Jump to content
Sign in to follow this  
William Maley

Review: 2016 Toyota RAV4 SE vs. 2017 Kia Sportage SX

Recommended Posts

Crossovers are big business and this is nowhere more apparent than in the compact realm. Automakers are either introducing new or redesigned models to make their mark and try to a take a nice slice of the growing demand by consumers. Recently, we spent some time with the redesigned 2017 Kia Sportage SX and refreshed Toyota RAV4 SE to see how they would stack up.

Exterior:

Toyota did a refresh to the RAV4’s exterior for 2016 to make it look a bit sleeker. A lot of the changes are up front with a new inset grille similar to the Corolla and reshaped headlights. The back features new taillights. The big news for 2016 is the introduction of the SE trim. This brings a unique bumper and lower grille; LED headlights and taillights, and a set of 18-inch wheels. Finished in a bright blue, I had to admit Toyota has done a pretty decent job with the refresh.

Meanwhile, Kia’s redesign of the Sportage is well, um, polarizing. The front end is where the Sportage’s design will make you love or hate it. A large version of Kia’s ’tiger nose’ is flanked by headlights that protrude upward. Personally, I really don’t like the front and it spoils the rest of the Sportage’s design. The rear comes with a new tailgate design, taillights that extend into the rear fenders, and a set of dual exhaust tips. Our SX tester also featured 19-inch alloy wheels and bi-xenon headlights.
 
Interior:

One of the biggest issues I had with the previous-generation Kia Sportage was the materials used. There were a lot of hard and cheap plastics throughout and it made the work Kia had done for the exterior all for naught. Thankfully, Kia has learned its lesson and has improved the materials. Most of the dash and door panels feature soft-touch plastics. There are still some hard plastics, but in areas where it makes sense such as panels near the floor. A new design for the center stack is angled towards the driver and features large buttons for the climate control and infotainment system.

Seats in our SX tester came wrapped in leather and provided the right amount of support and comfort for a long drive. Those sitting in the back will have nothing to complain about in terms of head and legroom. Even those who are slightly above 6-feet will find more than enough headroom. The Sportage does falter when it comes to cargo space. With 30.7 cubic feet of space behind the rear seats, the Sportage trails competitors by a few cubic feet. It only gets worse when you fold the rear seats and you’re provided 60.1 cubic feet, again trailing competitors.

Toyota hasn’t changed the RAV4’s interior in terms of design which may disappoint some. It still has a very utilitarian look compared to many of its competitors. But Toyota has changed various trim pieces and removed the awful faux carbon-fiber inlays on the dash. The look is more coherent. Material quality has also seen an improvement with more soft-touch materials and thicker hard plastics.

The SE comes with Toyota’s faux leather (Softex) as standard along with power adjustments for the driver. The RAV4’s front seats aren’t quite as comfortable as the Sportage’s due to the lack of thigh support. On a long drive, I found my leg was beginning to fall asleep. The backseat is quite spacious with a large amount of head and legroom. The low placement of the seat may bug some folks. Cargo space is towards the top of the class with 38.4 cubic feet the rear seats up and 73.3 cubic feet with them folded.

Infotainment:

All RAV4 trims get Toyota’s Entune infotainment system as standard. Our SE tester featured the larger 7-inch system through an option package that also brought forth a JBL audio system. Entune’s interface may look somewhat dated and the screen could be a bit brighter, but Toyota has nailed ease of use and performance with this system. Large touch points, simple layout, and redundant buttons around the screen make Entune a breeze to use. Disappointingly, Entune doesn’t offer Apple CarPlay or Android Auto.

Kia’s UVO infotainment system leaves Entune in the dust. The Sportage SX comes with an 8-inch touchscreen system with navigation as standard equipment. Like Entune, UVO offers a simple interface with quick performance. However, the Sportage offers a more vibrant screen and comes with Apple CarPlay and Android Auto compatibility. Using CarPlay with the Sportage was very easy as the system was able to recognize my iPhone and bring up the CarPlay interface within seconds. We didn’t experience any issues of slowdown or apps crashing like in other models we have tested.

