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  • William Maley
    William Maley

    2019 Lincoln MKC Clips Its Wings

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      Farewell Split Wing Grille


    The Lincoln MKC crossover has been around for a few years with no major changes. That changes next week as the company will be unveiling a refreshed version at the LA Auto Show next week.

    The biggest change for the 2019 MKC is the loss of the split-wing grille. In its place is a new grille that looks like it was lifted from the new Navigator. Other exterior changes include new LED headlights, a smoother hood shape, and extra chrome details for the rear.

    Lincoln has also added a number of active safety features for the 2019 MKC. Automatic emergency braking and forward collision warning come standard on all models. Optional safety equipment includes lane keep alert, blind spot monitoring with rear cross-traffic alert, and active park assist.

    The interior doesn't see any changes with this refresh.

    Powertrains for the MKC are still a turbocharged 2.0L four-cylinder with 245 horsepower and a turbocharged 2.3L four-cylinder with 285 horsepower. 

    The 2019 Lincoln MKC arrives at dealers next summer.

    Source: Lincoln
    Press Release is on Page 2


    New Lincoln MKC: Small SUV Amps Up Style, Connectivity To Stand Out From The Crowd

    • New 2019 Lincoln MKC debuts with increased connectivity and enhanced ownership services – updates that luxury travelers want and need
    • MKC is bringing new clients to Lincoln; one out of two Lincoln MKC sales come from other luxury brands like Mercedes-Benz and Lexus
    • Lincoln’s small SUV introduces a suite of driver-focused technologies with the addition of Pre-Collision Assist with Pedestrian Detection, which can help drivers avoid potential front crashes, and can help reduce the severity of or even eliminate some front collisions involving other vehicles and pedestrians

    DEARBORN, Mich., Nov. 21, 2017 – The new 2019 Lincoln MKC is poised to attract even more luxury SUV buyers, thanks to its commanding new design, driver-focused technologies like automatic emergency braking and pedestrian collision avoidance, and an effortless ownership experience that builds on Lincoln’s exclusive Pickup and Delivery service.

    Since its introduction in 2014, Lincoln MKC has introduced more people to the Lincoln brand than any other vehicle, with nearly half of all clients coming from other brands. Women account for more than half of MKC sales and, in turn, are driving growth in this luxury segment, which has increased 29 percent over the past decade. 

    “Our redesigned Lincoln MKC offers style, substance and technologies that create an effortless ownership experience,” said Kumar Galhotra, president, The Lincoln Motor Company. “We recognize it takes a lot to attract a buyer from other luxury competitors, but the Lincoln MKC has that kind of appeal. We believe the new MKC will capture even more luxury clients.”

    Eye-catching from any angle

    The 2019 Lincoln MKC exemplifies the refined new face of Lincoln. The signature grille evokes a sense of confidence, and beautifully detailed LED headlamps illuminate the road with crisp lighting designed to minimize eyestrain. A new rear design features attractive chrome highlights that enhance the appearance from all angles.   

    LED lighting in the lower front body and tail lamps subtly illuminates to greet clients upon approach, and a luminous Lincoln welcome mat appears beneath both front doors to light the way for driver and passenger. During the day, an available panoramic roof fills the cabin with natural light.

    Inside, the cabin is quiet, warm and inviting, replete with plush, soft-to-the-touch materials. Lincoln craftsmanship is apparent in every detail, from the available heated and cooled seats to standard WiFi and USB ports throughout, allowing everyone to stay connected.[WK1]

    For those seeking a more personalized experience, Lincoln Black Label is available for the new MKC. Lincoln Black Label not only provides the best level of materials in custom designer themes, but also offers a host of membership privileges. These include annual vehicle detailing, anytime carwashes, and access to a list of select restaurants where noted chefs will provide a curated dining experience.

