pro tour 4x4

4X Pro Tour Adds Two More Rounds to 2022

The 4X Pro Tour has added two extra rounds to the 2022 season, bringing in their first-ever doubleheader weekend at the iconic venue of Val Di Sole, Italy on September 2 & 3, alongside the World Cup finals for Downhill and Cross-Country.

Under the floodlights in the renowned mountain bike racing mecca, the 2022 4X Pro Tour Series Champions will be crowned. Additionally, riders will have the chance to take the title of King and Queen of Val Di Sole.

Val Di Sole has been an infamous race on the 4X calendar since 2008. After playing host to numerous World Championship races, this will be the first time the 4X Pro Tour has returned since 2014.

The course has been a rider favourite since its construction nearly 15 years ago, hailed for wide-open corners, floodlit racing, and constant overtaking. Series organiser, Scott Beaumont said: “We are thrilled to add Val Di Sole to our 2022 4X ProTour. We can’t wait to get under the floodlights and put on an amazing show for the huge crowds”.

Patrizia Daldoss from the Val Di Sole organising committee explained: “After so many years of top-class show with the best stars of 4X, we couldn’t think of a Val di Sole World Cup weekend without the discipline!

“We are excited to be part of the 4X ProTour Series and to even double the show for our fans with a doubleheader in Commezzadura, on Friday and Saturday night, September 2nd and 3rd. Also, we will celebrate exciting first times: the first back-to-back stages ever in the circuit, and the first 4X King and Queen of Val di Sole to be crowned, too. That’s going to be plenty of fun, we can’t wait for September to come and live more thrilling moments.”

The now eight-round 4X Pro Tour Series now stands as:

Round 1: Szczawno Zdroj, Poland – May 7 Round 2: Fort William, Scotland – May 21 Round 3: Winterberg, Germany – May 26 Round 4: Dobřany, Czech Republic – July 9 Round 5: Jablonec nad Nisou, Czech Republic – July 16 Round 6: Eisenhüttenstadt, Germany – August 13 Round 7: Val Di Sole, Italy – September 2 Round 8: Val Di Sole, Italy – September 3

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4X Pro Tour 2022

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The 4X Pro Tour has announced a six-round series for 2022. Visiting four countries and a variety of tracks, 2022 will showcase the talents of the Worlds best 4X riders to determine who the fastest riders are.

Round 1: Szczawno Zdroj, Poland – May 7th Round 2: Fort William, Scotland – May 21st Round 3: Winterberg, Germany – May 26th Round 4: Dobřany, Czech Republic – 9th July Round 5: Jablonec nad Nisou, Czech Republic – July 16th Round 6: Eisenhüttenstadt, Germany – August 13th

Series organiser, Scott Beaumont said: “2022 looks like being our best ever season of 4X before the gate even drops. Without a doubt the last 2, Covid affected seasons have been challenging for riders, organisers and fans of 4X but we are thrilled to be back with a 6 round series for 2022 using the best 4X tracks on the planet. We look forward to welcoming riders and fans back to our amazing sport once again. See you in the gate”.

The series will kick off at the high-speed track in Poland. Szczawno Zdroj, has been a regular on the circuit since 2012 where it hosted the European Championships. The floodlit track will no doubt provide a great start to the season.

Fort William, Scotland will play host to Round 2 on May 21st, alongside the UCI Downhill World Cup. Since the birth of international 4X way back in 2002, the Nevis Range has held some of the most spectacular 4X action, with big crowds and bar to bar racing.

The following week, the tour moves to the IXS Dirt Masters Festival in Winterberg, Germany. The festival has hosted the Pro Tour seven times previously. However, after huge changes to the course over the last year, it’ll be a different challenge facing the riders in 2022.

Dobřany, Czech Republic, will take the riders back over to the east of Europe on July 9th. Another flat out track that has proved itself as a great spectacle when hosting two rounds of the European 4X Series in 2018 and 2019, as well as its inaugural round of the 4X ProTour last year.

There is no doubt that JBC 4X Revelations, will continue to prove itself as one of the wildest events on not only the 4X calendar but on the international MTB calendar. Jablonec nad Nisou, Czech Republic will host the legendary event and round 5 of the series on July 16th. Built by three-time World Champion, Tomas Slavik, both riders and bikes will be tested to their limit.

The series will conclude on August 13th at a new venue to the series, MSV Diehloer in Eisenhüttenstadt, Germany. The course that was built by seasoned 4X racer, Klaus Beige, has already seen some high energy racing action, back in 2016, hosting the 2016 German 4X National Championships. This event will be held in conjunction with the 2022 German 4X National Championships and will be an exciting finale to the 2022 4X ProTour.

Thu 11th Nov, 2021 @ 3:30 am

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2021 Nissan Titan Pro-4X: Functional, Roomy, and Adventure Ready

The titan pro-4x is a spacious light-duty rig with just a touch of luxury.

