Jump to content
  • William Maley
    William Maley

    Review: 2015 Chevrolet Colorado Z71 Crew Cab

    Sign in to follow this  

      Like A 'Little' Rock


    You ever hear someone say, “Eh it was good, but it wasn’t great.”? That really doesn’t tell you anything about the thing you were asking about. Consider asking a friend about a new restaurant and they say that phrase to you, it would drive you mad because your friend hasn’t given you a clear indication of where they stand. Well I’m about to commit this sin with the 2015 Chevrolet Colorado Z71. I think the Colorado is a good truck, but not a great one. Now before you start screaming at your screen and writing angry comments, I will explain what I mean.

     

    The Colorado has been on sale in a number of market for a few years now, but only arrived in North America last year. This was due to General Motors making a number of changes to get it sellable in the U.S. Market. For example, the exterior of the worldwide Colorado is very different to the one sold in the U.S. The Colorado’s front fascia sold in other markets looks likes it was taken off the Equinox, while the NA-Spec Colorado gets a front fascia thats more akin to the Silverado with longer split grilles and a set of different bumpers and lights. Otherwise, the rest of the NA-Spec truck is the same with a somewhat rounded cab shape and various bed sizes. My tester was equipped with smaller 5’2” box which means you’ll have to do a couple more loads. There is a s 6’2” box available if you want something bigger. Also, my Colorado boasted the Z71 package, which nets you Z71 decals on the rear fenders and a set of 17-inch alloy wheels.

     


    2015 Chevrolet Colorado Z71 Crew Cab 15


    Another big change between the Colorado sold here and elsewhere is inside. The two models boast different dashboard layouts for their specific markets. In the case of the North American model, Chevrolet took some ideas from the Silverado and implemented them into the Colorado. Controls are within easy reach of the driver and passenger and the truck boasts a lot features that you would not expect on a midsize only a few years ago. My particular tester came equipped with heated seats, Chevrolet MyLink with Navigation, Automatic Climate Control, Trip Computer, and Bluetooth. Chevrolet MyLink stills has a fair amount of problems with slowness, responding when pressed, and causing my iPod to crash constantly.

     

    Seats in the Z71 are a combination of leather and cloth. I found the front seats to provide good support, but I also found that getting the right position took quite awhile. Either I was too far away to reach the steering wheel and pedals comfortably, or my knees would be touching the underside of the steering column. Maybe some power adjustments or smoother manual adjustments would help out here. Back seat space is quite good when it comes to headroom. Legroom is a different story as it's small to nonexistent dependent on how tall the person sitting up front is. It should also be noted that the rear seats can either be flipped up to access a storage shelf or flipped down to provide added cargo space.

     

    For thoughts on powertrain and handling, see the next page.


     

    Power for the Colorado comes from either a 2.5L four-cylinder or a 3.6L DI V6. There is a Duramax four-cylinder diesel that will be arriving for the 2016 model year. For my tester, it boasted the 3.6 V6 with 305 horsepower and 269 pound-feet. This comes paired up with a six-speed automatic and a four-wheel drive system. This engine is the weak link in the Colorado. Most truck engines whether they are a V6 or V8 have their torque right in the low-end of the rpm band. The Colorado V6’s torque is towards the higher end of the rpm, meaning you have to give the V6 some revs to get it moving. The six-speed automatic is smooth in around town and expressway driving. But I found it to be a bit slow when I pressed on the accelerator to make a pass. Fuel economy is rated at 17 City/24 Highway/20 Combined. I got an average of 18.2 MPG.

     


    2015 Chevrolet Colorado Z71 Crew Cab 12


    On the ride front, the Colorado is quite good. Compared to the Nissan Frontier and Toyota Tacoma, the Colorado delivers a comfortable ride with many bumps and harshness not making it inside the cabin. Also, wind and engine noise were mostly nonexistent. The Colorado also earned bonus points for how maneuverable it was thanks to the small size.

     

    Aside from the engine, there is one other sticking point for the Colorado and that happens to price. My tester as shown here came with an as-tested price of $36,710. That’s quite a lot of money for a midsize truck, especially considering the average price of a full-size truck is only $4,000 more or so.

     

    So lets go back to the beginning of this review where I said the the Colorado is a good truck, but not a great one. There are lot of things to like about Colorado; its distinctive looks, feature list, ride, and maneuverability. But there are a fair number of items that leave a black eye on the Colorado such as the V6, MyLink, and the price. It leaves the Colorado in this interesting middle ground where it's better than the competition, but not quite as good as it should be. For now, that is enough for GM as the Colorado is more modern than its contemporaries. But I wonder down the road, will this be enough?

     

    Disclaimer: Chevrolet Provided the Colorado, Insurance, and One Tank of Gas

     

     

    Year: 2015
    Make: Chevrolet
    Model: Colorado
    Trim: Z71 4WD Crew Cab
    Engine: 3.6L SIDI DOHC VVT V6
    Driveline: Six-Speed Automatic, Four-Wheel Drive
    Horsepower @ RPM: 305 @ 6800
    Torque @ RPM: 269 @ 4000
    Fuel Economy: City/Highway/Combined -17/24/20
    Curb Weight: 4,380 lbs
    Location of Manufacture: Wentzville, MO
    Base Price: $34,115
    As Tested Price: $36,710 (Includes $875.00 Destination Charge)

     

    Options:
    Bose Audio System - $500.00
    Chevrolet MyLink - $495.00
    Spray-On Bedliner - $475.00
    Trailering Equipment Package - $250.00

    Sign in to follow this  


    User Feedback

    Recommended Comments

    I think your price evaluation actually supports the Colorado. Your $36k test truck was LOADED. It had 4WD, Z71 pkg, V6, audio upgrade, and whatever else you said. A Silverado Z71, 4WD, crewcab/shortbox starts at $43,500 with cloth seats and 4 inch touch screen. Sure there are discounts. Say you can get $5,000 off. You still have a more expensive truck with less standard equipment.

     

    It's also going to get less real world fuel economy and be more difficult to park and maneuver as a daily driver.

     

    You can get a V6 Colorado for much less if you can live without the Z71 package or 4WD. Depends on your needs and your wallet, but this truck even loaded with options still makes a serious case for itself.

    Share this comment


    Link to comment
    Share on other sites

    I've seen the truck in it's base form, and it still looks pretty good! 

     

    Though still to close in price to the full size price....

