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The power is right

A 2.4-liter flat-four engine replaces the outgoing 2.0-liter, resulting in an increase of 23 horsepower and 28 pound-feet of torque.

That may not seem like a big advantage, but they make a big difference considering the GR86’s weight: it’s a good weight at around 2,800 pounds.

Unlike heavier cars, there is less weight against each horsepower.

The new version builds on the low engine speed to make the car livelier and more responsive than the previous generation, the 2.0-liter engine needs a lot more revs to get the same speed (high torque now comes at 3,700 rpm instead of 6,400 rpm, which means. it takes less chance to get the feeling of acceleration).

 

This burst of acceleration is instantly felt on both roads, where the GR86 can stay in third gear while crossing the asphalt between 3,500 and 4,500 rpm without breaking a sweat or wanting to crash.

The new GR86 is more likely to kick its tail when you hit the gas thanks to its new power; It’s something that didn’t happen by accident in the previous car,

which you have to turn to the moon before you get that fun little slide. What closes the deal is that Toyota has reduced the experience at the high end of rev: the engine still achieves maximum power at 7,000 rpm, unlike car manufacturers that increase the engine stop and reduce engine speed, making redline trips less enjoyable.

Even on those sweet redline trips, my manual-transmission GR86 averaged 29 mpg over those 1,300 miles, according to our calculations.

That’s 2 mpg better than the EPA-estimated highway mileage of this 27-mpg transmission.

The GR86 owner’s manual states that the best engine performance comes with 93-octane gasoline, but 91-octane can be substituted for a slight reduction in peak engine performance and risk of engine knocking.

Octane levels lower than 91 can damage and void the warranty. Most of this is a quick owner’s manual – except for the difference between 91 and 93 octanes.

As with the previous 86, this is an interesting statement as 93 octane is not available in the whole country, many competitors are playing for maximum performance with 91 octanes. I haven’t noticed a seat of the pant difference between 91 and 93 octanes in my travels.

during which I filled the GR86 with 91 octanes because 93 was not available. The GR86 is rated at 20/27/22 mpg city/highway/combined with the manual transmission and 3 mpg better combined, 21/31/25 mpg, with the automatic option.

 

 

Is it worth it?

The $2,995 required to get those off-road upgrades makes the Maverick Tremor Off-Road package the most capable truck for the money, and our XLT tester costs $33,335 including the skippable appearance package.

I’m not sure it’s worth the trade-off, though.

If you’re a buyer who regularly drives on rough or bumpy roads, there are some advantages to the package, but the regular AWD Maverick or even FWD can survive the same kind of daily driving,

but at a lower price. Payload is handled with the Tremor package, and towing is limited despite its AWD EcoBoost powertrain.

These are two of Maverick’s best qualities, and giving up some of that power is not a good idea. And while I think it’s the best Maverick I’ve driven in town, it’s not that much better than’s long-term Maverick hybrid that I’d be willing to sacrifice a lot. ‘power efficiency.

Diversity in the vehicle lineup is always a good thing, but while Ford strives to provide a Maverick for every lifestyle, not every Maverick can meet every need.

Buyers should do a cost-benefit analysis to see if the Maverick Tremor is the right Maverick for their needs.

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