The Nissan Titan Pro-4X doesn’t often surpass the most popular half-ton pickups like the RAM 1500, Ford F-150, or others delivering stouter tow capacity and better fuel efficiency. That said, the towing capacity of a Toyota Tundra ranges from 8,800 to 10,200 pounds, whereas the Titan Pro-4X models span 9,260 to 11,040 pounds — enough for plenty of drivers. So, if you’re looking for a spacious rig with a quiet, comfortable, and functional cabin and smooth handling, the 2021 Nissan Titan Pro-4X could be on your shortlist.

The biggest spotlight on the Titan Pro-4X is that the interior was overhauled in 2020 with conventional, thoughtful features that support a daily driver and all-around work truck. The space is functional with a touch of luxury for a light-duty pickup. Otherwise, the design remains largely unchanged.

Of the entire Titan lineup — which features models ranging from $36,950 to $62,710 — we took the 2021 Nissan Titan Pro-4X Crew Cab 4X4 out for a two-week test ride. Here’s our impression of how the truck handled on and off the pavement.

2021 Nissan Titan Pro-4X Review

I drove the 2021 Nissan Titan Pro-4X on a 3,400-mile road trip through the West. My partner and I started at home in Crested Butte, Colorado, and ventured to the Pacific Northwest to ski mountaineer, followed by ocean surfing in Washington. We then linked up river surf spots in Montana, Idaho, and Wyoming.

For the trip, we towed the Taxa Outdoors TigerMoth Overland — a durable, nimble off-road travel trailer with a base weight of 1,458 pounds — plus a ton of outdoor gear and food for backcountry cookouts. We completely topped off the 5.5-foot truck bed with our ski mountaineering and river surfing equipment. The gear was stashed in large duffle-style dry bags, water-proof plastic bins, and a Sportube, as well as a cooler.

With this high-mileage trip, most of our drive time was on fast highways or winding roads on paved or gravel mountain passes. We also ventured on rough, potholed, washboard dirt routes and steep, uneven segments to reach dispersed backcountry camp spots. Overall, the conditions varied from bone dry and muddy to completely drenched with standing water, especially after one particular torrential downpour along the Washington coast.

The full-size 2021 Nissan Titan Pro-4X features a 5.6L V8 engine with 400 hp, 413 lb.-ft. of torque, and a 9-speed automatic transmission. In short, the Pro-4X does a great job of dressing up the basic S and SV trims. Starting with the base S trim, the Titan boasts superior safety features like lane departure warning. The SV trim adds attractive upgrades like the NissanConnect Wi-Fi Hotspot and power-heated outside mirrors, a no-brainer for the seven-month winters where I live in Colorado’s Elk Mountains.

The Pro-4X includes the S and SV features plus upgrades that I wouldn’t personally go without as someone who lives in the mountains and often works remotely from the road. For instance, I appreciated the rear 110-volt outlet, rain-sensing wipers , dedicated cell phone holder, and the LED headlights: fog, low, and high beam.

The backseat conversion was optimal with a fold-up seat, panels that folded flat for cargo, and an under-seat organizer. My 2017 Toyota Tacoma has a similar design. When I’m not using my backseat for backcountry ski partners, I almost always slide in gear bins.

The Pro-4X also comes with a receiver hitch and built-in 4- and 7-pin connector, which we need for hauling a trailer loaded with snowmobiles or dirt bikes. I also appreciated the rear A/C for long drives with groceries — as many rural drivers need — or carpooling with friends and dogs. And the leather seats are a must for easy maintenance with outdoor or ranch life, which inherently gets a truck dirty and smelly. If I were in the market for a Titan, I’d go with this trim package.

Composed Highway Handling

Critics of this truck have noted that the ride quality doesn’t match other light-duty trucks, but we were impressed. For a full-size truck bigger than my Tacoma and equal to my partner’s F-150, it felt smooth while blasting along at 80-85 mph highway speeds.

The Titan Pro-4X accelerated and climbed ascents with ease. The truck was manageable and steady for lane changes at high speeds and rapid stops when elk and deer appeared on mountain passes at night. I never needed to muscle the steering wheel, nor was it overly responsive.

The adaptive cruise control was seamless and automatically slowed down the truck behind slower vehicles, then regained speed once we passed. The cab was also noiseless, a welcomed trait for a long trip. And, call it vain, the mud flaps did an awesome job of preventing mud from flying up on the finish.

One drawback we noticed: The automatic 9-speed transmission also has a manual shift mode , controlled by buttons via the right-hand lever on the steering column. It was nice to control the gears, especially when ascending hills and keeping the RPMs low. However, despite manually shifting, the transmission would still automatically downshift upon hard acceleration.

Off-Road Performance

The 2021 Nissan Titan Pro-4X’s off-road capabilities are underrated. The lineup’s stock shocks are swapped out in the Pro-4X for Bilstein monotube coil-overs, which muted bumpy, rough routes really well. For steep and rough backcountry segments, we popped the truck into 4WD and dropped into the crawler first gear, enabling us to drive slow and precise through rugged terrain.

