Ride quality is smooth and well damped, traits not widely shared by the live axle-outfitted competition. The Sport Trac has an independent rear suspension, a design associated with sports cars, and this gives it a smooth ride and good handling. Indeed, the Ridgeline is the only other truck in this class with an independent rear suspension. Drive over seriously potholed or broken pavement and you're reminded you're in a truck, but it's good by pickup standards.
Directional stability is good, and steering response is quick, considering the weight of the vehicle. Understeer, where the truck wants to go straight instead of turning, is the default mode if a corner is entered while carrying too much momentum. In those cases, the electronic stability control helps keep things under control. Body lean is relatively controlled in corners. The Sport Trac feels a bit more confident in quick direction changes than the Honda Ridgeline, which isn't quite as sure-footed. The Dakota and Tacoma closely match the Sport Trac's planted feel.
Brake pedal feel is solid, if not really firm, and the ABS keeps everything under control in panic stops.
The Sport Trac easily offers the tightest turning circle in its class, almost four feet tighter than the next-best Toyota Tacoma's and seven-and-a-half feet inside the last-place Chevy Colorado's. That means the Sport Trac is more maneuverable, important when making a U-turn or in crowded parking lots and other tight quarters.
We haven't driven a V6-powered Sport Trac. The V6 is large and torquey, but the Sport Trac is heavy, so we suspect the V6 won't provide much punch. On the upside, save for speed and quickness, we expect it'll have much the same ride and handling dynamics as that of the V8. Next Page