Power:

There are two engines on offer for the 2017 Kia Sportage. The LX and EX models feature a 2.4L four-cylinder with 181 horsepower and 174 pound-feet of torque. The SX comes with a turbocharged 2.0L four-cylinder with 240 horsepower and 260 pound-feet of torque. Both engines come paired with a six-speed automatic and the choice of front or all-wheel drive. The power figures may make you believe the Sportage will fly, but this isn’t true. The engine takes a few moments to wake up when leaving a stop due to a hint of turbo lag and a lazy throttle - something we have been noticing in recent Hyundai and Kia turbo models. The engine also doesn’t feel as powerful as you might think due to an increase in overall curb weight. At least the six-speed automatic is excellent, delivering smart and quick shifts

Toyota also offers two engines for the RAV4. A 2.5L four-cylinder comes standard and a hybrid powertrain is optional on the XLE and Limited models. The 2.5 produces 176 horsepower and 172 pound-feet of torque. Like the Sportage, the RAV4 features a six-speed automatic and either front or all-wheel drive. For most drivers, the 2.5 does an adequate job of moving the vehicle at a reasonable clip. It does feel slightly slower than other compact crossovers thanks in part to the torque arriving at a high 4,100 rpm. The transmission provides smooth shifts when driven normally. But when you need to make a pass, it does take its sweet time to downshift.

Fuel Economy:

The RAV4 AWD is rated by the EPA at 22 City/29 Highway/25 Combined. These numbers put the RAV4 in the middle of the pack the compact crossover class. Our average for the week landed around 24 mpg in mixed driving

The Kia Sorento equipped with the turbo and front-wheel drive is towards the bottom with EPA figures of 21 City/26 Highway/23 Combined. We could only get 21 mpg during our week of mixed driving. Add all-wheel drive and numbers drop even further to 20/23/21.

Ride & Handling:

We had a number of complaints with the last-generation Sportage’s suspension and steering tuning. The ride was too stiff and the suspension would transmit most bumps into the cabin. The steering felt disconnected and very light. Kia has addressed these complaints in the 2017 and it has made the Sportage more well-rounded. Most bumps are now absorbed by the suspension, making for a more comfortable ride. Some bumps do make their way inside, but that is more of a case of the 19-inch wheels fitted to the SX. Road and wind noise are kept to very acceptable levels. Handling is still one of the strongest parts of the Sorento. There is little body roll when cornering. The steering feels heavy and directly connected to the road. 

The SE trim is new for the 2016 RAV4 and it features a retuned suspension that is said to make the model fun to drive. Sadly, the changes made to the RAV4’s suspension doesn’t make a dent in improving the overall handling. Yes, the changes do reduce body motion when cornering. But the steering still feels somewhat rubbery and the set of Bridgestone Ecopia low-rolling resistance tires will make you think twice about pushing the RAV4 in a corner. What the SE does well is giving the RAV4 a harsh ride. Compared to the last RAV4 we drove back in 2014, the SE let more bumps and imperfections inside the cabin. The RAV4 also could use a bit more time in finishing school as there is a fair amount of road and wind noise coming inside.

Pricing & Value:

Out of the two models, the 2017 Kia Sportage SX is possibly the better value. With an as-tested price of $33,395, the Sportage SX comes very well equipped with an 8-inch color touchscreen, navigation, Harman/Kardon audio system, heated and ventilated front seats, panoramic sunroof, blind spot monitoring with rear cross traffic alert, and autonomous emergency braking. This, by the way, is all standard. There are no options available on the SX.

The RAV4 SE is cheaper than the Sportage SX in terms of base price ($30,665 vs. $32,500). But it does feature a higher as-tested price of $34,595. This is due to our tester featuring the $3,030 Advanced Technology Package that adds the 7-inch screen with navigation, the JBL audio system, parking sensors, and the Toyota Safety Sense Package (adds Pre-Collision system with pedestrian detection, steering assist, radar cruise control, and automatic high beams).

Final Thoughts:

This was a tough decision to make since for every positive point both models have, there are two negatives to go with them. Out of these two, the 2017 Kia Sportage narrowly takes the win here. The styling will divide folks and turbo engine isn’t worth the extra cost in terms of performance and fuel economy. But Kia has fixed a number of issues with previous Sportage such as poor interior materials and overall ride quality. It doesn’t hurt the Kia is the slightly better value, although we would go with the EX and the regular four-cylinder.

If the RAV4 was the XLE or Limited, it might have taken the win as it would have provided a smoother ride and cost a fair amount less. But the SE comprises a decent crossover with a harsher ride and negating the improvements in handling with a set of eco tires. Still, the RAV4 does offer more cargo space and some safety features not seen on the Sportage.

Both of these crossovers are in the middle of the road, but the Sportage is closer to reaching the top.