The truck comes with 9.8-inches of clearance, and in rocky areas, the front skid plate gave us added peace of mind. The 18-inch wheels and all-terrain General 275/70R18 tires provided pleasantly secure grip on dry washboard, over mountain passes with sharp turns, in mud, and on drenched roads.

I’d be eager to test the tires on snow. And we never needed the locking rear differential, but I’d like to see how the addition tackles the old mining roads around Colorado as well as the winter conditions . The two front tow hooks are standard — fortunately, we didn’t need those either — and key for off-road or winter season emergencies. Despite being big, the truck maneuvers well, and all the included safety technologies helped us navigate tight off-road spaces.

Solid Tech and Sensitive Safety Features

On a high note, the 2021 Nissan Titan Pro-4X is fully loaded with safety and technology. There’s a clear, sharp nine-inch, high-resolution touchscreen display, Apple CarPlay and Android Auto, Bluetooth, as well as a suite of apps that provide real-time info like the weather. Though there’s an online POI search, we found that many locations — like trailheads and campgrounds — weren’t listed. We typically uploaded the destination into our phone apps and connected through Bluetooth.

We liked the lane departure warning, which vibrated the steering wheel and issued a flashing light on the display if you crossed either line. The rain-sensing wipers helped us relax while driving through on-and-off rain showers. The automatic emergency braking with pedestrian detection worked well, with an audio alert if traffic or people were ahead followed by gradually activating the brakes if you approached too close.

The Intelligent Around View Monitor made parking this full-size puppy possible, especially in places like downtown Missoula. It includes four cameras for a 360-degree bird’s-eye view of the truck, plus alerts if any moving objects are detected nearby. And when you’ve been driving for a while, the intelligent driver alertness pops into the display, asking if you need a break.

There’s also an audible alert for front-area obstacles while the truck is in drive and for front or rear obstacles while in reverse. Additionally, there’s a blind spot warning and rear automatic braking. One critique I have is that the alarms would go berserk when we backed up with the trailer attached. It’d be great to see this feature advance to recognize that the attached trailer is not an object that will be hit. Also, the beeping gets a little intense if you’re off-roading in a densely forested corridor or around piles of big rocks. But functionally, the system works.

Several times, the high beam assist (which can be manually deactivated) successfully turned off the brights with approaching drivers in the mountains and prairies. But many other times, the brights shut off way too early, detecting headlights far in the distance or even misidentified rural building lights as headlights.

Furthermore, I couldn’t depend on them to turn back on quickly enough. When you’re night driving in the mountains, it’s crucial to have brights to prevent hitting any wildlife. Even the I nsurance Institute for Highway Safety (IIHS) rated the 2020 Nissan Titan headlights as poor. I’d like to see the headlights and the high beam assist improved in the future.

2021 Nissan Titan Pro-4X: Spacious & Utilitarian

The cabin is one of the truck’s premier features. It’s comfortable, spacious, and full of storage. The front row legroom stretches nearly 42 inches, and the back row offers close to 39 inches. We double-stacked rows of plastic bins with bedding and gear in the back seat.

The truck has 12 cup holders in the front and back seats, so we shuffled around tons of water bottles, coffee mugs, and kombucha on long driving stints. The dedicated cell phone holder was wide enough for both of our phones, side-by-side. The center console was cavernous, with a stable shelf to slide in two laptops, and the storage space didn’t get too warm. The heated and air-conditioned front seats made driving through all conditions a breeze, especially if my laptop was plugged in and on my lap.

Our truck was upgraded with the 12-speaker Fender sound system, which I loved on the road trip for the clear, crisp sound. And the dual-panel panoramic moonroof, another upgrade, made the traffic and bison jams on our full-day excursion in Yellowstone National Park so much more enjoyable.

Though I prefer a longer truck bed — my Toyota’s is 6.5 feet — the Titan’s design had several attributes that I really liked. Our Titan Pro-4X had a bed assist grip, a round hand lever that pops up for you to grab when you’re climbing into the truck bed. At first, I thought it was silly but surprisingly came to love it for the sake of keeping my clothes free of grime.

The same goes for the rear bumper step assist, a step that pops down and retracts when not in use. It helped me maintain more distance from the truck’s exterior and keep my apparel clean when grabbing stuff from the truck bed. Both the step and grip are separate accessories that can be added to the Titan Pro-4X.

First, the truck bed’s system for fastening down cargo is awesome. The setup includes four aluminum-alloy cleats that slide along the bed’s channels then tighten down. We used the tie-down points to secure the plastic Sportube — which had to lie in the bed diagonally to fit — and camp chairs, among other miscellaneous gear.

Altogether, we filled the bed with two large duffle-style dry bags, two waterproof bins, a huge water-proof case with camera equipment, and the Sportube. I didn’t have to worry about beating up the bed, thanks to the burly spray-on bed liner. I loved the two exterior LED cab lights, and four LED bed lights, which illuminated the truck bed when we arrived in pitch-black at camp, which was frequent. Also, despite being dense, the tailgate felt light when opened and closed — it never slammed.

