The Ford Bronco is the original Sport Utility Vehicle

Story by Howard J Elmer, photos courtesy of Ford Canada

The new Ford Bronco is billing itself as an icon. It may be a bit soon to give it that title, but it does legitimately hold the title of inventor of the Sport Utility Vehicle (SUV) label. Back in 1964, Ford used that term in an advertising campaign – and it’s been with us ever since. Of course, there were the original Broncos built for a decade or so. Then the Bronco II was launched, and finally in the later ‘80s came the full-size Bronco. Each was related in name only.

Now, after more than 25 years of sitting on a shelf, the Bronco name is once again being dusted off and fixed to a new vehicle, one that is aimed to compete with its arch rival – Jeep. Frankly, it’s the success of the Jeep brand over the past 10 years that no doubt spurred the boys in Dearborn to resurrect the Bronco. Well, today I have seen it and had a chance to drive it and it is impressive.

Now, just to make sure there is no confusion, there is a Bronco Sport, launched this past Spring, based loosely on the Ford Escape. Meanwhile, the Bronco is a completely different animal, heavily engineered towards tackling the off-road world – and knocking Jeep off its rock-crawling pedestal.

Like Jeep, Bronco comes as a two-door and four-door model. Both are capable, but the shorter wheelbase two-door will be the better of the two off-pavement. On my first 3-hour test drive, I had only the four-door model to test, so I’m guessing the two-door will be better, because the four-door truck was a beast in the mud.

It’s always fun to review a brand-new to-the-market vehicle and Bronco two- and four-door SUVs were designed and engineered from a clean slate. But you can’t help but notice the similarities to the Jeep where open-air driving is concerned. Bronco will give you an open-air afternoon in just a matter of minutes. Available modular roof panels can be removed by one person using simple latches. Rear quarter windows can be removed simply by releasing a latch for each window. Two people

can remove the rear hardtop after removing a few fasteners. You can even remove the four fender flares in just a few minutes each.

The look of the new Bronco relies heavily on its 1960’s history and you will never forget it’s a Bronco, as the logos are stamped on the body and interior fasteners. Also on the frameless doors, fenders, bumpers, grille and grab handles. The frameless EZ Air doors can also be removed by taking off two bolts and disconnecting an electrical connector. Each door takes between two and four minutes to remove. As for accessories, threaded Bronco logo mounting points from the factory fit accessories like LED pod lights to sideview mirrors and roof racks to the top sport bar. Available modular front and rear bumpers also come with threaded taps to mount winches, safari bars and LED lights.

This Bronco carries a variety of packages, each offering increased off-road options. So, while aimed at Jeep, I suspect that this new competition will increase sales for both companies. It’s unlikely that one would dominate.

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Founders Roy Lord and Ed Coates, the “Lord” and “Co” in Lordco Auto Parts, opened the door to our first location in 1974, in Maple Ridge, British Columbia, Canada. From our humble 900-square-foot beginning, we have grown to become Canada’s largest privately held automotive parts distributor and Western Canada’s largest distributor and retailer of aftermarket parts and accessories, with 85 stores, nine including Truck Centres, and seven centralized distribution centres, two of which are specific to Hi Performance and Truck Centre parts. Our delivery fleet of over 500 vehicles ensures that the quality products we offer are delivered to wholesale customers and retail stores quickly. Our 31,000-square-foot flagship location in Port Coquitlam, British Columbia, features our new, modern retail store design concept, including a dedicated Truck Centre and power tool walls that allow our customers to handle products freely before deciding to buy. After over 45 years in business, we are growing faster than ever and have established a presence in Alberta, Canada, with even more locations in development. Lordco Auto Parts is looking forward to what the future has in store. It’s going to be a great ride!

Lordco adopts a unique approach to business by forging meaningful relationships with customers, employees and vendors, providing an unparalleled customer experience unrivaled in the industry. Our founding values of loyalty, family and community have provided the foundation for an innovative solutions-oriented approach to customer service.

We deliver an exceptional customer experience fueled by quality and expertise driven to keep you moving.

Lordco hasn’t slowed down on any expansion plans. Along with adding stores in new and existing markets, Lordco is looking forward to completing construction on a new Head Office and Distribution Centre. Scheduled to open in early 2022, the magnificent 377,000 square foot facility is located in Port Coquitlam, BC. The purpose built space and prime location will offer strategic advantages to both Lordco and its customers.