    Share this comment


    Link to comment
    Share on other sites

    I would price out a fullsize with the same options and configuration of our Colorado.  i can GUARANTEE you are looking at a price premium of at leaast 10k more.  In my drive i had no problem with the powertrain and I drive a V8 04 Dakota everyday. 

    • Upvote 1

    Share this comment


    Link to comment
    Share on other sites

    I would price out a fullsize with the same options and configuration of our Colorado.  i can GUARANTEE you are looking at a price premium of at leaast 10k more.  In my drive i had no problem with the powertrain and I drive a V8 04 Dakota everyday. 

     

    That is a legitimate point. But I think you could argue with some of the deals you can get on full-size trucks from time to time, you're in the ball park of my as-tested Colorado price.

    Share this comment


    Link to comment
    Share on other sites

    True, but those deals aren't available all the time and you can get the dealerships to move on almost any vehicle. 

    Share this comment


    Link to comment
    Share on other sites

    "only $4,000 more"

     

    I dont like arguments when they are presented in this fashion..." for only an x amount more"...

     

    Financing @ 0% interest...keep in mind...0% interest...

    At $4000..that is an extra $333.33/month for a year.

    At $4000..that is an extra $66/month for 5 years....

     

    Sure...that does not sound like much...an extra $66/month...for 5 years...but that is the equivalent an extra tank of gas for the month for the next 5 years.

     

    That is a week's groceries of nothing but the good food...you know...the junk food...chips and chocolate bars and stuff for the kids...for the next...5 years.

     

    That is a dinner and a movie for you and a date each month...for the next 5 years...

     

    That is an oil change, rotation of tires and switching from winter to summer tires, and some other maintenance of the vehicle for the year...for the next 5 years...at which $66/month is roughly $800/year...which covers easily the regular maintenance of the vehicle for the year. Or a good chunk of it at least...

     

    $4000...that is a plane ticket to a Caribbean Paradise Island plus hotel and food...for 2 weeks...for 2 people...

     

    $4000...that is a nice emergency amount of money for when your washing machine and refrigerator bust on you....and if you have a wife and kids....you know that this scenario WILL happen...and the Fridge usually breaks 2 months AFTER the washing machine breaks...well...with that $4000 that was not spent on the Silverado...now buys you both appliances and there is no sweating about it...

     

    So yeah...$4000 is a good chunk of change...where one could put that $4000 to good use if one does not need a bigger rig than a Colorado...so why buy the bigger Silverado and waste that $4000...instead of giving it to Mary Barra...why dont YOU use it...put that $4000 to good use...for YOUR own use...retirement fund or just to bet it all on black at the Roulette table...

    Edited by oldshurst442
    • Upvote 1

    Share this comment


    Link to comment
    Share on other sites

    Agreed that the 4.3L would pair nicely with the Colorado. Maybe in the refresh we'll see that and an 8-speed, or perhaps the new 335 hp LGX V6 if GM is totally sold on DOHC for this application.

    Share this comment


    Link to comment
    Share on other sites

    The Z71 has cloth and leatherette upholstery.  There is no leather in a Colorado Z71.  I love my truck, an LT extended cab 4X4 w/3.6.

    Edited by ocnblu

    Share this comment


    Link to comment
    Share on other sites

    Lol, not as good as it should be?? Should it emit gold from it's tail pipe and be able to be fueled by water or something?

     

    How one could say this isn't a great truck is beyond me. This truck completely rewrites the book for this segment. It took a market that was stagnant and stale and breathed fresh life into it by offering modern powertrains, options, and technologies. It beats the Tacoma is literally EVERY single measurable aspect. Better ride, better handling, better brakes, better content, better power, better mileage, better noise levels, better refinement. All for the same price. How exactly can you take issue with THAT??

     

    People need to stop comparing it to full-size trucks. Isn't competition isn't full-size trucks, it's other MIDSIZE trucks. It's like dissing a Corolla because a similarly equipped Camry is only 4K more. And dissing it because an Avalon is only 5K more. And dissing it because a GS is only 7K more. It's a stupid argument. This truck exists for a very specific reason, to fulfill a very specific role. And it does so spectacularly. If that, combined with the fact it completely up-ended this segment and reinvigorated it doesn't define a great vehicle, Idk what does.

     

    Also, if you're going to argue price, let's be realistic about it. A similarly equipped Silverado is $12,000 more than a Colorado. Without incentives, you aren't coming anywhere NEAR a 4K price difference. Even when they are at their best, you're still likely to be a minimum of 5-6 grand off. That's not exactly chump change. When interest is figured in, that's $100+ more a month. Tell someone 100-120 dollars a month difference in payment isn't a big deal..... 

    • Upvote 2

    Share this comment


    Link to comment
    Share on other sites

    Lol, not as good as it should be?? Should it emit gold from it's tail pipe and be able to be fueled by water or something?

     

    How one could say this isn't a great truck is beyond me. This truck completely rewrites the book for this segment. It took a market that was stagnant and stale and breathed fresh life into it by offering modern powertrains, options, and technologies. It beats the Tacoma is literally EVERY single measurable aspect. Better ride, better handling, better brakes, better content, better power, better mileage, better noise levels, better refinement. All for the same price. How exactly can you take issue with THAT??

     

    People need to stop comparing it to full-size trucks. Isn't competition isn't full-size trucks, it's other MIDSIZE trucks. It's like dissing a Corolla because a similarly equipped Camry is only 4K more. And dissing it because an Avalon is only 5K more. And dissing it because a GS is only 7K more. It's a stupid argument. This truck exists for a very specific reason, to fulfill a very specific role. And it does so spectacularly. If that, combined with the fact it completely up-ended this segment and reinvigorated it doesn't define a great vehicle, Idk what does.

     

    Also, if you're going to argue price, let's be realistic about it. A similarly equipped Silverado is $12,000 more than a Colorado. Without incentives, you aren't coming anywhere NEAR a 4K price difference. Even when they are at their best, you're still likely to be a minimum of 5-6 grand off. That's not exactly chump change. When interest is figured in, that's $100+ more a month. Tell someone 100-120 dollars a month difference in payment isn't a big deal..... 