2021 Nissan Titan Pro-4X: Models & Pricing

The 2021 Nissan Titan Pro-4X Crew Cab 4X4 that I tested starts at $51,885, including the destination charge. With a longer bed and more compact cab, the Titan Pro-4X King Cab 4X4 sits at nearly $49,665. The Titan Pro-4X XD Crew Cab 4X4 delivers the most towing capacity — 11,040 pounds with a gooseneck hitch — and comes in at $56,115. By contrast, the Titan Pro-4X 4X4 maxes out at a 9,210-pound tow capacity.

While they have the same cab, the Titan and Titan XD have different chassis and suspensions. Each of these trucks comes standard with the same engine and transmission combo: 400 hp and 413 lb.-ft. of torque is produced by the 5.6L V8 engine, paired with the 9-speed automatic transmission. A step above competitors, Nissan provides a five-year or 100,000-mile warranty, one of the best in the industry.

Nissan Titan Pro-4X: Who It’s For

The 2021 Nissan Titan Pro-4X is a good daily driver for a truck owner who wants to commute and work in comfort, supported by many functional features. As a full-size 4X4 truck, the cab is roomy, and the bed is on the smaller end. This light-duty truck serves lower-end hauling needs.

We wouldn’t have been able to use this rig for our multi-sport adventure if we didn’t have the trailer, roof rack, or shell. The max payload for this 5,798-pound truck is 1,650 pounds, the GVWR is 7,300, and the max towing capacity is 9,210 pounds. Those ranges are plenty for a lot of recreationists or laborers.

My biggest complaint is that the 26-gallon fuel tank didn’t last as long as I hoped. The EPA fuel economy estimate for this truck is 15 mpg in the city and 20 mpg on the highway, which is fairly standard for a pickup. We experienced an average of 12-13 mpg despite hauling a light trailer. I don’t mind paying for premium gasoline, which Nissan recommends, but I expect better fuel economy in a 2021 truck.

Ultimately, if you don’t have enormous towing needs and need a modern daily driver, consider checking out the 2021 Nissan Titan Pro-4X.

Photo Credit: Eric Phillips 

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Adventure Journalist Morgan Tilton specializes in travel and outdoor industry news. She’s received multiple North American Travel Journalists Association awards including multi-accolades for “Wild & Broken: A First SUP Descent of Utah’s Escalante River,” an essay about her 100-mile SUP trip down the country’s most remote whitewater with four friends. When not typing, she’s splitboarding, running, paddling, or throttling in Southwest Colorado’s mountains, where she grew up and lives.

Nissan Frontier Pro-4X Truck Review: Flaws Found, Package Appreciated

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We tested the latest Frontier Pro-4X off road in the mountains of Utah — and yes, we dented it. Rain fell, trucks slid, and rocks flew.

The Nissan Frontier Pro-4X isn’t an all-conquering off-roader. Instead, Nissan pitches it as a truck that’ll get you there on the weekend but be as good to live with when you’re on a suburban adventure.

About a quarter of the way into our Nissan Frontier off-road trek, it started to rain. That’s when things got interesting. Instead of the water soaking into the ground, it instantly turned into mud with about the same friction levels as a mix of snow and ice. Looking out the driver’s window at a narrow path and some steep drops, I’ve never been happier to have a low-range transfer case in a truck.

Useful Capability, Not Extreme All-Terrain

Nissan’s Frontier Pro-4X isn’t a competitor to the Chevrolet Colorado ZR2 or the Toyota Tacoma TRD Pro . It’s not meant to be.

Nissan wanted to make a truck that offered a useful amount of extra capability when you wanted to head away from the pavement but that wasn’t compromised for the Monday-to-Friday grind.

That’s the danger of a lifted truck with 33-inch tires, rock rails, and all the rest. Sure, it can traverse the Rubicon trail or drive up the side of a building. But it can also make migraine-inducing levels of noise on the highway and suck down fuel in a way that even NASCAR teams might find excessive.

Working from the first all-new Frontier in 17 years, the product team tried to figure out what would help you on those weekend adventures. Then Nissan sent us to Park City, Utah, to test it out. On the interstate, in town, and then on an impressively challenging trail ride — one that quickly turned into a serious challenge thanks to some unexpected rain.

The Basics of Off-Road Upgrades

The Nissan Frontier Pro-4X package’s mechanical upgrades start with Bilstein shocks tuned for rough-road comfort. The truck has three steel skid plates to protect the soft bits underneath and an aluminum one up front that looks cool. Lastly, it has an electronic locking rear differential that can be switched on when you’re in low range.

Most of the rest of the changes are cosmetic, like badges and the red tow hooks. Inside there are Lava Red accents and Nissan has taken a note from buyers here. For 2022, the Premium Package dropped the red accents. For 2023, it’s all Lava Red all the time, because that’s what customers asked for.

Last up, the Frontier Pro-4X has an off-road mode for the surround view cameras, and all 4×4 Frontiers have hill descent control.