Story and photos by Benjamin Yong, additional photos courtesy of Hyundai

Following a much-anticipated preview as a concept vehicle back at the Detroit Auto Show some six years ago, there wasn’t a lot of expectation that the Hyundai HCD-15 compact pickup would actually be made. Well, fast forward to present day and the 2022 Santa Cruz is a happy reality.

“Santa Cruz, with its bold styling, breaks open all new segment territory, both for Hyundai and the industry as a whole. Open-bed flexibility coupled with closed-cabin security meets the changing everyday needs of its adventure-oriented buyers, while the powerful and efficient engine and superb manoeuvrability ensure it is a pleasure to drive in urban or off-road environments. Our customers will wonder just how they managed before owning one,” says José Muñoz, Hyundai Motor North America president and CEO, in a news release.

Rather than a traditional body-onframe build, this small truck has a unibody construction based on the Tucson crossover, which becomes evident when you look at the two side-by-side: both sharing many traits from the windshield forward, for example the headlamps hiding behind the large black T-shaped grille. The front end is quite different from the concept, though the general essence remains the same. Around the side, the former rear suicide half-doors have been replaced by regular versions allowing much easier occupant ingress and egress. The second row area is slightly smaller than the Tucson’s, the up-to-three passengers in the back enjoying a little less legroom as a result at around 927 millimetres. Still, an infant car seat fit no problem. And there are handy cubbies underneath the bench that accommodates bags or electronics.

Measuring 4.34 feet, the bed is small by pickup standards. Carrying lengthy recreational toys may be an issue, however towing shouldn’t be with the vehicle boasting 5,000 pounds of capacity. Nevertheless, the design is unique and useful. The floor can be lifted up to reveal a smaller storage compartment underneath, and a factory sliding and lockable hard tonneau cover keeps valuables concealed and protected against the elements, and is even able to hold up to 100 kilograms of weight.

It’s worth noting unlike, well, pretty much every other example on the market, the cover does not lock with the rest of the doors. A manual yellow knob on the underside must be turned, otherwise you might find your belongings gone upon returning from a shopping trip or a meal. In addition, ensure the top handle is in the downward closed position when shut, otherwise the panel could slide open during driving (I found out the hard way on a rainy evening cruise).

Possessing a 2.5-litre turbocharged four-cylinder engine, making 281 horsepower and 311 lb-ft of torque, and mated to an eightspeed “wet” (utilizing oil to lubricate and cool the transmission for increased performance) dual-clutch automatic gearbox, the Santa Cruz is way more fun to pilot than a truck should be.

The vehicle accelerates like a bat out of hell, admittedly at times in a jerky fashion, enough to unexpectedly spin the tires in the dry

despite standard traction-providing HTRAC all-wheel drive. The system also features multi-terrain control modes when road conditions become challenging: Snow, Mud and Sand. And the short wheelbase and wide track allow agile lane changes in traffic that would make a Toyota Tacoma jealous. display. Navigating the infotainment is simple enough, however the lack of a rotary volume knob really makes surfing radio channels — SiriusXM in particular — cumbersome. At least designers have kept a T-handle shifter in place rather than putting in a gear selector dial or, even worse, buttons.

Two trims are available: Preferred, starting at $38,499, and Ultimate, $44,799, the latter including extra equipment such as full LED lighting, 20-inch alloy wheels, Surround View Monitor to assist parking, ventilated front seating and others. The 2022 Hyundai Santa Cruz is U.S.-built, at Hyundai Motor Manufacturing Alabama.

Story by Spencer Whitney, photos courtesy of Stellantis

It seems like every day we hear more and more news signaling the end of gas-powered cars. While the last days of fuel-burners might be decades away, the auto industry is certainly focused on battery-powered vehicles at the present. As fuel prices continue to increase, and as technologies become more affordable, consumers are also taking note.

Stellantis – which combines the likes of PSA Group, FCA and others under one roof - is now one of the world’s largest automakers and encompasses iconic brands like Peugeot, Alfa Romeo, and Jeep – along with almost a dozen others. This merger of manufacturing will almost certainly influence the electrified future of the Wrangler and Grand Cherokee – two of Jeep’s most important models – as EV decrees come down from on high.

When the JL Wrangler was introduced, we noted that Jeep’s roadmap included hybrid and plug-in hybrid models. Since then, we’ve had two models hit the streets – a mild hybrid, and a full-on Plug-in Hybrid EV (PHEV). While the mild hybrid was nothing to shout from the rooftops about, in 4xe form the Wrangler has taken on a completely new identity – while retaining its off-road roots.