    The three Lincoln Black Label themes for the new MKC have  drawn inspiration from the realms of the arts, travel, fine food and culture. The themes are:

    • Modern Heritage: A timeless ensemble of elegance without ostentation, Modern Heritage is perfect for those who appreciate a clean, modern aesthetic. This theme features seats in Vianca [RC2] White Venetian leather finished with the Lincoln Black Label star insignia, with Argento wood accents.
    • Indulgence: A rich, sumptuous interior, this theme is designed to match the most refined tastes. Visually enticing, Indulgence features surfaces trimmed in Venetian leather and Alcantara® cloth, in tempting hues like Truffle and Ganache, finished with accents from rich Ziricote wood – the same as you might find in the world of yachts or musical instruments.
    • Center Stage: Inspired by the fashion of the theater, Center Stage captures the excitement of a curtain skirting across the main stage on opening night. It features an exclusive diamond-L perforation pattern on the Alcantara cloth inserts, finished with meticulously stitched Foxfire Red piping. Exotic wood accents enhance the architectural design, while Jet Black Venetian leather accented by Firefox Red adds a dramatic flair.

    In line with Lincoln’s commitment to offering inspired interior environments, the new Lincoln MKC also will feature a rich Rialto Green cabin with black ash wood accents, available on Reserve models. This new deep green is inspired by the vibrant tones emanating from the world of high fashion.

    Technology that inspires confidence

    Because today’s luxury clients expect to be constantly connected, the new Lincoln MKC offers standard SYNC® 3 with both Apple CarPlay™ and Android Auto™ compatibility, enabling occupants to manage audio, phone, navigation and more from the vehicle touchscreen or steering wheel-mounted controls.

    A suite of driver-assist technologies designed to inspire confidence includes Pre-Collision Assist with Pedestrian Detection. This system is designed to reduce the severity of – and in some cases eliminate – frontal collisions, including those involving pedestrians. It uses advanced radar and camera sensors to provide a collision warning to the driver. If the driver does not respond in time, the system can automatically apply the brakes.

    Available active park assist can reduce parking anxiety by helping guide drivers in to and out of tight parallel-parking spaces. Other available technologies include lane-keeping alert and Blind Spot Information System with cross-traffic alert.

    Luxury meets performance

    Three technologies – turbocharging, direct injection and twin independent variable camshaft timing – are responsible for a powerful engine offering for the new Lincoln MKC. This twin-scroll turbocharged 2.3-liter engine producing 285 horsepower and 305 lb.-ft. of torque allows Lincoln MKC to offer an available towing capacity of 3,000 pounds when properly equipped.

    Both the powerful turbocharged 2.3-liter and the standard turbocharged 2.0-liter engine delivering 245 horsepower are designed to be exhilarating and fuel efficient. Either option can be paired to Lincoln’s intelligent all-wheel-drive system, which delivers enhanced all-weather capabilities and sportier performance.

    Effortless ownership

    Effortless ownership with the new Lincoln MKC is offered through the Lincoln Way™ app. Lincoln Way enables clients to start, lock, unlock and locate their MKC, as well as schedule remote starts to allow the vehicle to heat or cool to comfortable levels. Lincoln Concierge, which allows owners to schedule Pickup and Delivery for vehicle service, as well as find and reserve parking, is also available through the app.

    The brand’s increased focus on offerings that provide an effortless ownership experience now includes standard Pickup and Delivery. The service can pick up a client’s vehicle at an agreed location, then take it to a dealership for service, providing a complimentary Lincoln loaner vehicle. Once service is complete, clients can arrange for their washed and serviced vehicle to be returned to them at a location of their choice.  

    Lincoln remains the only luxury automaker to provide Pickup and Delivery as a standard service for all vehicles to save its clients time and effort.

    Galhotra says Lincoln’s commitment to being a world-class brand goes well beyond its exceptional vehicles.

    “For Lincoln, every client is unique and and we want every element of the Lincoln shop, buy and own process to be a truly personalized and effortless experience,” he said.

    The new 2019 Lincoln MKC will be available at Lincoln dealers this summer.  

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    Ughhh....

    Actually I like how the Lincoln design language works on their SUV's. It's not a bad looking vehicle in some ways.

    Departing now to wash my mouth out with soap and stick pins and needles into a dolls that looks suspiciously like Mark Fields.

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    About that active park assist I keep seeing on Fords and Lincolns:  why doesn't GM have that on any of its models?

    Also, why don't GM crossovers allow you to open the rear gate with your foot, just like a Ford Escape or this model?

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    Not a very flattering angle...

    MKC.jpg

    Just now, riviera74 said:

    About that active park assist I keep seeing on Fords and Lincolns:  why doesn't GM have that on any of its models?