High-Altitude Testing

Park City is best known as a ski destination. Home to Olympic events in 2002 and boasting the largest ski area in the country, it has lifts running right into town.

When it comes to off-roading, it’s the altitude of Park City that matters. We’re at well over 7,000 feet, and that makes a difference to the truck and the driver. The Frontier’s 3.8L V6 that makes 310 horsepower at sea level is probably off by around 20% up here.

I’m probably off by at least that much power, too, which becomes immediately obvious the first time I hop out of the truck for a photo. Sure, if you live here you get used to it, but I live near the ocean. Phew. Pass the oxygen.

Buyers Want Their Trucks to Be Trucks

Frontier has a smooth ride by truck standards and is impressively quiet, but it still feels like an old-school pickup. Every control you touch, every movement of the steering wheel, every reaction of the chassis and body. It’s all vintage truck. Because old-school is what buyers want from their Nissan.

Of course, that’s what the company’s communications team would say, but look at the sales charts. The previous Frontier’s best sales year was 2018, with 2017 and 2019 not far off. When that version of the Frontier was already 14 years old, it still was an old-school truck against much newer competitors.

There’s something to that notion. A more mechanical-feeling pickup gives you a sense of reliability — of durability and timelessness. Look at the resurgence of vintage clothing and vintage furniture, and the return to handmade goods and DIY. Those are direct responses to the disposable feel of modern consumer goods.

That little shimmy when you hit a pothole and feel it moving through the bushings and bones of the truck? That’s you, connected to the road. Doing real work, through a real hydraulic power steering system, not some fancy disconnected electronic pump.

Trail Views Good Idea, Lack Execution

Not all modern features are bad, of course. Like the surround-view cameras that let you pick the right path on a particularly narrow stretch of trail. Unfortunately, Nissan hasn’t quite gone modern enough with this one.

Low-resolution cameras make the trail view a blur if you’re moving. A sore spot between the product people and the lawyers, the cameras won’t work above 6 mph, either. It’s fine for crawling around trees in the daylight, but the cameras weren’t there for me to see the rock that flipped up and put a head-sized dent in the passenger door.

At least that’s my excuse. I’m not sure how else I could have ended up punching such a ding into a spot that high up on the truck. Even a lift or rock rails wouldn’t have helped me out on this one.

It’s a reminder of two things. First, if you’re going to go off road, then you’re going to end up banging up your truck. It’s inevitable, no matter how careful you are. The second is that you shouldn’t worry too much about it. Does it cut into resale? A bit. Does it add loads of character? Absolutely. A truck like this loves a little extra character.

Then Came the Rain

This brings me back to the trail. Nissan’s chosen trail was meant to represent the kind of trail average Pro-4X buyers would actually take. Not overly technical, not just a dirt road — it was littered with downed branches, rocks that wouldn’t destroy a truck but would make you glad for the skid plates, some narrow turns, and some steep up and downhill sections.

It was the sudden rain that made it a real test. But hey, rain happens. We won’t try and pretend it doesn’t.

Every component of a vehicle is a compromise of some sort. It’s usually cost versus durability, but sometimes durability versus appearance. The compromise front and center when the rain fell was the rubber.

No tire can do everything. It’s not fair to expect it to. The Hankook Dynapro AT2 tires Nissan picked are a good balance for pavement and dirt and gravel roads. The tires even wear a three-peak mountain snowflake badge that proves they’re excellent in the snow.

You can learn everything you need to know about the difference between all-terrain and mud-terrain tires , but for now, the important bit is this: Mud tires throw out the mud, letting the tread bite into the ground. All-terrain and snow tires trap snow, because snow sticks to snow amazingly well.

Trapping snow means all-terrain tires trap mud, and mud does not stick to mud. Quite the opposite.

Frontier Handled Off-Road Surprises

This is why, as I started to head down a 20% grade in this shiny new Frontier, I was glad to have hill descent control and low-range gearing.

The moment I tapped the brakes, the rear end of the truck started to slide like I was on a sheet of ice. I have more than enough experience on snow and ice to know that the truck wasn’t sliding as much as my butt was trying to tell me, but I did know that I couldn’t ignore it.

In 4Lo and locked into first gear, the 2.717:1 transfer case gives you a very high crawl ratio. We normally talk about low range for its torque multiplication — a big help at these heights — and how that can get you up hills and over boulders. The same gearing that means more torque at the tires means the engine braking effect is multiplied when you’re going downhill.

You go very slowly without touching the brakes, and the back end of the truck stays in line. In theory, that gives you more time to spend watching the trail and steering instead of braking. If, you know, you’re remembering to watch the trail and not staring over into the abyss until you hit a boulder.

Climbing back up the other side of the old river valley, I left the rear differential unlocked. Yes, guaranteeing power at both rear tires is good, but the trail had sharp bends, and I didn’t want the larger turning circle that comes with staying locked up.

The Frontier bounced and danced up the hill, but thanks to its rugged old-truck feel, nothing was binding up. Nothing felt like it was about to say no to the goings-on underneath and fail to proceed.

