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

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

January 3, 2020
 
2019
2018
% chg
Total December sales (units)
104,781
148,720
-29.5
Nissan Division sales
93,538
130,655
-28.4
INFINITI sales*
11,243
18,065
-37.8
 
 
 
 
Calendar Year Total Sales (units)
1,345,681
1,493,877
-9.9
Nissan Division sales
1,227,973
1,344,597
-8.7
INFINITI Sales*
117,708
149,280
-21.1
NASHVILLE, Tenn. – Nissan Group announced total U.S. sales for December 2019 of 104,781 units, a decrease of 29.5 percent versus the prior year. Nissan Group also announced total calendar year 2019 U.S. sales of 1,345,681 units, a decrease of 9.9 percent compared to the prior year.
Nissan Division December highlights:
Altima sales continue to rise with 19,132 units sold, up 12 percent. Sales of the Nissan Armada rose 3 percent in December to 2,967 units. Nissan Division calendar year highlights:
Nissan Kicks showed strong gains during the full calendar year 2019, up 150 percent. Nissan set annual sales records with NV commercial van (+19 percent) and NV200 (+1 percent).   *INFINITI sales total included for reference. For more information on INFINITI's December sales performance, please visit INFINITINews.com.

NOTE: To ensure consistency in global sales reporting, Nissan North America calculates monthly variances on a straight-percentage basis, unadjusted for the number of selling days. December 2019 had 25 days, while December 2018 had 26 selling days.
NISSAN DIVISION
DECEMBER
DECEMBER
Monthly
CYTD
CYTD
CYTD
2019
2018
% chg
2019
2018
% chg
 
 
 
 
 
 
Nissan Division Total
93,538
130,655
-28.4
1,227,973
1,344,597
-8.7
Versa
3,265
6,735
-51.5
66,596
75,809
-12.2
Sentra
11,033
17,567
-37.2
184,618
213,046
-13.3
Altima
19,132
17,064
12.1
209,183
209,146
0.0
Maxima
3,387
5,600
-39.5
35,076
42,337
-17.2
LEAF
1,227
1,667
-26.4
12,365
14,715
-16.0
Juke
0
5
-100.0
11
731
-98.5
370Z
158
202
-21.8
2,384
3,468
-31.3
GT-R
17
25
-32.0
331
538
-38.5
Total Car
38,219
48,865
-21.8
510,564
559,790
-8.8
Kicks
4,123
5,704
-27.7
58,193
23,312
149.6
Frontier
4,720
7,492
-37.0
72,369
79,646
-9.1
Titan
1,916
4,661
-58.9
31,514
50,459
-37.5
Pathfinder
5,894
6,799
-13.3
65,691
67,550
-2.8
Armada
2,967
2,874
3.2
32,044
32,650
-1.9
Rogue
27,331
42,523
-35.7
350,447
412,110
-15.0
Murano
5,187
8,033
-35.4
68,361
83,547
-18.2
Quest
0
0
n/a
0
3
-100.0
NV
1,719
2,013
-14.6
20,022
16,902
18.5
NV200
1,462
1,691
-13.5
18,768
18,628
0.8
Total Truck
55,319
81,790
-32.4
717,409
784,807
-8.6
North American produced
73,510
96,695
-24.0
970,563
1,022,140
-5.0
Car
38,044
48,633
-21.8
507,838
555,053
-8.5
Truck
35,466
48,062
-26.2
462,725
467,087
-0.9
Import
20,028
33,960
-41.0
257,410
322,457
-20.2
Car
175
232
-24.6
2,726
4,737
-42.5
Truck
19,853
33,728
-41.1
197,372
317,720
-37.9
 
INFINITI
 
Infiniti Total
DECEMBER
DECEMBER
Monthly
CYTD
CYTD
CYTD
2019
2018
% chg
2019
2018
% chg
 
 
 
 
 