Disclaimer: Kia and Toyota Provided the vehicles, Insurance, and One Tank of Gas

2016 Toyota RAV4 SE
Cheers: Cargo Space, Improved Interior, Interesting design
Jeers: Engine could use some more oomph, SE trim compromises ride, Expensive

Year: 2016
Make: Toyota
Model: RAV4
Trim: SE
Engine: 2.5L DOHC Dual VVT-i Four-Cylinder
Driveline: Six-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 176 @ 6,000
Torque @ RPM: 172 @ 4,100
Fuel Economy: City/Highway/Combined - 22/29/25
Curb Weight: 3,630 lbs
Location of Manufacture: Woodstock, Ontario
Base Price: $30,665
As Tested Price: $34,595 (Includes $900.00 Destination Charge)

Options:
Advanced Technology Package - $3,030.00

2017 Kia Sportage SX
Cheers: Better ride quality, Noticeable interior improvements, Value
Jeers: Turbo engine isn't worth the extra cost, Exterior design may turn some people off, Fuel Economy

Year: 2017
Make: Kia
Model: Sportage
Trim: SX
Engine: Turbocharged 2.0L GDI Four-Cylinder
Driveline: Six-Speed Automatic, Front-Wheel Drive
Horsepower @ RPM: 240 @ 6,000
Torque @ RPM: 260 @ 1,450-3,500 
Fuel Economy: City/Highway/Combined - 21/26/23
Curb Weight: 3,666 lbs
Location of Manufacture: Gwangju, South Korea
Base Price: $32,500
As Tested Price: $33,395 (Includes $895.00 Destination Charge)

Options: N/A


View full article

Share this post


Link to post
Share on other sites

I'll take a Rav Limited Hybrid here. 

Otherwise, besides maybe a V6 Cherokee Trailhawk, I'm going straight to the premium segment, or a size up.

Share this post


Link to post
Share on other sites
9 minutes ago, Frisky Dingo said:

I'll take a Rav Limited Hybrid here. 

Otherwise, besides maybe a V6 Cherokee Trailhawk, I'm going straight to the premium segment, or a size up.

Cherokee trailhawk all day and into the night here.  Of the two choices I like the Toyota much better. Premium segment has some nice choices also.

Share this post


Link to post
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
Reply to this topic...

×   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.

Sign in to follow this  

  • Who's Online   0 Members, 0 Anonymous, 79 Guests (See full list)