It’s the Little Cabin Details That Make a Truck

After all the mud, I’d like to give my compliments to part of Nissan’s interior design team. Specifically, the people who gave the go-ahead to a hard plastic carpet protector where the side of your boot or shoe touches the transmission tunnel and who put a floor vent directly above it. Thanks to these heroes, my carpet was unmuddied and my wet toes well warmed. It’s the details that matter.

Once the rain dried, I went looking for some more roads that would test out the truck. What did I find? Filling-loosening, heavily washboarded dirt on steep hills. Perfect for finding out just how solid the Frontier’s frame was and how well the suspension was sorted.

The answer was very well. No twerking truck bed in my rearview mirror here. The stiffness of the fully boxed frame is a big help on all surfaces, letting the suspension do its job instead of fighting movement on both sides.

The verdict: As Nissan said, it’s no ZR2 or TRD Pro, but it handled the surfaces just fine while being much more pleasant to drive home.

Bigger Cargo Space, but Mostly on Paper

If you’re headed outdoors, you’re bringing more than just you and your truck. To help, Nissan says it made the bed 7% larger. The increase comes from a 1.4-inch taller height, though, so it’s not exactly a useful boost.

Put all of your cargo under a hard tonneau in perfectly selected boxes, and you might notice the extra. Load it like a pickup, where the sky (or local DOT regs) are the limit, and you won’t.

The slider tracks and four movable cargo cleats are very handy to keep everything in place on the trail. So is the under-rail LED bed lighting.

Nissan Frontier’s max towing and payload are both about average for the segment at 6,720 pounds and 1,610 pounds, respectively. Move to the Pro-4X, offered in Crew Cab short-box-only, and the capacities suffer from the extra weight of the truck’s own equipment.

Towing drops to 6,270 pounds and max payload to 1,230. For comparison, the Colorado Z71 and Toyota Tacoma TRD Sport offer payload and towing of 1,474/7,000 pounds and 1,155/6,400 pounds, respectively. So, the Nissan fares reasonably well if you’re not buying the flyweight base-spec trucks.

2023 Frontier Pro-4X Review

Nissan doesn’t do a new truck often. And when it does, at first glance, it might not seem all that new. But Nissan has listened to its customers, delivering a truck that feels worthy of its Hardbody ancestors.

Perfectly capable of handling most of what you’ll throw at it on the weekends while being a solid way to get around during the week. The 2023 Nissan Frontier Pro-4X starts from $38,270 plus destination.

The 10 Most Fuel-Efficient 4x4/AWD Pickups of 2024

These fuel-efficient pickups will help you do more and spend less. Here are the 4x4 trucks that won't make you cringe looking at gas prices. Read more…

Evan Williams has been drooling over cars since the time he learned to walk. He went to school for engineering, but transitioned into a more satisfying career in automotive and outdoor media, and has been at it for nearly a decade now. Evan is based in Halifax, Nova Scotia, Canada, and is the Motors News Lead at GearJunkie. He spends his non-automotive time walking his dog, hiking, cycling, jogging, and trying not to be too much of a hack mechanic.

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PGA Tour commissioner says sides are making progress on deal with Saudi backers of LIV Golf

PGA Tour Commissioner Jay Monahan pauses while speaking about the death of PGA player Grayson Murray during the Charles Schwab Challenge golf tournament at Colonial Country Club in Fort Worth, Texas, Saturday, May 25, 2024. (AP Photo/LM Otero)

Tiger Woods wipes his face on the 16th hole during weather warnings in the second round of the U.S. Open golf tournament Friday, June 14, 2024, in Pinehurst, N.C. (AP Photo/Mike Stewart)

Scottie Scheffler hits his tee shot on the 18th hole during the second round of the U.S. Open golf tournament Friday, June 14, 2024, in Pinehurst, N.C. (AP Photo/Frank Franklin II)

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CROMWELL, Conn. (AP) — PGA Tour Commissioner Jay Monahan said Wednesday the difficulty in finalizing a deal with the Saudi backers of LIV Golf isn’t a reason for concern.

“With complexity comes opportunity,” he said before the start of the Travelers Championship at the TPC River Highlands. “There are a lot of different factors at play, but nobody who is having the conversation is unaware of the complexity. And everyone, I think, is embracing the fact that there are obstacles and things you’ve got to overcome in a complex situation.

“We have the right people around the table for us,” Monahan said, “and they do as well.”

It’s been more than a year since the PGA Tour and the Public Investment Fund of Saudi Arabia — the financial backer of the rival LIV circuit — announced plans to form a partnership that would help bring peace to a sport torn apart by the departures of dozens of top players lured away by Saudi riches.

A framework for the deal was announced June 6, 2023, with plans to finalize it by the end of the year.

The deadline passed with no agreement . Monahan said a June 11 meeting in New York, attended by Tiger Woods and Adam Scott, with Rory McIlroy phoning in from the Memorial, was “very productive.” He declined to give specifics.

Monahan said he is on the phone with the PIF multiple times a week, including just about an hour earlier on Wednesday morning. “My outlook for those discussions and discussions continues to be very positive,” he said.