     

    Very nicely stated, Frisky Dingo  :D

     

    Four months in and I'm still loving my '15 Canyon Crew Cab SLT Long Bed 4WD.  For those of you that have been around a while, you know my ultimate truck is the GMC Sierra.  But as stated above, $100/$120 more per month was the deal killer for me.  So far the wife, who by the way is against pickup trucks for people like me who don't NEED a truck but WANT a truck, is very much in love with my Canyon too.  Have had adults ride in the back seat several times with no major complaints, and my kids (4 & 9 years old) love the Canyon.  I'm glad to have saved myself the $100+ more in payment over a Sierra, but that doesn't mean I still don't want one eventually  :lol:

    Edited by GMTruckGuy74

    Share this comment


    Link to comment
    Share on other sites

    i wanted a new colorado badly, but when it came down to it the price as optioned was 37k. i worked with the dealer, as we buy nearly every vehicle we own from them, and we just couldnt get close enough to where i wanted to be. the dealer is great and his motto is i want you to be happy whether its a purchase from me or elsewhere. I ended up with a 2014 jeep unlimited. it fit my needs better and the price was more comfortable for me. granted i kept my 04 colorado because a jeep just isnt a truck no matter what, but ultimately, like stated above, the price was the deal breaker and i am sure its the same way for most. In fact at that dealership they have early model 1500's going for what they have the colorados listed for. we are talking 4x4 crew cabs here. they may be LT's but a full size v8 pickup for the same price is hard to turn down...

    Share this comment


    Link to comment
    Share on other sites

    I guess it's about as hard to turn down as a well-equipped 335i M Sport for a stripper 528i. Or a Ford Fusion 2.0T Titanium for a Taurus SE. Wranglers drive like $h! compared to a Tacoma even, let alone a Colorado.

     

    I'll never understand people's obsession with getting a car that is larger at the expense of features and comfort just to avoid spending similar money on a 'lesser' model. 8 years in the car business, and it's one of the dumbest things I've ever seen, and it happens regularly.

    Edited by Frisky Dingo
    • Upvote 2

    Share this comment


    Link to comment
    Share on other sites

    I guess it's about as hard to turn down as a well-equipped 335i M Sport for a stripper 528i. Or a Ford Fusion 2.0T Titanium for a Taurus SE. Wranglers drive like $h! compared to a Tacoma even, let alone a Colorado.

     

    I'll never understand people's obsession with getting a car that is larger at the expense of features and comfort just to avoid spending similar money on a 'lesser' model. 8 years in the car business, and it's one of the dumbest things I've ever seen, and it happens regularly.

    Yup Frisky.

    Sometimes we are on the same page...other times...well...lets just say what Boris the Animal always says.

     

    Anyway+there+is+obviously+no+point+in+ar

    Share this comment


    Link to comment
    Share on other sites

    i test drove a new colorado, ive owned a previous gen 04 colorado since new, and between the 3 its the jeep for me. the steering and handling of the jeep and the new colorado are on par with each other to me, granted i didnt wail on the colorado like i have the jeep cause, you know, i didnt own it. comparing the 2014 unlimited to the 04 z71 colorado i have isnt even fair so i wont do that. im averaging 18-19 mpg's with the jeep which is close to the real world colorado mpg's.

     

    as far as the other point i am very much willing to sacrifice creature comforts for a more capable truck. higher torque, higher towing capacity and more room for the same price or less at the expense of say heated seats, touch screen nav, and bluetooth yadda yadda? yeah, i wont shed a tear cause to me i buy trucks to "truck". less to go wrong or fix down the road. I guess im just one of the old hold outs that truck is for work. now if you are talking cars and performance like the bmw analogy, then no you are right thats dumb, but at the end of the day the monthly payment a budget allows is usually what will dictate a purchase.

    Share this comment


    Link to comment
    Share on other sites

    i test drove a new colorado, ive owned a previous gen 04 colorado since new, and between the 3 its the jeep for me. the steering and handling of the jeep and the new colorado are on par with each other to me, granted i didnt wail on the colorado like i have the jeep cause, you know, i didnt own it. comparing the 2014 unlimited to the 04 z71 colorado i have isnt even fair so i wont do that. im averaging 18-19 mpg's with the jeep which is close to the real world colorado mpg's.

     

    as far as the other point i am very much willing to sacrifice creature comforts for a more capable truck. higher torque, higher towing capacity and more room for the same price or less at the expense of say heated seats, touch screen nav, and bluetooth yadda yadda? yeah, i wont shed a tear cause to me i buy trucks to "truck". less to go wrong or fix down the road. I guess im just one of the old hold outs that truck is for work. now if you are talking cars and performance like the bmw analogy, then no you are right thats dumb, but at the end of the day the monthly payment a budget allows is usually what will dictate a purchase.

     

    Fair enough, but my point is that most people have no use for the things a Silverado does better than a Colorado. It had more torque, but it's no quicker. It pulls more, but most people don't tow with their trucks. It's larger, but most people don't need the extra room. I just don't get the appeal of having more of the things you'll never use, but less of the things you will. To each their own, I suppose.

    Share this comment


    Link to comment
    Share on other sites

     

    i test drove a new colorado, ive owned a previous gen 04 colorado since new, and between the 3 its the jeep for me. the steering and handling of the jeep and the new colorado are on par with each other to me, granted i didnt wail on the colorado like i have the jeep cause, you know, i didnt own it. comparing the 2014 unlimited to the 04 z71 colorado i have isnt even fair so i wont do that. im averaging 18-19 mpg's with the jeep which is close to the real world colorado mpg's.

     

    as far as the other point i am very much willing to sacrifice creature comforts for a more capable truck. higher torque, higher towing capacity and more room for the same price or less at the expense of say heated seats, touch screen nav, and bluetooth yadda yadda? yeah, i wont shed a tear cause to me i buy trucks to "truck". less to go wrong or fix down the road. I guess im just one of the old hold outs that truck is for work. now if you are talking cars and performance like the bmw analogy, then no you are right thats dumb, but at the end of the day the monthly payment a budget allows is usually what will dictate a purchase.

     

    Fair enough, but my point is that most people have no use for the things a Silverado does better than a Colorado. It had more torque, but it's no quicker. It pulls more, but most people don't tow with their trucks. It's larger, but most people don't need the extra room. I just don't get the appeal of having more of the things you'll never use, but less of the things you will. To each their own, I suppose.

     

     

    you have a very valid point, i'll not argue that. it is dumb to forgo nicer amenities for the sake of having bigger if you arent going to take advantage of the trade off. i feel like a lot of times im one of the last bastions of seeing a truck for work instead of a second vehicle. i'd hate to pay premium money and tear something up. my ideal truck is still bench vinyl seat, vinyl floor, crew 4wd. heheh i guess thats why my '62 scout 80 and wrangler with power nothing and a 6sp appeal to me so much! trust me if i could have made it work within my budget that rain forest green metallic z71 crew cab colly would be hanging out in my garage for sure!  