    Also, why don't GM crossovers allow you to open the rear gate with your foot, just like a Ford Escape or this model?

    Best guess on the tailgate is some patent/copyright. 

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    8 minutes ago, riviera74 said:

    About that active park assist I keep seeing on Fords and Lincolns:  why doesn't GM have that on any of its models?

    Also, why don't GM crossovers allow you to open the rear gate with your foot, just like a Ford Escape or this model?

    Off the top of my head, the Suburban/Tahoe/Yukon/Escalade (Escalade since 2015) and XT5 and CT6 have kick to open as an option.  

    XT5, CT6, CTS, Envision, Malibu, and Volt each have optional active park assist. 

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    5 minutes ago, ccap41 said:

    Then GM is just lazy/cheap. lol 

    It's an option.  I'd want to see what the take rate is before I'd make any conclusions. 

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    Probably pretty high on Fords as I see Titaniums quite often. I'd only assume similarly for Chevy. 

    Then again the Titanium name has been watered down ever since 2013. That mean fully loaded at one point and now it means there are a bunch of options on it and a bunch more you can still add..  

    Okay, not as bad as I thought. I went to Ford's website and built an Escape titanium and it started at 32k and I added every option(that wasn't floormats and cargo nets) and it got up to 35k. I know at one point the 2.0T was an option for Titaniums. 

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    If it is only available on $32k Escapes, I'm guessing the overall take rate is fairly low. That's not where the bulk of Escape sales is going to be. 

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    Can't even lie, that is one mighty damn fine looking automobile. From the outside, it certainly looks 'expensive', which is a good thing.

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    1 hour ago, riviera74 said:

    About that active park assist I keep seeing on Fords and Lincolns:  why doesn't GM have that on any of its models?

    Also, why don't GM crossovers allow you to open the rear gate with your foot, just like a Ford Escape or this model?

    They are excellent products...if one was not averse to buying FOMOCO...they do have a lot of features for the price IMHO.

    20 minutes ago, Frisky Dingo said:

    Can't even lie, that is one mighty damn fine looking automobile. From the outside, it certainly looks 'expensive', which is a good thing.

    The interior quality is nice also.

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    2 hours ago, riviera74 said:

    About that active park assist I keep seeing on Fords and Lincolns:  why doesn't GM have that on any of its models?

    Also, why don't GM crossovers allow you to open the rear gate with your foot, just like a Ford Escape or this model?

    I would rather have it as an option. I myself see no need for it. Proper planning makes these electronic options just that optional and for the most part lazy people features.

    Driving is a privilege you earn and you should be actively involved in all you do even when you use your auto to haul. Right now we have way to many nanny devices that has created a very lazy group of drivers.

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    6 minutes ago, ccap41 said:

    You're not forced to use active park assist if the vehicle is equipped with it. 

    Seems like it would be a nice to have when confronted with parallel parking. 

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    1 hour ago, Cubical-aka-Moltar said:

    Seems like it would be a nice to have when confronted with parallel parking. 

    I've always been able to parallel park my vehicles but I could see it being very useful on larger CUVs with wicked blind spots. 

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    56 minutes ago, ccap41 said:

    I've always been able to parallel park my vehicles but I could see it being very useful on larger CUVs with wicked blind spots. 

    Parallel parking was one of those things I remember having to practice for the driving test, but that I never do...I think I've only parallel parked maybe a dozen times in 30 years of driving.    I can do it if I have to, but I don't believe in it.  I always either park in a lot, a garage, or valet. 

    Edited by Cubical-aka-Moltar

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    5 minutes ago, ccap41 said:

    I've always been able to parallel park my vehicles but I could see it being very useful on larger CUVs with wicked blind spots. 

    Same here. Always was able to parallel park anything that I was able to legally drive that I was licensed for.

    Parallel assist? For wicked blind spotted vehicles?

    Sure...not only useful...but helpful!

    I learned how to parallel park a similar ride.

    A4293F.JPG

    The only windows I had to go with when backing up were these at the back, and the side mirrors. Talk about blind spots...

    gmc-vandura-3500-1-ton-van-350-auto-over

     

    I feel that our society does not take enough time to teach and practice good, safe and necessary driving skills to avoid killing ourselves on our roads.