Speaking from the last of the limited field, no-cut signature events on the tour’s calendar this year, Monahan declined to say what has been agreed to and what remains unsettled. The original framework has changed greatly, he acknowledged.

“The framework agreement is still relevant. There are aspects of it that certainly continue to be in play. But we’ve all stepped back, and we started anew,” he said, listing new committees and other opportunities for the players to participate and profit from a future tour. “The vast majority of what we’re talking about, we’re building from the ground up.”

One of the complexities the deal faces is a possible objection from the Justice Department on antitrust grounds . The rival tours would need to show that the deal enhances competition — by bringing all the best golfers to the same tournament, for example — instead of squelching competition by giving golf fans, sponsors and players fewer options.

The sides already bowed to one suggestion from the Justice Department last summer, eliminating an anti-poaching clause in the framework agreement.

Meanwhile, players continued to defect to LIV — including last year’s Masters champion, Jon Rahm.

Only seven players have been involved in the talks. World No. 1 Scottie Scheffler said he didn’t know enough about the negotiations to worry about what will happen.

“I haven’t really heard too much, so I don’t know if they’re going great or if they’re going poorly, so your guess is as good as mine I think at this point,” he said. “Definitely no frustration or anything like that for me. It’s out of my control, so I’m not too worried about it.

“They have got a lot of big business decisions to make,” said Scheffler, who is a member of the Player Advisory Council. “But as far as input in the negotiations, I don’t really have much to say at all.”

AP golf: https://apnews.com/hub/golf

‘This is definitely my home.’ Wellesley’s Michael Thorbjornsen makes his PGA Tour pro debut in his own backyard.

When Michael Thorbjornsen took his first tee shot at Wellesley High School’s boys’ golf tryouts, coach Ken Bateman saw his talent.

“The first thing I remember is thinking to myself, ‘I’ve never seen a high school golfer like this,’ ” Bateman said.

Bateman knew what he saw that day, but he had no way of knowing just how long his shock would continue.

On Thursday, the 22-year-old Thorbjornsen will make his professional debut as a PGA Tour member at the 2024 Travelers Championship at TPC River Highlands in Cromwell, Conn. It’s the same course where he made his first start in a PGA Tour event as an amateur in 2022 and finished fourth .

Thorbjornsen, who won the 2018 US Junior Amateur and played at Stanford, earned his tour card after finishing the PGA Tour University season ranked No. 1.

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“This is definitely my home, I would say, on the PGA Tour,” Thorbjornsen said Wednesday afternoon. “I couldn’t ask for a better start.”

He will tee off at 2 p.m. Thursday and 10:50 a.m. Friday for the first two rounds, and shares these times with last year’s PGA Tour University champion Ludvig Åberg.

Åberg has been one of the top newcomers on the PGA Tour this season, including a second-place finish at the Masters and a 12th-place finish at the US Open, which he led after two rounds .

Michael Thorbjornsen is making his pro debut at the Travelers. Like Åberg last year, Thorbjornsen immediately projects as a top driver on TOUR. As an am, he finished fourth at this event in 2022. His stats there: SG: Off the Tee — +3.44, sixth Driving distance — 310.4, sixth pic.twitter.com/atsOVPbXz3 — Paul Hodowanic (@PaulHodowanic) June 19, 2024

Thorbjornsen said he spoke with Åberg Tuesday, and the pair text occasionally. He knows a bit about the transition from amateur to professional from both peers and experience with rigorous schedules, so Thorbjornsen isn’t overly worried.

“I’m going to do my best that I possibly can, and, I mean, this is just the start, so hopefully I keep getting better at managing everything,” Thorbjornsen said.

The Travelers Championship, which was elevated to a PGA Tour Signature Event this season, runs Thursday through Sunday. Keegan Bradley, who also played high school golf in Massachusetts at Hopkinton High, is the defending champion .

Thorbjornsen spent his first three years of high school at IMG Academy in Bradenton, Fla., and when he transferred to Wellesley High, he had already committed to Stanford. He graduated from Stanford this spring while finishing the college golf season with a 1334.7862 point average to earn his PGA Tour card.

Putting life in perspective. Making his professional debut this week @TravelersChamp , Michael Thorbjornsen talks about how an injury last season made him appreciate his time @StanfordMGolf and his golf career. pic.twitter.com/0rkUzdPEeF — PGA TOUR University (@PGATOURU) June 19, 2024

Thorbjornsen said part of his reason for transferring to Wellesley High in 2019 was needing a break because of the rigor of IMG and what was to come at Stanford.

“It was good to kind of reignite some friendships,” he added. “Playing on the golf team was a lot of fun. Didn’t know golf could be that much fun at times, even if you don’t play too well. Worked on my game a little bit here and there, but also kind of relaxed and prepared for the next four years at college.”

Bateman knew his role as Thorbjornsen’s coach at Wellesley wasn’t to improve his game.