    • Upvote 1

    Share this comment


    Link to comment
    Share on other sites


    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.




  • Similar Content

    • By William Maley
      I felt very mixed when I reviewed the Mitsubishi Outlander last year, There was a lot to like about the crossover, but the list of negatives pushed me towards recommending it if you could find one at a good price. How would I feel when I drove the Outlander PHEV? Spoiler: About the same.
      (Author's Note: If you're looking for thoughts on the interior, I will direct you to my Mitsubishi Outlander review from last year as the PHEV shares all of the positives and negatives from the standard model.)
      Not much is different from the standard Outlander I drove last year to the PHEV except for the various hybrid badging around the vehicle, and additional fuel filler door on the rear passenger-side fender housing the charging outlets. The hybrid system is comprised of 60kW electric motors mounted on each axle providing 80 horsepower. The motors draw their power from a 12 kWh lithium-ion battery. A 2.0L inline-four acts as the generator for the battery and can power the wheels in certain situations. Total output stands at 190 hp. The driver has three different drive modes for which the Outlander can operate. EV which makes the Outlander PHEV only run electric power; Battery Save which turns on the engine to power the wheels to save charge; and Battery Charge where the generator charges up the battery. Most of my week, I found myself using Battery Save and Charge when driving on the freeway. Around town, it was left in EV or automatic mode. When the Outlander PHEV is running on electric power only, it provides enough grunt to get out of the way of traffic when leaving a green light. But begin to climb in speed and you realize this isn’t a quick car. Despite the instantaneous torque, the Outlander PHEV does take its time getting up to speed. Some of this can be attributed to the curb weight of 4,222 lbs.  Not helping is when the engine comes on to charge/power the wheels. When the engine is put under a load, it sounds very harsh and under a lot of stress. EPA figures for the Outlander PHEV are 74 MPGe (electric and gas combined) and 25 MPG (gas only combined). My average for the week landed around 35 MPGe, which is well under the EPA figure. But I will cut it a fair amount of slack as it arrived during one of the coldest weeks Michigan experienced. For electric-only range, Mitsubishi claims 22 miles. I saw between 16-18 miles which isn’t bad considering the cold temps. On recharging, Mitsubishi says that the Outlander PHEV takes about 13 hours when plugged into 120V/8A outlet, or 8 hours for a 120V/12V outlet. In my testing with 120V charging, it took about 8 hours to fully charge a depleted battery. The Outlander PHEV feels at home on long stretches of road where it shows off one of its strongest attributes, a smooth ride. On some of the roughest roads in Metro Detroit, the Outlander glided over them like it was nothing. On a winding road, the Outlander PHEV feels slightly out of its depth partly due to very num steering. What is surprising is that the PHEV doesn’t have as much body roll as the standard model when put into a corner. I feel conflicted on the 2020 Outlander PHEV as on the surface, it is a pretty competent crossover with the ability to run on electric power only. But the gas engine needs a bit of NVH work and performance could be slightly better. Also, it has several issues that I talked about in the previous Outlander. The final nail is the price; $43,600 for the top-line GT seen here. Yes, it does qualify for a federal tax credit of almost $6,000 that drops the price to under $38,000. But that still a fair amount of money for what is an old crossover.  If you can find one at a decent price, around $35,000 or less, then I would say take a closer look at it. Otherwise, wait to see Ford and Toyota’s entrants into the PHEV crossover market.  
      Disclaimer: Mitsubishi Provided the Outlander PHEV, Insurance, and One Tank of Gas
      Year: 2020
      Make: Mitsubishi
      Model: Outlander PHEV
      Trim: GT
      Engine: 60kW Electric Motors (Front and Rear Axles), 2.0L MIVEC DOHC 16-Valve Four-Cylinder
      Driveline: Single Speed Reduction Gearbox (Front & Rear), All-Wheel Drive
      Horsepower @ RPM: 80 @ 0 (Electric), 117 @ 4,500 (Gas),  190 (Total)
      Torque @ RPM: 101 @ 0 (Front Electric Motor), 144 @ 0 (Rear Electric Motor), 137 @ 4,500 (Gas)
      Fuel Economy: MPGe/Gasoline Combined - 74/25
      Curb Weight: 4,222 lbs
      Location of Manufacture: Okazaki, Japan
      Base Price: $41,495
      As Tested Price: $43,600 (Includes $1,095.00 Destination Charge)
      Options:
      GT Premium Interior Package - $400.00
      Pearl White Paint - $395.00
      Carpeted Floor Mats and Portfolio - $145.00
      Charging Cable Storage Bag - $70.00

