So, the New Ford Bronco Raptor Is Here—Where's Its V-8 Engine?
Ever since spy shots of the flare-fendered, camouflaged 2022 Ford Bronco Raptor started hitting the airwaves, the internet has been buzzing as to whether it would be powered by an EcoBoost V-6 (and if so, which one?) or a Coyote V-8. Folks were clearly crossing their fingers for the latter, to relive those Bill Stroppe Baja fantasies. Now that the Bronco Raptor has dropped, we know we're getting the 3.0-liter twin-turbo EcoBoost six, and hearing the reasons why, we don't begrudge the decision. So read on for the answer to "Why no Bronco V-8?" and to learn how you will be able to buy a Bronco V-8 from Ford—sort of.
Just Not a Good Fit
As we've noted extensively, the Bronco is based on next-generation Ranger architecture, which involves a noticeably narrower frame than the one used by the F-150. Further tightening the engine compartment are shock towers that are elevated to provide the added suspension travel crucial to the Bronco Raptor's desert-blitzing capabilities. These taller towers prevent turbos and cylinder heads from being able to hang over the main frame rails. Such package constraints conspire against fitting a V-8 or even the wider 3.5-liter EcoBoost V-6 in a Bronco Raptor engine bay.
So when some aftermarket tuner comes along with an Bronco V-8 transplant, inevitably wearing Poppy Red, white, and blue livery, you'll likely learn that that specific Bronco didn't start life as a Raptor (and you may rightly fret about its cooling performance and durability).
Nose Heavy?
Extra weight on the nose of a desert racer is never a good thing. It overworks the springs and dampers, causes the front end to plow, adds wear to the front tires, and more. And although the overall weight of the Coyote V-8 isn't that much different from that of the EcoBoost V-6 engines (turbos weigh more than pistons!), the V-8 is longer, moving the engine's center of mass forward. This would have the effect of adding weight to the nose of a Bronco V-8.
Out of Character
This most extreme example of the "Born Wild" Bronco cries out for the broad, flat torque curve that comes with a twin-turbo engine. Naturally aspirated V-8s can't typically match this torque-everywhere character that a twin-turbo EcoBoost engine provides. And in any case, if our estimates of power and weight are correct, the Bronco Raptor should roughly hit the weight-to-power and hence 0-60-mph acceleration of the similarly tired Ford F-150 Raptor 37.
You CAN Have a Bronco V-8!
Wait, what? That's right, Ford is building a Bronco with a V-8. You simply won't be able to drive it to your local cars and coffee, or on public roads in general, but maybe you could live out your Stroppe fantasies and win the SCORE Baja 1000 race in it. We're talking about the 2023 Ford Bronco DR, a not-street-legal off-road-racing Bronco available to privateer racers.
Buy one of these, and you'd also be living out a "Rod Hall and Larry Minor" fantasy—they won the Baja 1000 overall in a stock Bronco V-8 in 1969. This tube-frame racing truck faces none of packaging dilemmas that plague the production truck, so it will run a V-8. It'll also package the radiator behind the driver. Oh, and it'll cost in the mid-$200,000s when it goes on sale this fall. How badly do you want a Bronco V-8?
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hyundai sonata Full OverviewWhen we first took stock of our 2020 Hyundai Sonata Limited, we were impressed by its slick screens, comfortable leather seats, and stylish exterior. A year later, does the Sonata continue to charm, or has it lost its luster?The midsize sedan rolled into our garage wearing a striking sapphire blue paint color and all the trimmings of the top-tier Limited model. At $34,630, our test car looks almost like a luxury sedan. Its plush caramel leather seats held up well over a year of passengers shuffling into seats, loading and unloading tons of baby gear, car seats installations, and baby spit-ups. The leather didn't pucker over time like it did on one of my previous long-term vehicles, which happened to be a luxury vehicle.The Sonata's interior earned high praise for its uncluttered, elegant design. I enjoyed the easy-to-use 10.3-inch touchscreen, though I didn't fully appreciate how crisp it was until I downgraded to a duller 8.0-inch screen in my latest test car. The Sonata's infotainment screen complements the 12.3-inch digital instrument cluster, and a sharp Bose sound system sweetens the deal.Passengers enjoyed the panoramic sunroof, but my favorite feature is Highway Driving Assist. A semi-autonomous system that combines adaptive cruise control and lane centering tech, this feature makes highway commuting less stressful. Although it has a tendency to steer the Sonata to the left side of the lane within the lane markings, it works better than some other systems we've tested. The 360-degree camera system is another winner, providing a clear view on all sides of the car and making it easy to park this long sedan. The only real tech hiccup we encountered was with the keyless entry system. It often wouldn't register when I touched the door and had the key in my