Sports and Stocks updates, Lexus Enform App Suite, Lexus 10-Speaker Premium Sound System and an additional USB port. The Comfort Package added $565 for the Lexus Memory System, Power Tilt-And-Telescopic Steering Column and outside mirrors with auto tilt-down in reverse. An outer sliding moonroof added $1100; power open/close rear door added $400; a Pre-Collision system with dynamic radar cruise control added $900; heated from seats added $440 and Intuitive Parking Assist added $500. With delivery, processing and handling fees of $925, my 201t Lexus NX Sport as-tested stickered at $45,435.

> Visit www.CarlisleEvents.com for more on the automotive hobby.

Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.