    We spend an enormous amounts of money trying to solve the riddles of how to make our cars safer, how to introduce all kinds of safety features and electronics and nannies and ultimately make our cars drive themselves...yet we have NEVER EVER TAUGHT OURSELVES PROPERLY HOW TO DRIVE PERIOD!

    In all the human intelligence thrown into our safety regarding cars, we have ignored the most basic one of them all...to teach ourselves how the phoque to drive! We are willing to throw all kinds of data to self driving cars, yet we never gave that much attention to ourselves...

    Ironic on so many levels...

     

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    50 minutes ago, ccap41 said:

    I've always been able to parallel park my vehicles but I could see it being very useful on larger CUVs with wicked blind spots. 

    That is why you have higher ground clearance. My daughter used to be afraid of parallel parking her Durango.

    I taught her to just pull in, take the front wheel up onto the sidewalk / curb and then slowly drop it off back onto the street. Parallel parked in record time.

    She never has a problem and loves how easy it is to do.

    Yea, many are not able to P - Park, but I consider myself the exception rather than the norm.

    Just drive up, drop off and done being parked close.

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    17 minutes ago, oldshurst442 said:

    Same here. Always was able to parallel park anything that I was able to legally drive that I was licensed for.

    Parallel assist? For wicked blind spotted vehicles?

    Sure...not only useful...but helpful!

    I learned how to parallel park a similar ride.

    A4293F.JPG

    The only windows I had to go with when backing up were these at the back, and the side mirrors. Talk about blind spots...

    gmc-vandura-3500-1-ton-van-350-auto-over

     

    I feel that our society does not take enough time to teach and practice good, safe and necessary driving skills to avoid killing ourselves on our roads.

    We spend an enormous amounts of money trying to solve the riddles of how to make our cars safer, how to introduce all kinds of safety features and electronics and nannies and ultimately make our cars drive themselves...yet we have NEVER EVER TAUGHT OURSELVES PROPERLY HOW TO DRIVE PERIOD!

    In all the human intelligence thrown into our safety regarding cars, we have ignored the most basic one of them all...to teach ourselves how the phoque to drive! We are willing to throw all kinds of data to self driving cars, yet we never gave that much attention to ourselves...

    Ironic on so many levels...

     

    Part of that problem is a double edged sword..

    Be safer so they make wider, thicker pillars. But we want to learn how to drive better but we can't see out of these cabins anymore. My Escape had a wicked blind spot at the back because they had itty bitty rear windows but they sat up so high that a car could literally be below the window when I look back and miss it if I didn't use the mirrors as well. You used to just be able to turn your head and look with your own eyes now we almost have to use multiple things/systems to make sure we're clear. This would cover parallel parking and the curb as well. 

    1 minute ago, dfelt said:

    That is why you have higher ground clearance. My daughter used to be afraid of parallel parking her Durango.

    I taught her to just pull in, take the front wheel up onto the sidewalk / curb and then slowly drop it off back onto the street. Parallel parked in record time.

    She never has a problem and loves how easy it is to do.

    Yea, many are not able to P - Park, but I consider myself the exception rather than the norm.

    Just drive up, drop off and done being parked close.

    That works great with an SUV with some sidewalls on their tires but that can't be done in like any car. or one with lower profile wheels were there's less give in the tire and it might not be angled just right to go up on the curb. 

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    5 minutes ago, dfelt said:

    That is why you have higher ground clearance. My daughter used to be afraid of parallel parking her Durango.

    I taught her to just pull in, take the front wheel up onto the sidewalk / curb and then slowly drop it off back onto the street. Parallel parked in record time. 

    I've done that before..one of the things I love about the ground clearance of 4x4s.  I don't believe in parallel parking, but I can do it.   The worst time I had parallel parking was in Dec '04 in downtown Portland on Couch Street (which is inexplicably pronounced 'cooch') when I went to Powell's Bookstore...it was raining, and I was in an '04 Grand Prix rental..too low to go up on the curb, and hard to see out of..

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    58 minutes ago, Cubical-aka-Moltar said:

    I've done that before..one of the things I love about the ground clearance of 4x4s.  I don't believe in parallel parking, but I can do it.   The worst time I had parallel parking was in Dec '04 in downtown Portland on Couch Street (which is inexplicably pronounced 'cooch') when I went to Powell's Bookstore...it was raining, and I was in an '04 Grand Prix rental..too low to go up on the curb, and hard to see out of..