      View full article
    • By William Maley
      I felt very mixed when I reviewed the Mitsubishi Outlander last year, There was a lot to like about the crossover, but the list of negatives pushed me towards recommending it if you could find one at a good price. How would I feel when I drove the Outlander PHEV? Spoiler: About the same.
      (Author's Note: If you're looking for thoughts on the interior, I will direct you to my Mitsubishi Outlander review from last year as the PHEV shares all of the positives and negatives from the standard model.)
      Not much is different from the standard Outlander I drove last year to the PHEV except for the various hybrid badging around the vehicle, and additional fuel filler door on the rear passenger-side fender housing the charging outlets. The hybrid system is comprised of 60kW electric motors mounted on each axle providing 80 horsepower. The motors draw their power from a 12 kWh lithium-ion battery. A 2.0L inline-four acts as the generator for the battery and can power the wheels in certain situations. Total output stands at 190 hp. The driver has three different drive modes for which the Outlander can operate. EV which makes the Outlander PHEV only run electric power; Battery Save which turns on the engine to power the wheels to save charge; and Battery Charge where the generator charges up the battery. Most of my week, I found myself using Battery Save and Charge when driving on the freeway. Around town, it was left in EV or automatic mode. When the Outlander PHEV is running on electric power only, it provides enough grunt to get out of the way of traffic when leaving a green light. But begin to climb in speed and you realize this isn’t a quick car. Despite the instantaneous torque, the Outlander PHEV does take its time getting up to speed. Some of this can be attributed to the curb weight of 4,222 lbs.  Not helping is when the engine comes on to charge/power the wheels. When the engine is put under a load, it sounds very harsh and under a lot of stress. EPA figures for the Outlander PHEV are 74 MPGe (electric and gas combined) and 25 MPG (gas only combined). My average for the week landed around 35 MPGe, which is well under the EPA figure. But I will cut it a fair amount of slack as it arrived during one of the coldest weeks Michigan experienced. For electric-only range, Mitsubishi claims 22 miles. I saw between 16-18 miles which isn’t bad considering the cold temps. On recharging, Mitsubishi says that the Outlander PHEV takes about 13 hours when plugged into 120V/8A outlet, or 8 hours for a 120V/12V outlet. In my testing with 120V charging, it took about 8 hours to fully charge a depleted battery. The Outlander PHEV feels at home on long stretches of road where it shows off one of its strongest attributes, a smooth ride. On some of the roughest roads in Metro Detroit, the Outlander glided over them like it was nothing. On a winding road, the Outlander PHEV feels slightly out of its depth partly due to very num steering. What is surprising is that the PHEV doesn’t have as much body roll as the standard model when put into a corner. I feel conflicted on the 2020 Outlander PHEV as on the surface, it is a pretty competent crossover with the ability to run on electric power only. But the gas engine needs a bit of NVH work and performance could be slightly better. Also, it has several issues that I talked about in the previous Outlander. The final nail is the price; $43,600 for the top-line GT seen here. Yes, it does qualify for a federal tax credit of almost $6,000 that drops the price to under $38,000. But that still a fair amount of money for what is an old crossover.  If you can find one at a decent price, around $35,000 or less, then I would say take a closer look at it. Otherwise, wait to see Ford and Toyota’s entrants into the PHEV crossover market.  
      Disclaimer: Mitsubishi Provided the Outlander PHEV, Insurance, and One Tank of Gas
      Year: 2020
      Make: Mitsubishi
      Model: Outlander PHEV
      Trim: GT
      Engine: 60kW Electric Motors (Front and Rear Axles), 2.0L MIVEC DOHC 16-Valve Four-Cylinder
      Driveline: Single Speed Reduction Gearbox (Front & Rear), All-Wheel Drive
      Horsepower @ RPM: 80 @ 0 (Electric), 117 @ 4,500 (Gas),  190 (Total)
      Torque @ RPM: 101 @ 0 (Front Electric Motor), 144 @ 0 (Rear Electric Motor), 137 @ 4,500 (Gas)
      Fuel Economy: MPGe/Gasoline Combined - 74/25
      Curb Weight: 4,222 lbs
      Location of Manufacture: Okazaki, Japan
      Base Price: $41,495
      As Tested Price: $43,600 (Includes $1,095.00 Destination Charge)
      Options:
      GT Premium Interior Package - $400.00
      Pearl White Paint - $395.00
      Carpeted Floor Mats and Portfolio - $145.00
      Charging Cable Storage Bag - $70.00
    • By William Maley
      Nearly two years ago, I drove the then all-new Hyundai Kona crossover at a press event. It was a unique looking vehicle that was entering the growing subcompact crossover class. Out of the three Hyundai vehicles I drove, the Kona impressed me most with its performance and value for money. But if there is something I have learned over eight years with reviewing vehicles, is that I can’t take first impressions as final. It has been a long wait, but I finally got my hands on a 2020 Kona Ultimate AWD. Let’s see if my first impression can still hold up.
      The Outer Limits (of Exterior Design)
      You may be forgiven for thinking that the Kona has just arrived in a UFO from Planet Nine due to its shape. But Hyundai knew they needed to make a splash in what is becoming a very competitive class. Designers took some influence from the Jeep Cherokee with a rounded front end and the front lights being separated into daytime lights and headlights. Another design trait is the slit that sits between the grille and hood cutline. Finishing off the look is body cladding running along the lower edge and a bright green paint color only available on the turbo engine models. It may seem like an odd mashup of ideas, but it works surprisingly well.
      A Conventional Interior
      Some will be disappointed that Hyundai didn’t continue the wacky design for the Kona’s interior. But having an interior that is user friendly will always pull ahead of interesting design. That isn’t to say Hyundai hasn’t added some special touches such as vent surrounds and seat stitching matching the exterior color. Hard plastics are used throughout, but they don’t feel hollow or cheap when you run your hand across.
      There is a fair amount of space for those sitting upfront. Comfort is ok for short trips, but I found myself wanting more thigh support on longer trips. In the back, there is a large amount of headroom for most passengers. Legroom is a different story as tall people will find their knees pressed against the front seats. Cargo space is another area where the Kona is lacking. With the rear seats up, the Kona’s cargo area measures 19.2 cubic feet - about 0.1 cubic feet more than the Toyota C-HR. Fold them down and space increases to 45.8. This trails the likes of the Chevrolet Trax, Nissan Kicks, and Honda HR-V.
      The One To Still Be Beaten (Infotainment-wise)
      The Kona Ultimate comes equipped with an eight-inch touchscreen featuring Hyundai’s infotainment system. This system has consistently been one of my favorites as Hyundai nails the basics - simple interface, blazing-fast performance, and having features such as Apple CarPlay and Android Auto. My only complaint is that the design is starting to look dated when compared to other automakers and their updated infotainment. 
      Turbo Power!
      Two powertrains are available in the Kona. SE, SEL, and SEL Plus use the 2.0L four-cylinder offering 147 horsepower and 132 pound-feet of torque. It’s paired with a six-speed automatic. Limited and Ultimate come with the turbocharged 1.6L four producing 175 horsepower and 195 pound-feet. This is paired with a seven-speed dual-clutch transmission. Front or all-wheel drive is available for either engine.
      Zippy is the word to describe the performance of the turbo engine. The Kona easily accelerates away from a stop and has no issue with passing a slower vehicle. The dual-clutch transmission seems to stumble when leaving a stop, but does get itself together at higher speeds. I also found the transmission is slow to react when your floor the throttle, taking a few milliseconds to downshift.
      EPA fuel economy figures for the 1.6T with AWD are 26 City/29 Highway/27 Combined. My average for the week landed around 26.7 mpg, mostly due to cold weather during the week I had the Kona.
      Woah, This Crossover Handles
      If you wanted a subcompact crossover that handled decently, your choices were either the Mazda CX-3 or Toyota C-HR. The Kona enters the ring as the third choice, and possibly the best. On the backroads, the Kona feels quite agile and has almost no body roll. If I was to nitpick, the steering doesn’t have as much feel as you’ll find in the CX-3. But it feels noticeably better than the C-HR. Ride quality is impressive with most bumps being isolated from passengers sitting inside. Not too much wind and road noise come inside.
      Possibly the Best Subcompact Crossover At the Moment
      Hyundai has a very compelling package in the Kona. There is an excellent performance from the turbocharged engine, impressive driving dynamics, easy to use infotainment system, and a long list of standard equipment. There are some drawbacks with the small cargo area and rear legroom topping the list. If you need the space, a Honda HR-V would be my first pick. The dual-clutch transmission still needs a bit more work to iron out the hesitation issues I experienced. 
      That first impression I had still stands and moves the Kona not only being the best in the class at the moment, but also onto a very rarefied list; a vehicle I would considering buying.
      How I Would Configure A Kona: The only reason I see buying the Ultimate is for the adaptive cruise control as most of the other safety equipment such as blind spot monitoring, parking sensors, and forward collision avoidance are available on other models. So if I wanted the Turbo engine, then I would step down to the Limited at $26,100. For those who think that is a tad expensive still should consider the SEL Plus as it comes very well equipped for $23,950. You do sacrifice the turbo engine for the 2.0L four-cylinder which is fine if your planning to drive mostly around town. Add an additional $1,400 for all-wheel drive.
      Disclaimer: Hyundai Provided the Kona, Insurance, and One Tank of Gas
      Year: 2020
      Make: Hyundai
      Model: Kona
      Trim: Ultimate
      Engine: 1.6L Turbocharged DOHC 16-Valve GDI Four-Cylinder
      Driveline: Seven-Speed Dual-Clutch, All-Wheel Drive
      Horsepower @ RPM: 175 @ 5,500
      Torque @ RPM: 195 @ 1,500 - 4,500
      Fuel Economy: City/Highway/Combined - 26/29/27
      Curb Weight: 3,276 lbs
      Location of Manufacture: Ulsan, South Korea
      Base Price: $29,150
      As Tested Price: $ 30,380 (Includes $1,095.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $135.00