 
11,243
18,065
-37.8
117,708
149,280
-21.1
Infiniti Q50
2,165
3,690
-41.3
25,987
34,763
-25.2
Infiniti Q60
430
662
-35.0
5,043
9,017
-44.1
Infiniti Q70
90
329
-72.6
2,552
4,479
-43.0
Infiniti QX30
50
647
-92.3
3,229
8,101
-60.1
Infiniti QX50
1,815
3,329
-45.5
18,616
25,389
-26.7
Infiniti QX60
4,113
7,032
-41.5
43,162
47,370
-8.9
Infiniti QX70
0
4
-100.0
6
954
-99.4
Infiniti QX80
2,580
2,372
8.8
19,113
19,207
-0.5
Total Car
2,685
4,681
-42.6
33,582
48,259
-30.4
Total Truck
8,558
13,384
-36.1
84,126
101,021
-16.7
 
 
 
 
 
 
 
NISSAN GROUP
 
TOTAL VEHICLE
DECEMBER
DECEMBER
Monthly
CYTD
CYTD
CYTD
2019
2018
% chg
2019
2018
% chg
 
 
 
 
 
 
104,781
148,720
-29.5
1,345,681
1,493,877
-9.9
Total Car
40,904
53,546
-23.6
544,146
608,049
-10.5
Total Truck
63,877
95,174
-32.9
801,535
885,828
-9.5
Selling days
25
26
 
307
307
 
 
# # #

Over a year ago, I pitted the Mazda CX-9 against the Volkswagen Atlas to find out which was the better three-row crossover. The CX-9 put up a good fight with a very luxurious interior and impressive driving dynamics. However, the Atlas took home the win as it proved to be the better carrier of passengers and cargo, along with providing a slightly smoother ride. A year on, the CX-9 makes a return to the C&G Detroit Garage to see if it could redeem itself. Spoiler alert: I still feel the same way as I did last year.
Going on three years, the CX-9 is still one of the best looking three-row crossovers on sale. Its graceful lines, tapered rear pillar, and slim lights make the crossover look more expensive than it actually is. The Grand Touring may miss out on the Nappa leather for the seats and Rosewood trim found on the Signature, it is still a nice place to sit in. Bright metalwork contrasts nicely with soft-touch plastics and leather upholstery on the seats. But the interior also houses some of the CX-9’s key flaws beginning with the seat arrangement. All 2019 CX-9s come with seating for seven people, there is no option for six with a set of captain chairs - that is being rectified for 2020. Those sitting in the second-row will have no complaints about space, but anyone sitting in the third-row will bemoan the lack of legroom. This can improve if the second-row is slid forward. Cargo space is another weak spot. The CX-9 only offers 14.4 cubic feet behind the third-row, 38.2 cubic feet behind the second row, and 71.2 cubic feet with both rows folded. To give some perspective, the Atlas offers 20.6, 55.5, and 96.8 cubic feet of space. 2019 finally sees Mazda add Apple CarPlay and Android Auto compatibility to their MazdaConnect infotainment system. This is an improvement as MazdaConnect trails competitors in terms of graphics and a slightly confusing menu structure. At least the control knob and shortcut buttons make using the system less aggravating. Power comes from a turbocharged 2.5L four-cylinder with 227 horsepower (250 if you fill up with premium) and 310 pound-feet. This is channeled through a six-speed automatic and the choice of front- or all-wheel drive. Putting a turbo-four into a three-row crossover seems like madness, but Mazda was able to make it work with no issue. Torque arrives at a low 2,000 rpm, allowing the CX-9 to leap away from any driving situation. Response from the transmission is excellent with snappy up and downshifts. Fuel economy is rated by the EPA at 20 City/26 Highway/23 Combined. My average for the week landed around 23, slightly better than the 22.5 mpg for the 2018 model. The ace up the CX-9’s sleeve is the handling. No other crossover can close to matching the taut characteristics on offer with body motions kept in check and sharp steering. Though how many people consider a plus is likely very small. Ride quality falls under supple with most bumps and imperfections being ironed out. Impressive when you consider this is riding 20-inch wheels. The Mazda CX-9 is an outlier in the three-row crossover class as it focuses more on the driving experience and looks. That isn’t a bad thing as it gives Mazda a unique selling point. But a small space for passengers and cargo is the CX-9’s major downfall.  Disclaimer: Mazda Provided the CX-9, Insurance, and One Tank of Gas
Year: 2019
Make: Mazda
Model: CX-9
Trim: Grand Touring AWD
Engine: Turbocharged 2.5L Skyactiv-G Inline-Four
Driveline: Six-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 227 or 250 @ 5,000 (Depending on the fuel)
Torque @ RPM: 310 @ 2,000
Fuel Economy: City/Highway/Combined - 20/26/23
Curb Weight: 4,383 lbs
Location of Manufacture: Hiroshima, Japan
Base Price: $42,640
As Tested Price: $45,060 (Includes $995.00 Destination Charge)
Options:
Illuminated Door Sill Trim Plates - $575.00
Front & Rear Bumper Trim - $550.00
Snowflake White Pearl - $200.00
Cargo Mat - $100.00