    There are no registered users currently online



  • Social Stream

  • Similar Content

    • By William Maley
      The Kia Stinger has been one of the most hotly anticipated vehicles in recent years. Here was a model that promised to rival models from luxury brands in terms styling, performance, and handling at a lower price. It felt like Kia was bitting off more they could chew, but I was willing to give it a chance. After spending a week in a Stinger GT1, I have to say it delivers on most of those promises.
      Depending on where you look at the Stinger, the impression will range from something quite beautiful to a bit of a mess. Straight on the front, the Stinger looks like something from an Italian or German automaker with a narrow front grille, distinctive cuts on for the bumper, and a slightly contoured hood. The back is neatly shaped with a rounded tailgate, taillights that run the length of the rear end, and quad exhaust pipes. But the Stinger’s design begins to lose some elegance when looked at from an angle. Take the rear as an example. The way Kia tries to bring the coupe-like roofline, bulging rear fenders, 19-inch wheels, and taillights that extend into the fenders ends up looking somewhat awkward.
      Color also plays a big role in making or breaking the Stinger’s look. In the case of my tester, the white does help minimize some of the polarizing parts of the vehicle. Going with red only emphasizes them and that will turn off some folks.
      Compared to the outgoing and expressive look of the exterior, the Stinger’s interior is quite disappointing. The minimalist approach Kia employs in the Stinger with minimal brightwork and narrow center stack doesn’t fully fit the exclusive image being presented outside. Not helping are some of the materials used in the Stinger. Considering that Kia is pitting this model against the likes of Audi and BMW, some of the plastics don’t match up to the image being portrayed. 
      The front seats in the Stinger GT offer excellent back support, along with numerous power adjustments including side bolstering. I did wish the bottom cushion was slightly longer to allow for better thigh support. Those sitting in the back will find adequate legroom, but headroom is tight due to the sloping roofline. It was a bit disappointing that Kia doesn’t offer seat heaters for the rear, considering some of their other models like the Optima offer it. One place that the Stinger excels at is cargo space. Open the rear hatch and you’ll find 23.3 cubic feet of space. This expands to 40.9 when the rear seats are folded. Only the Buick Regal Sportback and BMW 4-Series Gran Coupe offer more space.
      The Stinger GT uses an 8-inch touchscreen featuring Kia’s UVO infotainment system. We have heaped much praise on UVO on the system being simple to use and offering a number of features such as Apple CarPlay and Android Auto. I don’t like the placement of touchscreen on top of the dash as it makes hard to reach. Kia should consider adding some sort of control knob on the center console to improve overall usability.
      GT models get a 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. This comes paired with an eight-speed automatic and rear-wheel drive. Our tester came with the optional all-wheel drive system. I have experienced this engine in Genesis G80 Sport and G90, and have raved about how it delivers ample power no matter the driving situation, along with minimal turbo lag. Those same traits continue in the Stinger GT as the engine moves the vehicle at a surprising rate. The eight-speed automatic transmission delivers rapid and smooth shifts.
      The big downside the twin-turbo V6 is fuel economy. EPA rates the Stinger GT at 19 City/25 Highway/21 Combined for both rear and all-wheel drive. My average for the week landed around 18.2 mpg partly due to me dipping a bit too much into the boost.
      Kia has been making a big deal about how the Stinger GT can rival competitors from other brands in terms of handling. They bring up how Albert Biermann, the former head at BMW’s M performance division, helped in the development of the chassis. Seems like a lot of talk, but the good news is that Kia has delivered. Down a winding road, the Stinger GT exhibits qualities seen on such vehicles like the Cadillac ATS and Lexus IS 350 F-Sport with excellent body control and a willingness to quickly transition from one corner to another. Steering is where Kia could do some more work as it doesn’t quite have the same feel or weight as those models mentioned above.
      Ride quality is another area where Stinger GT is surprising. Despite the 19-inch wheels and sporty suspension setup, the Stinger GT provides a compliant ride with only large bumps making their way inside. Road noise is noticeable, due mostly to the summer tire and wheel setup on the vehicle. Wind noise was kept to very acceptable levels.
      The Kia Stinger seems to be similar in the overall idea as the K900 in serving as an attainable halo vehicle. While the K900 aimed at those wanting something along the lines of an S-Class or 7-Series, the Stinger GT serves those who something that can rival the likes the BMW 3/4-Series, Audi A4/A5, and Mercedes-Benz C-Class not only in terms of performance, but also in luxury. The end result is mixed. Kia has nailed down the performance and exterior styling, but the interior doesn’t fully match the ambitions being presented. Fuel economy could be slightly better.
      But the biggest problem for the Stinger GT is convincing buyers to spend almost $50,000 on a Kia. My GT1 AWD tester with a few options came to an as-tested price of $48,350. Telling someone you spent that much for a Kia sedan will raise some eyebrows. Despite how good the Stinger GT is to look at or drive, the Kia badge on the front will ultimately push most people away. 
      If you’re part of a small group who could care less about what badge is fitted onto a vehicle, then you’ll find the Stinger GT is a very impressive package.
      Gallery: 2018 Kia Stinger GT1 AWD
      Disclaimer: Kia Provided the Stinger, Insurance, and One Tank of Gas
      Year: 2018
      Make: Kia
      Model: Stinger
      Trim: GT1 AWD
      Engine: 3.3L Twin-Turbo V6
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 365 @ 6,000
      Torque @ RPM: 376 @ 1,300-4,500
      Fuel Economy: City/Highway/Combined - 19/25/21
      Curb Weight: 4,023 lbs
      Location of Manufacture: Sohari, South Korea
      Base Price: $45,450
      As Tested Price: $48,350 (Includes $900.00 Destination Charge)
      Options:
      Advanced Driver Assistance Package - $2,000

