Road Test: Isuzu Rodeo, Nissan Pathfinder, and Toyota 4Runner
To test their abilities at handling mountain roads, we drove all three SUVs through a particularly steep, twisty, switchback-infested section leading to Southern California's Mount Palomar observatory. From a power standpoint, the 4Runner handled the drive with aplomb, displaying plenty of low-end strength and never feeling overtaxed. Moreover, its seamless automatic transmission operation kept the engine in the meat of its power curve, seeming to almost anticipate shift situations in hilly terrain, instead of playing catch-up.
For '96, the Rodeo's 3.2-liter SOHC 24-valve V-6 has been upgraded from 175 horsepower to a stouter 190, thanks in part to a new fully sequential fuel-injection system. Its torque output, however, has remained the same at 188 pound-feet. Despite being overshadowed by the 4Runner's performance, the Rodeo logged a fairly swift 10.2-second 0-60-mph time, placing it high within the ranks of its V-6 competitors.
The Pathfinder's SOHC 12-valve V-6 was upgraded from 3.0 to 3.3 liters, and from 153 horses and 180 pound-feet of torque to a more satisfying 168 and 196, respectively. Despite its noticeably lower output compared with the Toyota's, the Pathfinder still delivers good pulling power and a spirited overall attitude, thanks to the 3.3's flat power curve, which churns out over 90 percent of its peak torque at as low as 1500 rpm.
The five-speed Pathfinder ran the 0-60-mph sprint in 10.2 seconds, equaling the Rodeo; however, in a previous test, an automatic-equipped Pathfinder hit 60 mph in a protracted 11.5 seconds.
On our twisty uphill test, both the Rodeo and the Pathfinder tackled the mountain at a brisk pace. The Isuzu's automatic transmission, though, was often behind the shift curve, waiting too long to kick down on steep portions, resulting in a lack of available power and a lot of noisy engine revving. A grade-logic control program would be welcome.
Group Dynamics
Nowhere else are the personalities of these sport/utes more distinctive than in their ride and handling characteristics.
With reworked underpinnings and an extra 1.5 inches of travel at both ends, the 4Runner offers a plush, isolated ride that eagerly absorbs bumps without ever feeling floaty or detached. A new rack-and-pinion steering system (replacing the previous recirculating-ball setup) complements this ride with good, tight on-center feel and pleasantly linear turn-in/out characteristics. The 4Runner feels so comfortable in everyday driving that the name "Lexus" kept creeping into our discussions. In harder cornering, however, the 4Runner exhibited more lean than the other two, due to its higher center of gravity.
The Pathfinder SE, also taking advantage of a redesigned suspension, comes through with a firmer, sportier feel mildly reminiscent of a European sport sedan. This was particularly accented with the optional two-mode suspension in the "sport" setting. While small bumps are more noticeable than in the 4Runner, the Pathfinder pays dividends in cornering, where it better controls lean, provides sharper response, and feels more nimble and stable. Nissan has also replaced its prior recirculating-ball steering system with rack and pinion, which offers quicker response-though a less-crisp on-center feel-than the Toyota.
In our slalom test, the Pathfinder proved to be one of the best-handling sport/utilities we've driven. Its excellent 61.2-mph slalom speed, solidly within the realm of sporty sedans, is reflective of its confidence-inspiring ability to remain planted and predictable even in radical transient maneuvers.
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