View full article

Over a year ago, I pitted the Mazda CX-9 against the Volkswagen Atlas to find out which was the better three-row crossover. The CX-9 put up a good fight with a very luxurious interior and impressive driving dynamics. However, the Atlas took home the win as it proved to be the better carrier of passengers and cargo, along with providing a slightly smoother ride. A year on, the CX-9 makes a return to the C&G Detroit Garage to see if it could redeem itself. Spoiler alert: I still feel the same way as I did last year.
Going on three years, the CX-9 is still one of the best looking three-row crossovers on sale. Its graceful lines, tapered rear pillar, and slim lights make the crossover look more expensive than it actually is. The Grand Touring may miss out on the Nappa leather for the seats and Rosewood trim found on the Signature, it is still a nice place to sit in. Bright metalwork contrasts nicely with soft-touch plastics and leather upholstery on the seats. But the interior also houses some of the CX-9’s key flaws beginning with the seat arrangement. All 2019 CX-9s come with seating for seven people, there is no option for six with a set of captain chairs - that is being rectified for 2020. Those sitting in the second-row will have no complaints about space, but anyone sitting in the third-row will bemoan the lack of legroom. This can improve if the second-row is slid forward. Cargo space is another weak spot. The CX-9 only offers 14.4 cubic feet behind the third-row, 38.2 cubic feet behind the second row, and 71.2 cubic feet with both rows folded. To give some perspective, the Atlas offers 20.6, 55.5, and 96.8 cubic feet of space. 2019 finally sees Mazda add Apple CarPlay and Android Auto compatibility to their MazdaConnect infotainment system. This is an improvement as MazdaConnect trails competitors in terms of graphics and a slightly confusing menu structure. At least the control knob and shortcut buttons make using the system less aggravating. Power comes from a turbocharged 2.5L four-cylinder with 227 horsepower (250 if you fill up with premium) and 310 pound-feet. This is channeled through a six-speed automatic and the choice of front- or all-wheel drive. Putting a turbo-four into a three-row crossover seems like madness, but Mazda was able to make it work with no issue. Torque arrives at a low 2,000 rpm, allowing the CX-9 to leap away from any driving situation. Response from the transmission is excellent with snappy up and downshifts. Fuel economy is rated by the EPA at 20 City/26 Highway/23 Combined. My average for the week landed around 23, slightly better than the 22.5 mpg for the 2018 model. The ace up the CX-9’s sleeve is the handling. No other crossover can close to matching the taut characteristics on offer with body motions kept in check and sharp steering. Though how many people consider a plus is likely very small. Ride quality falls under supple with most bumps and imperfections being ironed out. Impressive when you consider this is riding 20-inch wheels. The Mazda CX-9 is an outlier in the three-row crossover class as it focuses more on the driving experience and looks. That isn’t a bad thing as it gives Mazda a unique selling point. But a small space for passengers and cargo is the CX-9’s major downfall.  Disclaimer: Mazda Provided the CX-9, Insurance, and One Tank of Gas
Year: 2019
Make: Mazda
Model: CX-9
Trim: Grand Touring AWD
Engine: Turbocharged 2.5L Skyactiv-G Inline-Four
Driveline: Six-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 227 or 250 @ 5,000 (Depending on the fuel)
Torque @ RPM: 310 @ 2,000
Fuel Economy: City/Highway/Combined - 20/26/23
Curb Weight: 4,383 lbs
Location of Manufacture: Hiroshima, Japan
Base Price: $42,640
As Tested Price: $45,060 (Includes $995.00 Destination Charge)
Options:
Illuminated Door Sill Trim Plates - $575.00
Front & Rear Bumper Trim - $550.00
Snowflake White Pearl - $200.00
Cargo Mat - $100.00