    Some awesome places to visit on Couch Street. Named after John H. Couch the treasure and a sailor of Portland OR.

    Couch Beer is pretty good there too since there are a bunch of micro brews in that area.

    I agree with everyone that modern auto's are a pain in the ass to P - Park. Another reason I love my SUV's. :P 

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    3 minutes ago, dfelt said:

    Some awesome places to visit on Couch Street. Named after John H. Couch the treasure and a sailor of Portland OR.

    Couch Beer is pretty good there too since there are a bunch of micro brews in that area.

    I agree with everyone that modern auto's are a pain in the ass to P - Park. Another reason I love my SUV's. :P 

    Yeah, great city..I need to go back out there..haven't been out since 2010...have friends in Portland and Beaverton and been to a few conferences there.    Love the beer, been to a number of the McMinimins owned places...I remember especially liking the Blue Moon Tavern & Grill.

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    42 minutes ago, Cubical-aka-Moltar said:

    Yeah, great city..I need to go back out there..haven't been out since 2010...have friends in Portland and Beaverton and been to a few conferences there.    Love the beer, been to a number of the McMinimins owned places...I remember especially liking the Blue Moon Tavern & Grill.

    When you do get back out, check out one of the Theater Breweries. Some great places to enjoy custom micro beer and a movie with food.

    https://www.travelportland.com/article/portland-brew-n-view-theaters/

    https://www.thrillist.com/entertainment/portland/portland-s-best-theater-pubs-beer-movie-theaters

    Been to most of them, course as a fan of Terminator, I have a fondness for Mission Theater. Hollywood Theater is a blast also. Cool 70mm films are still shown there. :cheers:

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    • By William Maley
      I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family?
      The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8.  The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2019
      Make: Dodge
      Model: Challenger
      Trim: R/T
      Engine: 5.7 HEMI VVT V8 Engine
      Driveline: Eight-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 372 @ 5,200
      Torque @ RPM: 400 @ 4,400
      Fuel Economy: City/Highway/Combined - 16/25/19
      Curb Weight: 4,158 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $34,295
      As Tested Price: $46,555 (Includes $1,495.00 Destination Charge)
      Options:
      "Shaker" Package - $2,500.00
      TorqueFlite Eight-Speed Automatic Transmission - $1,595.00
      Performance Handling Group - $1,495.00
      Driver Convenience Group - $1,295.00
      Power Sunroof - $1,295.00
      UConnect 4C Nav with 8.4-inch Display - $1,095.00
      Alpine Sound Group with Subwoofer - $995.00
      Shakedown Graphics - $495.00