      View full article
    • By William Maley
      Nearly two years ago, I drove the then all-new Hyundai Kona crossover at a press event. It was a unique looking vehicle that was entering the growing subcompact crossover class. Out of the three Hyundai vehicles I drove, the Kona impressed me most with its performance and value for money. But if there is something I have learned over eight years with reviewing vehicles, is that I can’t take first impressions as final. It has been a long wait, but I finally got my hands on a 2020 Kona Ultimate AWD. Let’s see if my first impression can still hold up.
      The Outer Limits (of Exterior Design)
      You may be forgiven for thinking that the Kona has just arrived in a UFO from Planet Nine due to its shape. But Hyundai knew they needed to make a splash in what is becoming a very competitive class. Designers took some influence from the Jeep Cherokee with a rounded front end and the front lights being separated into daytime lights and headlights. Another design trait is the slit that sits between the grille and hood cutline. Finishing off the look is body cladding running along the lower edge and a bright green paint color only available on the turbo engine models. It may seem like an odd mashup of ideas, but it works surprisingly well.
      A Conventional Interior
      Some will be disappointed that Hyundai didn’t continue the wacky design for the Kona’s interior. But having an interior that is user friendly will always pull ahead of interesting design. That isn’t to say Hyundai hasn’t added some special touches such as vent surrounds and seat stitching matching the exterior color. Hard plastics are used throughout, but they don’t feel hollow or cheap when you run your hand across.
      There is a fair amount of space for those sitting upfront. Comfort is ok for short trips, but I found myself wanting more thigh support on longer trips. In the back, there is a large amount of headroom for most passengers. Legroom is a different story as tall people will find their knees pressed against the front seats. Cargo space is another area where the Kona is lacking. With the rear seats up, the Kona’s cargo area measures 19.2 cubic feet - about 0.1 cubic feet more than the Toyota C-HR. Fold them down and space increases to 45.8. This trails the likes of the Chevrolet Trax, Nissan Kicks, and Honda HR-V.
      The One To Still Be Beaten (Infotainment-wise)
      The Kona Ultimate comes equipped with an eight-inch touchscreen featuring Hyundai’s infotainment system. This system has consistently been one of my favorites as Hyundai nails the basics - simple interface, blazing-fast performance, and having features such as Apple CarPlay and Android Auto. My only complaint is that the design is starting to look dated when compared to other automakers and their updated infotainment. 
      Turbo Power!
      Two powertrains are available in the Kona. SE, SEL, and SEL Plus use the 2.0L four-cylinder offering 147 horsepower and 132 pound-feet of torque. It’s paired with a six-speed automatic. Limited and Ultimate come with the turbocharged 1.6L four producing 175 horsepower and 195 pound-feet. This is paired with a seven-speed dual-clutch transmission. Front or all-wheel drive is available for either engine.
      Zippy is the word to describe the performance of the turbo engine. The Kona easily accelerates away from a stop and has no issue with passing a slower vehicle. The dual-clutch transmission seems to stumble when leaving a stop, but does get itself together at higher speeds. I also found the transmission is slow to react when your floor the throttle, taking a few milliseconds to downshift.
      EPA fuel economy figures for the 1.6T with AWD are 26 City/29 Highway/27 Combined. My average for the week landed around 26.7 mpg, mostly due to cold weather during the week I had the Kona.
      Woah, This Crossover Handles
      If you wanted a subcompact crossover that handled decently, your choices were either the Mazda CX-3 or Toyota C-HR. The Kona enters the ring as the third choice, and possibly the best. On the backroads, the Kona feels quite agile and has almost no body roll. If I was to nitpick, the steering doesn’t have as much feel as you’ll find in the CX-3. But it feels noticeably better than the C-HR. Ride quality is impressive with most bumps being isolated from passengers sitting inside. Not too much wind and road noise come inside.
      Possibly the Best Subcompact Crossover At the Moment
      Hyundai has a very compelling package in the Kona. There is an excellent performance from the turbocharged engine, impressive driving dynamics, easy to use infotainment system, and a long list of standard equipment. There are some drawbacks with the small cargo area and rear legroom topping the list. If you need the space, a Honda HR-V would be my first pick. The dual-clutch transmission still needs a bit more work to iron out the hesitation issues I experienced. 
      That first impression I had still stands and moves the Kona not only being the best in the class at the moment, but also onto a very rarefied list; a vehicle I would considering buying.
      How I Would Configure A Kona: The only reason I see buying the Ultimate is for the adaptive cruise control as most of the other safety equipment such as blind spot monitoring, parking sensors, and forward collision avoidance are available on other models. So if I wanted the Turbo engine, then I would step down to the Limited at $26,100. For those who think that is a tad expensive still should consider the SEL Plus as it comes very well equipped for $23,950. You do sacrifice the turbo engine for the 2.0L four-cylinder which is fine if your planning to drive mostly around town. Add an additional $1,400 for all-wheel drive.
      Disclaimer: Hyundai Provided the Kona, Insurance, and One Tank of Gas
      Year: 2020
      Make: Hyundai
      Model: Kona
      Trim: Ultimate
      Engine: 1.6L Turbocharged DOHC 16-Valve GDI Four-Cylinder
      Driveline: Seven-Speed Dual-Clutch, All-Wheel Drive
      Horsepower @ RPM: 175 @ 5,500
      Torque @ RPM: 195 @ 1,500 - 4,500
      Fuel Economy: City/Highway/Combined - 26/29/27
      Curb Weight: 3,276 lbs
      Location of Manufacture: Ulsan, South Korea
      Base Price: $29,150
      As Tested Price: $ 30,380 (Includes $1,095.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $135.00
    • By William Maley
      For the past decade, Acura has felt lost at sea. Not sure of what it wanted to be as a brand. This was shown by mixed messaging in their lineup as they weren’t sure to focus on luxury, technology, or sport. This muddled mess of identities would cause a fair amount of issues. But in the past couple of years, Acura started to get its act together thanks in part to new leadership. The first fruits of their efforts came last year in the form of the third-generation RDX. 
      It has been over two years since I last drove an Acura, so when the opportunity for an RDX A-Spec landed on my desk, I took it with both hands. It was time to see what Acura has been up to and if they’re taking a step in the right direction. 
      You Want Presence? You Got It!