      View full article
    • By William Maley
      The Kia Stinger has been one of the most hotly anticipated vehicles in recent years. Here was a model that promised to rival models from luxury brands in terms styling, performance, and handling at a lower price. It felt like Kia was bitting off more they could chew, but I was willing to give it a chance. After spending a week in a Stinger GT1, I have to say it delivers on most of those promises.
      Depending on where you look at the Stinger, the impression will range from something quite beautiful to a bit of a mess. Straight on the front, the Stinger looks like something from an Italian or German automaker with a narrow front grille, distinctive cuts on for the bumper, and a slightly contoured hood. The back is neatly shaped with a rounded tailgate, taillights that run the length of the rear end, and quad exhaust pipes. But the Stinger’s design begins to lose some elegance when looked at from an angle. Take the rear as an example. The way Kia tries to bring the coupe-like roofline, bulging rear fenders, 19-inch wheels, and taillights that extend into the fenders ends up looking somewhat awkward.
      Color also plays a big role in making or breaking the Stinger’s look. In the case of my tester, the white does help minimize some of the polarizing parts of the vehicle. Going with red only emphasizes them and that will turn off some folks.
      Compared to the outgoing and expressive look of the exterior, the Stinger’s interior is quite disappointing. The minimalist approach Kia employs in the Stinger with minimal brightwork and narrow center stack doesn’t fully fit the exclusive image being presented outside. Not helping are some of the materials used in the Stinger. Considering that Kia is pitting this model against the likes of Audi and BMW, some of the plastics don’t match up to the image being portrayed. 
      The front seats in the Stinger GT offer excellent back support, along with numerous power adjustments including side bolstering. I did wish the bottom cushion was slightly longer to allow for better thigh support. Those sitting in the back will find adequate legroom, but headroom is tight due to the sloping roofline. It was a bit disappointing that Kia doesn’t offer seat heaters for the rear, considering some of their other models like the Optima offer it. One place that the Stinger excels at is cargo space. Open the rear hatch and you’ll find 23.3 cubic feet of space. This expands to 40.9 when the rear seats are folded. Only the Buick Regal Sportback and BMW 4-Series Gran Coupe offer more space.
      The Stinger GT uses an 8-inch touchscreen featuring Kia’s UVO infotainment system. We have heaped much praise on UVO on the system being simple to use and offering a number of features such as Apple CarPlay and Android Auto. I don’t like the placement of touchscreen on top of the dash as it makes hard to reach. Kia should consider adding some sort of control knob on the center console to improve overall usability.
      GT models get a 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. This comes paired with an eight-speed automatic and rear-wheel drive. Our tester came with the optional all-wheel drive system. I have experienced this engine in Genesis G80 Sport and G90, and have raved about how it delivers ample power no matter the driving situation, along with minimal turbo lag. Those same traits continue in the Stinger GT as the engine moves the vehicle at a surprising rate. The eight-speed automatic transmission delivers rapid and smooth shifts.
      The big downside the twin-turbo V6 is fuel economy. EPA rates the Stinger GT at 19 City/25 Highway/21 Combined for both rear and all-wheel drive. My average for the week landed around 18.2 mpg partly due to me dipping a bit too much into the boost.
      Kia has been making a big deal about how the Stinger GT can rival competitors from other brands in terms of handling. They bring up how Albert Biermann, the former head at BMW’s M performance division, helped in the development of the chassis. Seems like a lot of talk, but the good news is that Kia has delivered. Down a winding road, the Stinger GT exhibits qualities seen on such vehicles like the Cadillac ATS and Lexus IS 350 F-Sport with excellent body control and a willingness to quickly transition from one corner to another. Steering is where Kia could do some more work as it doesn’t quite have the same feel or weight as those models mentioned above.
      Ride quality is another area where Stinger GT is surprising. Despite the 19-inch wheels and sporty suspension setup, the Stinger GT provides a compliant ride with only large bumps making their way inside. Road noise is noticeable, due mostly to the summer tire and wheel setup on the vehicle. Wind noise was kept to very acceptable levels.
      The Kia Stinger seems to be similar in the overall idea as the K900 in serving as an attainable halo vehicle. While the K900 aimed at those wanting something along the lines of an S-Class or 7-Series, the Stinger GT serves those who something that can rival the likes the BMW 3/4-Series, Audi A4/A5, and Mercedes-Benz C-Class not only in terms of performance, but also in luxury. The end result is mixed. Kia has nailed down the performance and exterior styling, but the interior doesn’t fully match the ambitions being presented. Fuel economy could be slightly better.
      But the biggest problem for the Stinger GT is convincing buyers to spend almost $50,000 on a Kia. My GT1 AWD tester with a few options came to an as-tested price of $48,350. Telling someone you spent that much for a Kia sedan will raise some eyebrows. Despite how good the Stinger GT is to look at or drive, the Kia badge on the front will ultimately push most people away. 
      If you’re part of a small group who could care less about what badge is fitted onto a vehicle, then you’ll find the Stinger GT is a very impressive package.
      Gallery: 2018 Kia Stinger GT1 AWD
      Disclaimer: Kia Provided the Stinger, Insurance, and One Tank of Gas
      Year: 2018
      Make: Kia
      Model: Stinger
      Trim: GT1 AWD
      Engine: 3.3L Twin-Turbo V6
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 365 @ 6,000
      Torque @ RPM: 376 @ 1,300-4,500
      Fuel Economy: City/Highway/Combined - 19/25/21
      Curb Weight: 4,023 lbs
      Location of Manufacture: Sohari, South Korea
      Base Price: $45,450
      As Tested Price: $48,350 (Includes $900.00 Destination Charge)
      Options:
      Advanced Driver Assistance Package - $2,000
    • By William Maley
      "I love it when a plan comes together." Hannibal from the A-Team.
      I wasn't expecting to get back into a review vehicle for some time as the Detroit Auto Show tends to reduce the number of vehicles available - they're reserved for those coming out-of-state and OEM representatives. I thought next month is when I would begin my rotation once again. But a surprise email this morning from General Motors asking if I was able to take a 2019 Chevrolet Silverado today. Of course!
      This particular Silverado is an LT Trail Boss Crew Cab with the 5.3L V8 and eight-speed automatic transmission. Base is $48,300 and my as-tested price comes to $55,965 with a few option packages like the Convenience package (front bucket seats, dual-zone climate control, and heated steering wheel).
      First Impressions?
      Even though it may appear the truck is black, it is actually painted a dark blue (blame my iPhone). Even though I'm not sold on the design on the Silverado as a whole, the Trail Boss make it look aggressive. Interior looks a rehash of the one seen in the previous Silverado. Material quality is better, but I was kind of hoping more in terms of design. 5.3L V8 doesn't feel muzzled when leaving a stop or needing to accelerate quickly - THANK YOU GM! Haven't quite figured out how to open the power tailgate. Spent a few moments just pressing the button and not having the tailgate come down. Need to some reading in the owners manual. I'll be trying my best to update this piece with other observations and impressions throughout the week. You can also drop some questions below if you want to something about the truck.
      Gallery: 2019 Chevrolet Silverado LT Trail Boss Crew Cab