      View full article
    • By William Maley
      I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family?
      The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8.  The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2019
      Make: Dodge
      Model: Challenger
      Trim: R/T
      Engine: 5.7 HEMI VVT V8 Engine
      Driveline: Eight-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 372 @ 5,200
      Torque @ RPM: 400 @ 4,400
      Fuel Economy: City/Highway/Combined - 16/25/19
      Curb Weight: 4,158 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $34,295
      As Tested Price: $46,555 (Includes $1,495.00 Destination Charge)
      Options:
      "Shaker" Package - $2,500.00
      TorqueFlite Eight-Speed Automatic Transmission - $1,595.00
      Performance Handling Group - $1,495.00
      Driver Convenience Group - $1,295.00
      Power Sunroof - $1,295.00
      UConnect 4C Nav with 8.4-inch Display - $1,095.00
      Alpine Sound Group with Subwoofer - $995.00
      Shakedown Graphics - $495.00
    • By William Maley
      Hyundai can’t seem to stop itself from tinkering with the Santa Fe crossover. This is apparent when you consider the nameplate first debuted on compact crossover in the early 2000s before growing into a two-model family up until last year. Hyundai has made another drastic change to the Santa Fe by making it a single model again - the three-row Santa Fe XL has been replaced by the Palisade. Does this re-focus make the model competitive?
      The overall shape of the 2019 Santa Fe is more upright than the outgoing Santa Fe Sport. This solves one of the biggest issues I had with the Sport, poor visibility. The upright shape and flatter belt line allowed Hyundai designers to increase the amount of glass used. Not only does this improve overall visibility. This also makes the interior feel more airy. Up front, Hyundai uses a hexagonal grille that is flanked by a split headlight layout. Slim LED daytime running lights sit on either side of the grille, while a pod housing the headlights sit underneath.
      Where the Santa Fe really shines is the interior. It’s a modern and clean design with a two-tone dashboard, unique fabric covering the pillars and headliner; and the use of polygons in the seat pattern and speaker grilles. Materials for the most part are soft-touch plastics and leather on my Ultimate tester. There are some hard plastics used here and there, but it will not detract from the premium feel Hyundai is going for. The layout for the controls is excellent with all in easy reach for driver or passenger. Also earning top marks is the eight-inch infotainment system which is simple to use, provides snappy performance, and allows a driver to use either Apple CarPlay or Android Auto.
      For those sitting up front, the Santa Fe Ultimate provides power adjustments, heat, and ventilation. Getting settled in and finding the correct position, I found the seats to be quite comfortable with enough padding to tackle any trip length. Back seat passengers will find plenty of leg and headroom. Those sitting in the back will also appreciate the rear seats can recline along with heat during the cold winter months. Cargo space is about average with 35.9 cubic feet with the rear seats up and 71.3 when folded.
      Most Santa Fes will come with the base 2.4L inline-four with 185 horsepower. My Ultimate AWD tester featured the optional turbocharged 2.0L inline-four with 235 horsepower. Both engines come paired with an eight-speed automatic. Whenever a Hyundai vehicle is equipped with a turbo-four, it falls into one of two camps - works perfectly or there is a performance issue. The Santa Fe falls into the latter. There is a noticeable amount of turbo-lag when leaving from a stop. Once up to speed, the engine can sometimes be a bit too responsive with a jumpiness that makes smooth acceleration a difficult task. Whether this is something with the programming of the engine, transmission, or throttle, I cannot say. I hope this gets fixed with the 2020 model.
      EPA fuel economy figures for the turbo-four with AWD are 19 City/24 Highway/21 Combined. I saw an average of 20.7 mpg during my week of testing. It should be noted this is the same as the Honda Passport with its slightly more powerful 3.5L V6 producing 280 horsepower.
      The Santa Fe’s ride is still smooth and relaxing over many of the bumps and imperfections that dot the roads of Metro Detroit. It is also surprisingly quiet with barely any wind or road noise coming inside. Handling is where the Santa Fe really surprised me as it felt agile when driven around a bend. There was barely any body roll and steering provided excellent response. 
      On the surface, the 2019 Santa Fe is an improvement over the Santa Fe Sport. It features a fetching design, comfortable ride, simple tech, and a lot of equipment for the money. My Ultimate tester came with an as-tested price of $39,905 and that includes adaptive cruise control with stop & go; blind spot monitoring, Infinity premium audio system, panoramic sunroof, and much more. Build up one of the Santa Fe’s competition to similar specs and you’re looking at spending on average around $5,000 more.
      But the Santa Fe is soured by the turbocharged 2.0L four-cylinder engine which appears to have two settings - slow off the line performance and unpredictable acceleration at higher speeds. Until Hyundai can figure out what is going on, stick with the base 2.4L four-cylinder. It may be a little bit underpowered, but at least it is more consistent in its power delivery.
      Disclaimer: Hyundai Provided the Santa Fe, Insurance, and One Tank of Gas
      Year: 2019
      Make: Hyundai
      Model: Santa Fe
      Trim: Ultimate
      Engine: Turbocharged 2.0L GDI 16-Valve DOHC CVVT Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 235 @ 6,000
      Torque @ RPM: 260 @ 1,450 - 3,500
      Fuel Economy: City/Highway/Combined - 19/24/21
      Curb Weight: 4,085 lbs
      Location of Manufacture: Montgomery, Alabama
      Base Price: $38,800
      As Tested Price: $39,905 (Includes $980.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $125.00