      The RDX is the first production model to feature Acura’s newest design language and its no shrinking violet. The front end draws your attention with a large trapezoidal grille paired with a massive Acura emblem. Sitting on either side is Acura’s Jewel-Eye LED headlights that add a distinctive touch. My A-Spec tester takes it further with distinctive front and rear bumpers, 20-inch alloy wheels finished in black, and a special Apex Blue Pearl color that is only available on this trim. This crossover garnered a lot of looks during the week I had, something I hadn’t experience in quite some time.
      Cozy, Polarizing Interior
      The RDX’s interior captures the feeling of being in a sports car with a symmetrical dashboard design that cocoons the front passengers. A rotary drive-mode selector found in the center stack echos the design found in the NSX supercar. While it does emphasize the sporty nature of the vehicle, the position of the knob does make the climate controls a bit hard to reach. A-Spec models have some special touches such as red contrast stitching, a suede panel on the passenger side of the dashboard, and new trim for the instrument cluster that help it stand out. Material and build quality are quite close to some competitors from Germany.
      A set of sport seats with increased bolstering and power adjustments come standard on the A-Spec. I found them to be quite comfortable for any trip length and were able to hold me if I decided to be a bit enthusiastic. Back seat passengers will be plenty comfortable with an abundance of head and legroom. I would have like to see the back seat be able to slide forward and back to offer more comfort. Cargo space is towards the top of the class with 29.5 cubic feet with the rear seats up and 58.9 when folded. There’s also a little storage nook under the cargo floor to stash valuables.
      Intuitive Infotainment?
      Acura’s previous infotainment system drew a lot of ire from people. The dual-screen layout was confusing as some functions were split between the two screens such as changing the audio input. Not helping was the two different control methods for this setup; touchscreen for the bottom portion and a controller for the top screen. Thankfully, Acura has introduced a new infotainment system for the RDX. A large 10.2-inch screen sits on top of the dash and is controlled by a touchpad on the center console. Seeing the touchpad for the first time sent chills down my spine as I thought back to my frustrating experiences with Lexus’ Touchpad Controller. But Acura says this controller is much easier and logical to use than competitors. Okay, challenge accepted.
      Acura’s touchpad controller is slightly different from Lexus’ setup as it is mapped to the screen. So if you want to access the navigation, you tap that part of the pad that corresponds to the screen. This removes the dragging of the finger across the touchpad to get it to the selection you want. This seems quite logical on paper, but I found to be somewhat frustrating. It took me a few days to mind-meld with the system as I was still used to dragging my finger across the touchpad to select various functions. This made simple tasks such as changing presets or moving around in Apple CarPlay very tough.
      There is also a smaller touchpad that controls a small section of the screen. This allows you to scroll through three menus - audio, navigation, and clock. This would prove to be the most frustrating aspect of this system as it didn’t always recognize whenever I scroll down on the touchpad to move to another screen.
      Thankfully, Acura has left a number of physical controls for the audio and climate systems. I’m glad that some luxury automakers aren’t falling into the trap.
      Powertrain Goes Back To Its Roots
      The RDX has always found itself with a different powertrain throughout its various generations. The first version used a turbo-four engine, while the second-generation moved to a V6. For the third-generation, Acura went back to the RDX’s roots and settled on another turbo-four engine. The 2.0L engine punches out 272 horsepower and 280 pound-feet of torque. This is paired with a 10-speed automatic and either front or my tester’s Super-Handling all-wheel drive system.
      The turbo-four is quite a potent engine with little turbo lag when leaving a stop and a seemingly endless amount of power for any situation. The ten-speed automatic is very smooth and quick when upshifting. But it does stumble somewhat when you need a quick shot of speed. 
      I did notice that the 2.0L turbo isn’t a quiet engine when traveling on the expressway, going above 2,000 rpm when traveling at 70 mph. This may explain the slightly disappointing 21.7 mpg average I got during the week. EPA fuel economy figures for the A-Spec SH-AWD are 21 City/26 Highway/23 Combined. The standard RDX models see a small bump in their EPA fuel economy figures.
      Capable Driver
      Acura is no stranger to building a crossover that is good to drive, the larger MDX crossover is a prime example. But the RDX A-Spec takes that a step further. This version gets a slightly stiffer suspension setup which negates a fair amount of body roll on a winding road. The steering firms up nicely when pushed through corners. When going through the daily grind, the RDX A-Spec will let in a few more bumps and road imperfections due to its suspension tuning. Road and wind noise are kept to very minimal levels.
      Welcome Back Acura
      The 2020 RDX shows that Acura is starting to figure out what it wants to be; a brand that offers something playful in the class. The RDX certainly has the qualities with a bold exterior, punchy turbo-four, and a surprising chassis that offers sporty handling and a mostly-comfortable ride. The slightly-confounding infotainment system and poor fuel economy figures do sour it a bit. But the RDX is a very compelling alternative to many compact luxury crossovers.
      It does give me hope that Acura is figuring out who it wants to be and excited to see what comes down the road such as the new TLX.
      How I Would Configure An RDX: For me, I would basically take the exact RDX tester seen here. That will set me back $47,195 after adding destination and $400.00 paint option. Everyone else should look at the Technology package that will get you most of the safety equipment that is part of Acurawatch, along with a 12-speaker ELS audio system, navigation, and parking sensors. It will not break the bank at $41,000 for FWD or $43,000 for AWD.
      Disclaimer: Acura Provided the RDX, Insurance, and One Tank of Gas
      Year: 2020
      Make: Acura
      Model: RDX
      Trim: A-Spec
      Engine: Turbocharged 2.0L DOHC 16-Valve VTEC Four-Cylinder
      Driveline: 10-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 272 @ 6,500
      Torque @ RPM: 280 @ 1,600 - 4,500
      Fuel Economy: City/Highway/Combined - 21/26/23
      Curb Weight: 4,015 lbs
      Location of Manufacture: East Liberty, Ohio
      Base Price: $45,800
      As Tested Price: $47,195 (Includes $995.00 Destination Charge)
      Options:
      Premium Exterior Color - $400.00