“I just wanted him to have a normal season,” Bateman said. “I wanted him to be with his friends. I wanted him to enjoy the experience, because it was his only year at Wellesley High. That was the thing that kept going through my head.”

Welcoming 2024 PGA TOUR University winner Michael Thorbjornsen to the field on a sponsor’s exemption! He’s back in his native New England for his third straight Travelers Championship … this time making his professional debut. pic.twitter.com/bRjkomamBm — TravelersChamp (@TravelersChamp) June 10, 2024

Thorbjornsen’s father, Ted, who is also his coach, will be with him in Connecticut, as well as his mother, Sandra, and a couple of high school friends are coming to support his start. It’s a home debut through and through, and Thorbjornsen will have home with him on the green in his caddie and longtime friend Drew Cohen. The pair have been friends since middle school and reunited on the course at Wellesley. Cohen has caddied for Thorbjornsen since 2021, including two US Opens .

While they were in town for the 2022 US Open in Brookline, they stopped in to see their old coach, who’s been following their careers since they left.

“I just love watching it,” Bateman said. “I love watching them both.”

When he saw Thorbjornsen on the Travelers Championship website under ‘notable golfers,’ Bateman’s mind was blown, and he quickly texted Cohen to ask if he’d be on the bag.

“I was thinking it was so awesome to see this kid who was destined for all these great things, to see him be a normal high school kid,” Bateman recalled. “That is the vision that I’m going to remember him just being a kid. But the way Michael’s played in a handful of tournaments over the last few years, the PGA ones, especially, it’s been fantastic to watch.”

Sarah Barber can be reached at [email protected] .

More From Forbes

How the eras tour adapts to european economic dynamics.

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LIVERPOOL, ENGLAND - JUNE 13: EDITORIAL USE ONLY. NO BOOK COVERS. (EDITORS NOTE: Image has been ... [+] created using a starburst filter) Taylor Swift performs on stage during "Taylor Swift | The Eras Tour" at Anfield on June 13, 2024 in Liverpool, England. (Photo by Gareth Cattermole/TAS24/Getty Images for TAS Rights Management)

With one month left in the European leg of the Eras Tour, Taylor Swift fans are scrambling to get a ticket to her concert. Swift's performances have already been a massive success, with sold-out shows and significant fan engagement across all venues. Pricing remains the key factor that fans, city leaders, and economists follow.

According to a recent Expedia survey, "over 40% said they’d travel for a concert as an excuse to visit a new place." Expedia data shows how how Taylor Swift's tour dates and ticket prices fluctuate based on geographical and economic factors. By examining the intricacies of Swift's Eras Tour ticket availability and pricing, leaders can learn how to approach customer loyalty, support local economies, and prepare for second market and fraudulent risks. Here is how pricing affected the European leg of the tour and how it translates to insights leaders can learn from:

Geographic Pricing Strategies

Location influences the ticket pricing variation for Taylor Swift concert tickets. For instance, Swift's tickets are cheaper in cities like Mexico City and Warsaw compared to New York or London, reflecting local purchasing power. This variation can be attributed to local economic factors, venue capacities, and demand differences.

Economic conditions, such as the cost of living, and average income levels of each market are factors that leaders also consider when deploying new products, or increasing marketing activity in a region. In Swift's case, striking the right balance on market-adjusted pricing allows for both concert-goers and operators to support the artist and their local economy.

No Demand-Based Pricing

Demand-based pricing is a strategy often used by businesses to accommodate for demand patterns that can maximize revenue. High-demand cities and dates (e.g., weekends and holidays) command higher prices. However, Europe employs stricter consumer protections and there is not one vendor similar to Ticketmaster where the majority of sales are made.

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Due to stricter consumer protection laws in European countries, Eras Tour ticket prices are "about 87% cheaper than in the U.S." The U.S. fanbase picked up on this and for the Paris show it was reported by The Associated Press , that "Americans bought 20% of the tickets." This surge of activity also increased ticket scam activity, Lloyd's Bank reported, U.K. fans estimated to have lost over £1 million since tickets went on sale, and those aged 25-34 are most likely to be targeted by fraudsters.

Pricing Hikes In The Hospitality Sector

The Eras Tour has had a significant impact on the European hospitality sector, leading to a substantial increase in hotel prices. A recent report by Lighthouse suggests that hotel prices in European concert cities are expected to surge by an average of 44% . On the other hand, short-term rentals are less pricing sensitive. Dublin and Liverpool are the only locations where STR pricing rose more strongly than for hotels.

It's clear that supply and demand are influencing the pricing strategy for the Eras Tour. In Europe the hospitality sector has undergone more changes compared to the relatively stable ticket pricing, as opposed to the United States. The popularity of Taylor Swift in Europe illustrates how the economic impact of adjusting pricing, managing ticket availability, and preparing for potential risks can allow for geographical-based activity surges across sectors. Likewise, when businesses analyze market trends it is important to recognize how business activity can trigger a ripple effect in regions and sectors. This can lead to pricing and supply adjustments, and ensure a competitive positioning of their business product or service.

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