      View full article
    • By William Maley
      Hyundai can’t seem to stop itself from tinkering with the Santa Fe crossover. This is apparent when you consider the nameplate first debuted on compact crossover in the early 2000s before growing into a two-model family up until last year. Hyundai has made another drastic change to the Santa Fe by making it a single model again - the three-row Santa Fe XL has been replaced by the Palisade. Does this re-focus make the model competitive?
      The overall shape of the 2019 Santa Fe is more upright than the outgoing Santa Fe Sport. This solves one of the biggest issues I had with the Sport, poor visibility. The upright shape and flatter belt line allowed Hyundai designers to increase the amount of glass used. Not only does this improve overall visibility. This also makes the interior feel more airy. Up front, Hyundai uses a hexagonal grille that is flanked by a split headlight layout. Slim LED daytime running lights sit on either side of the grille, while a pod housing the headlights sit underneath.
      Where the Santa Fe really shines is the interior. It’s a modern and clean design with a two-tone dashboard, unique fabric covering the pillars and headliner; and the use of polygons in the seat pattern and speaker grilles. Materials for the most part are soft-touch plastics and leather on my Ultimate tester. There are some hard plastics used here and there, but it will not detract from the premium feel Hyundai is going for. The layout for the controls is excellent with all in easy reach for driver or passenger. Also earning top marks is the eight-inch infotainment system which is simple to use, provides snappy performance, and allows a driver to use either Apple CarPlay or Android Auto.
      For those sitting up front, the Santa Fe Ultimate provides power adjustments, heat, and ventilation. Getting settled in and finding the correct position, I found the seats to be quite comfortable with enough padding to tackle any trip length. Back seat passengers will find plenty of leg and headroom. Those sitting in the back will also appreciate the rear seats can recline along with heat during the cold winter months. Cargo space is about average with 35.9 cubic feet with the rear seats up and 71.3 when folded.
      Most Santa Fes will come with the base 2.4L inline-four with 185 horsepower. My Ultimate AWD tester featured the optional turbocharged 2.0L inline-four with 235 horsepower. Both engines come paired with an eight-speed automatic. Whenever a Hyundai vehicle is equipped with a turbo-four, it falls into one of two camps - works perfectly or there is a performance issue. The Santa Fe falls into the latter. There is a noticeable amount of turbo-lag when leaving from a stop. Once up to speed, the engine can sometimes be a bit too responsive with a jumpiness that makes smooth acceleration a difficult task. Whether this is something with the programming of the engine, transmission, or throttle, I cannot say. I hope this gets fixed with the 2020 model.
      EPA fuel economy figures for the turbo-four with AWD are 19 City/24 Highway/21 Combined. I saw an average of 20.7 mpg during my week of testing. It should be noted this is the same as the Honda Passport with its slightly more powerful 3.5L V6 producing 280 horsepower.
      The Santa Fe’s ride is still smooth and relaxing over many of the bumps and imperfections that dot the roads of Metro Detroit. It is also surprisingly quiet with barely any wind or road noise coming inside. Handling is where the Santa Fe really surprised me as it felt agile when driven around a bend. There was barely any body roll and steering provided excellent response. 
      On the surface, the 2019 Santa Fe is an improvement over the Santa Fe Sport. It features a fetching design, comfortable ride, simple tech, and a lot of equipment for the money. My Ultimate tester came with an as-tested price of $39,905 and that includes adaptive cruise control with stop & go; blind spot monitoring, Infinity premium audio system, panoramic sunroof, and much more. Build up one of the Santa Fe’s competition to similar specs and you’re looking at spending on average around $5,000 more.
      But the Santa Fe is soured by the turbocharged 2.0L four-cylinder engine which appears to have two settings - slow off the line performance and unpredictable acceleration at higher speeds. Until Hyundai can figure out what is going on, stick with the base 2.4L four-cylinder. It may be a little bit underpowered, but at least it is more consistent in its power delivery.
      Disclaimer: Hyundai Provided the Santa Fe, Insurance, and One Tank of Gas
      Year: 2019
      Make: Hyundai
      Model: Santa Fe
      Trim: Ultimate
      Engine: Turbocharged 2.0L GDI 16-Valve DOHC CVVT Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 235 @ 6,000
      Torque @ RPM: 260 @ 1,450 - 3,500
      Fuel Economy: City/Highway/Combined - 19/24/21
      Curb Weight: 4,085 lbs
      Location of Manufacture: Montgomery, Alabama
      Base Price: $38,800
      As Tested Price: $39,905 (Includes $980.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $125.00
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