      View full article
  • Posts

    • I felt very mixed when I reviewed the Mitsubishi Outlander last year, There was a lot to like about the crossover, but the list of negatives pushed me towards recommending it if you could find one at a good price. How would I feel when I drove the Outlander PHEV? Spoiler: About the same. (Author's Note: If you're looking for thoughts on the interior, I will direct you to my Mitsubishi Outlander review from last year as the PHEV shares all of the positives and negatives from the standard model.) Not much is different from the standard Outlander I drove last year to the PHEV except for the various hybrid badging around the vehicle, and additional fuel filler door on the rear passenger-side fender housing the charging outlets. The hybrid system is comprised of 60kW electric motors mounted on each axle providing 80 horsepower. The motors draw their power from a 12 kWh lithium-ion battery. A 2.0L inline-four acts as the generator for the battery and can power the wheels in certain situations. Total output stands at 190 hp. The driver has three different drive modes for which the Outlander can operate. EV which makes the Outlander PHEV only run electric power; Battery Save which turns on the engine to power the wheels to save charge; and Battery Charge where the generator charges up the battery. Most of my week, I found myself using Battery Save and Charge when driving on the freeway. Around town, it was left in EV or automatic mode. When the Outlander PHEV is running on electric power only, it provides enough grunt to get out of the way of traffic when leaving a green light. But begin to climb in speed and you realize this isn’t a quick car. Despite the instantaneous torque, the Outlander PHEV does take its time getting up to speed. Some of this can be attributed to the curb weight of 4,222 lbs.  Not helping is when the engine comes on to charge/power the wheels. When the engine is put under a load, it sounds very harsh and under a lot of stress. EPA figures for the Outlander PHEV are 74 MPGe (electric and gas combined) and 25 MPG (gas only combined). My average for the week landed around 35 MPGe, which is well under the EPA figure. But I will cut it a fair amount of slack as it arrived during one of the coldest weeks Michigan experienced. For electric-only range, Mitsubishi claims 22 miles. I saw between 16-18 miles which isn’t bad considering the cold temps. On recharging, Mitsubishi says that the Outlander PHEV takes about 13 hours when plugged into 120V/8A outlet, or 8 hours for a 120V/12V outlet. In my testing with 120V charging, it took about 8 hours to fully charge a depleted battery. The Outlander PHEV feels at home on long stretches of road where it shows off one of its strongest attributes, a smooth ride. On some of the roughest roads in Metro Detroit, the Outlander glided over them like it was nothing. On a winding road, the Outlander PHEV feels slightly out of its depth partly due to very num steering. What is surprising is that the PHEV doesn’t have as much body roll as the standard model when put into a corner. I feel conflicted on the 2020 Outlander PHEV as on the surface, it is a pretty competent crossover with the ability to run on electric power only. But the gas engine needs a bit of NVH work and performance could be slightly better. Also, it has several issues that I talked about in the previous Outlander. The final nail is the price; $43,600 for the top-line GT seen here. Yes, it does qualify for a federal tax credit of almost $6,000 that drops the price to under $38,000. But that still a fair amount of money for what is an old crossover.  If you can find one at a decent price, around $35,000 or less, then I would say take a closer look at it. Otherwise, wait to see Ford and Toyota’s entrants into the PHEV crossover market.   Disclaimer: Mitsubishi Provided the Outlander PHEV, Insurance, and One Tank of Gas Year: 2020 Make: Mitsubishi Model: Outlander PHEV Trim: GT Engine: 60kW Electric Motors (Front and Rear Axles), 2.0L MIVEC DOHC 16-Valve Four-Cylinder Driveline: Single Speed Reduction Gearbox (Front & Rear), All-Wheel Drive Horsepower @ RPM: 80 @ 0 (Electric), 117 @ 4,500 (Gas),  190 (Total) Torque @ RPM: 101 @ 0 (Front Electric Motor), 144 @ 0 (Rear Electric Motor), 137 @ 4,500 (Gas) Fuel Economy: MPGe/Gasoline Combined - 74/25 Curb Weight: 4,222 lbs Location of Manufacture: Okazaki, Japan Base Price: $41,495 As Tested Price: $43,600 (Includes $1,095.00 Destination Charge) Options: GT Premium Interior Package - $400.00 Pearl White Paint - $395.00 Carpeted Floor Mats and Portfolio - $145.00 Charging Cable Storage Bag - $70.00 View full article
    • Instead, GM NA gave us the Celebrity Eurosport...which was neither Euro nor Sport.  
    • Small block Chevy.   That should be a very familiar abbreviation around here...
    • Basically, If GM was as poorly run as it was and it was the size of Chrysler or AMC in 1970, GM would have gone bust by 1980.  Bad Management has ruined more companies and lives than anything in American capitalism.  Just look at all the companies that have gone bankrupt in the last 15 years: all of them made major errors in management and everyone else paid for it, regardless of industry.
  • Social Stream

  • Today's Birthdays

    1. Ethan
      Ethan
      (30 years old)
    2. GEESIXER
      GEESIXER
      (36 years old)
    3. leviharper1
      leviharper1
      (33 years old)
    4. orlandpark9090
      orlandpark9090
      (31 years old)
    5. PositiveAboutGM
      PositiveAboutGM
      (53 years old)
  • Who's Online (See full list)

  • My Clubs

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...