pocket, forcing me to dig out the key and press the unlock button.I had no illusions about the Sonata's performance going into the year. Our car features the Sonata's upgraded engine option: a 1.6-liter turbocharged four-cylinder that makes 180 hp and 195 lb-ft of torque. As I quickly found out, it has just enough power for merging and passing other cars on the highway. Given how well it handles, I didn't mind its lack of power. What became more and more bothersome over time was how the power is delivered. There's a noticeable lag off the line when you jam the accelerator, so making quick maneuvers in traffic can get a little tricky.No maintenance problems plagued our Sonata through the year, but the car visited the dealership twice for routine servicing. Our first service trip was free, but Hyundai charged $92.01 for our second visit. These costs will look quite different for typical retail customers of newer Sonatas, however. For retail vehicles sold on or after February 1, 2020, Hyundai offers complimentary maintenance for three years or 36,000 miles, whichever comes first.Subaru also offers free maintenance, which is why our long-term 2017 Subaru Legacy cost $0 over three service visits and 20,460 miles. Free maintenance hasn't been the norm among the Sonata's competitors we've tested for a year, though. We spent $178.96 for two service visits on our long-term 2014 Mazda 6, which logged 24,316 miles, and $204.92 on two services for our 2013 Nissan Altima, which finished its run at 21,774 miles. Surprisingly, our long-term 2013 Honda Accord cost more than all of these sedans, racking up a bill of $209.42 for two service visits over a course of 22,856 miles.Driving the Sonata for a year revealed more about the sedan's quality and maintenance costs, but what will the ownership experience look like over the course of five years? Our colleagues at IntelliChoice have some insights. Although we enjoy all the fancy features that come with the top Limited trim, it might not be the choice if you're looking to maximize value. The lower SE trim gets a Good value rating, but the other trims earn Mediocre or Average scores. The 2020 Sonata Limited has been deemed an Average value when taking into account depreciation, insurance, fuel costs, state fees, financing, maintenance, and repairs.The Honda Accord remains our top pick for a midsize sedan because of its superior driving dynamics and its spacious, well-packaged interior. That said, our yearlong test confirms the Sonata is a solid pick. Among its rather conservative, plain-looking competitors, the Sonata stands out with its sharp design. More important, its tech-forward cabin continues to delight over time, speaking to its strong feature-per-dollar value. Its playful handling never gets old on a twisty road. For the practical-minded, free maintenance and a generous warranty make a strong case for the Sonata.Looks good! More details?POWERTRAIN/CHASSIS 2020 Hyundai Sonata Limited 1.6T DRIVETRAIN LAYOUT Front-engine, FWD ENGINE TYPE Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 97.5 cu in/1,598 cc COMPRESSION RATIO 10.5:1 POWER (SAE NET) 180 hp @ 5,500 rpm TORQUE (SAE NET) 195 lb-ft @ 1,500 rpm REDLINE 6,500 rpm WEIGHT TO POWER 18.4 lb/hp TRANSMISSION 8-speed automatic AXLE/FINAL-DRIVE RATIO 3.37:1/2.14:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 13.3:1 TURNS LOCK-TO-LOCK 2.6 BRAKES, F; R 12.8-in vented disc; 11.8-in disc, ABS WHEELS 7.5 x 18-in cast aluminum TIRES 235/45R18 94V Michelin Primacy Tour A/S (M+S) DIMENSIONS WHEELBASE 111.8 in TRACK, F/R 63.1/63.3 in LENGTH x WIDTH x HEIGHT 192.9 x 73.2 x 56.9 in TURNING CIRCLE 35.9 ft CURB WEIGHT 3,316 lb WEIGHT DIST, F/R 60/40% SEATING CAPACITY 5 HEADROOM, F/R 38.4/37.4 in LEGROOM, F/R 46.1/34.8 in SHOULDER ROOM, F/R 57.9/56.1 in CARGO VOLUME 16.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.7 sec 0-40 3.8 0-50 5.5 0-60 7.4 0-70 9.5 0-80 12.3 0-90 15.6 0-100 — PASSING, 45-65 MPH 3.8 QUARTER MILE 15.7 sec @ 90.1 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.89 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.66 g (avg) TOP-GEAR REVS @ 60 MPH 1,800 rpm CONSUMER INFO BASE PRICE $34,475 PRICE AS TESTED $34,630 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 9: Dual front, f/r side, f/r curtain, driver knee BASIC WARRANTY 5 yrs/60,000 miles POWERTRAIN WARRANTY 10 yrs/100,000 miles ROADSIDE ASSISTANCE 5 yrs/Unlimited miles FUEL CAPACITY 15.9 gal EPA CITY/HWY/COMB ECON 27/37/30 mpg RECOMMENDED FUEL Unleaded regular Our Car SERVICE LIFE 12 mo / 11,734 mi BASE PRICE $34,475 OPTIONS Carpeted floor mats ($155) PRICE AS TESTED $34,630 AVG ECON 24.4 mpg PROBLEM AREAS None MAINTENANCE COST $0 (oil change, inspection) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $27,700 (80%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All
The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado is the most powerful midsize pickup you can buy. Granted, the old V-6 held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est) LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON TBD EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All
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