Sporting a well-hidden battery and an electric motor integrated into the transmission, the 4xe gives nothing away about its electric capabilities – save for a charging port on the cowl and some blue badging – and that’s the way Jeep wanted it. While it’s no longer the most powerful Wrangler (that title goes to the limited run 392 V8, although the 4xe matches its 470 lb-ft torque output) it’s certainly the most accessible power bump that Jeeps have seen in many years.

In fact, owners that we spoke to said they chose the 4xe because of its nearly 100-horsepower advantage over the long-running Pentastar 3.6L V6 – not to mention the increased instant torque that EV motors provide. That the 4xe has better fuel economy – this is just

a benefit that helps offset its added cost, they say. In real-world testing with a 60-percent EV and 40-percent hybrid driving pattern, we saw about 9.0L/100km. While this isn’t much better than the advertised consumption for a V6 Wrangler, the term “fuel economy” generally makes Jeep owners chuckle – they’re fully aware that a brick on wheels isn’t exactly a model of automotive efficiency.

Modifications made to the standard JL drivetrain for the 4xe reveal that Jeep is paying more than just lip service to the “PHEV-everything” trend sweeping the industry right now. These subtle differences also show that Jeep wants a long-lasting and well respected PHEV in the lineup, signaling to us that they’re serious about a mass-production battery EV (BEV) soon. In fact, the Jeep Magneto concept shown earlier in 2021 promises just that – and by the end of 2023. Early speculation that the generation following the JL would be the first to offer an EV might turn out to be false.

4xe Wranglers in Rubicon trim have an increased GVW of about 775 lb. over their gas counterparts. This is in no small part caused by the 17.3 kWh battery wedged under the back seats, and is also due to the increased structure required to protect it during an accident – battery fires are no joke. To maintain the Rubicon’s off-road performance, the 4xe has an additional one-inch lift compared to a standard Rubicon, allowing for more wheel travel under the extra weight. In addition, the longer motor-transmission setup required changing the front and rear drive shafts, and the front and rear axles are taken directly from the JT Gladiator – likely because of the torque-heavy EV setup requiring the slightly more robust axles and internals found in the JT. These small, un-advertised

changes put the 4xe at an advantage over the standard Rubicon, giving a hybrid the unlikely title of Best Jeep Around.

Perhaps the weakest component of the 4xe is the one you may not use very much if you have a charger at home. The 2.0L turbocharged 4-cylinder engine up front is a Fiat design adapted for Jeeps and is probably one of the noisiest and roughest seen in a hybrid vehicle anywhere to date. When the electric drivetrain is depleted, the fourbanger takes over completely, often emitting strange growls and generally arguing with the eight-speed transmission when any kind of serious demand is placed on it. If you’re going out off-road for the day, you’re better off leaving the 4xe in “Hold” mode to reserve your EV power while you cruise to your destination. Not only will you avoid relying on an overall less-powerful drivetrain, but you will also see excellent performance on the trails with the instant torque provided with EV in the mix.

The Magneto concept would, if put into production today, offer less power than the 4xe – after all, a BEV is all about range and being wasteful in that regard would almost certainly deter customers. When a fully EV Jeep makes it to market, it’ll likely sport a more V6-like power output, with the previously noted electric torque advantage. There’s even talk of a six-speed manual transmission being available for purists – although considering the very linear and predictable power output of electric drivetrains and how well they perform when directly coupled to axles or transfer cases, this seems like a bit of a gimmick.

It’s not likely that Jeep’s first fully-electric Wrangler will be their greatest. It will take a complete redesign of the platform to truly integrate North America’s most popular off-roader with the BEV technologies of the future. In fact, the drivetrain under a Jeep is very much based on a century-old design. We’d be interested to see what a Wrangler would look like with multiple electric motors, possibly one in each axle or perhaps even at each wheel. This would do away with the need for a transfer case, drive shafts, and even the venerable solid axle design. Certainly the latter would be missed, but not by all – Jeeps notoriously require constant attention in terms of handling due to those axles.

With the “4xe” badge appearing on the new Grand Cherokee and others, it seems that Jeep is banking on EV being a significant part of the lineup for years to come. If done correctly, a fully-electric Wrangler of tomorrow might ensure that future off-roaders are able to enjoy the same kind of vehicles we are lucky to still have in production now. Technological progress has a habit of dismissing tried-and-true methods in favour of “what’s new” – but if Jeep and the bosses at Stellantis can retain the Wrangler’s off-road soul, they’ll blaze a new trail into the BEV future.