      View full article
    • By William Maley
      "I love it when a plan comes together." Hannibal from the A-Team.
      I wasn't expecting to get back into a review vehicle for some time as the Detroit Auto Show tends to reduce the number of vehicles available - they're reserved for those coming out-of-state and OEM representatives. I thought next month is when I would begin my rotation once again. But a surprise email this morning from General Motors asking if I was able to take a 2019 Chevrolet Silverado today. Of course!
      This particular Silverado is an LT Trail Boss Crew Cab with the 5.3L V8 and eight-speed automatic transmission. Base is $48,300 and my as-tested price comes to $55,965 with a few option packages like the Convenience package (front bucket seats, dual-zone climate control, and heated steering wheel).
      First Impressions?
      Even though it may appear the truck is black, it is actually painted a dark blue (blame my iPhone). Even though I'm not sold on the design on the Silverado as a whole, the Trail Boss make it look aggressive. Interior looks a rehash of the one seen in the previous Silverado. Material quality is better, but I was kind of hoping more in terms of design. 5.3L V8 doesn't feel muzzled when leaving a stop or needing to accelerate quickly - THANK YOU GM! Haven't quite figured out how to open the power tailgate. Spent a few moments just pressing the button and not having the tailgate come down. Need to some reading in the owners manual. I'll be trying my best to update this piece with other observations and impressions throughout the week. You can also drop some questions below if you want to something about the truck.
      Gallery: 2019 Chevrolet Silverado LT Trail Boss Crew Cab
    • By William Maley
      It has been a year since I first drove the Chrysler Pacifica Hybrid and came away very impressed. For a seven-passenger vehicle, getting 33 miles on electric power only and an average fuel economy of over 30 mpg was quite the shock. Would I still feel that way a year on?
      Chrysler made some minor changes for 2018 Pacifica Hybrid, including revamping the trim lineup and adding more standard features. In the case of our Limited tester, it gains a 20-speaker Harman Kardon sound system as standard. Can I just say how good the Pacifica Hybrid looks in this rich blue. The color helps Pacifica’s shape pop out wherever it is parked. No changes concerning the interior of the Pacifica Hybrid. That’s a good thing as the model is towards the top of the minivan hierarchy with a handsome design, impressive materials, and comfortable seating in all of the rows. One downside to going with the Pacifica Hybrid is the loss of the Stow n’ Go seats for the second-row. That space is taken up by the massive battery pack. An 8.4-inch touchscreen with UConnect is standard on all Pacifica Hybrids. This version of UConnect has a special section that provides key information on the hybrid system, including a power output screen and a place to set up the timeframe for when you want the van to charge up. The hybrid powertrain is comprised a 3.6L V6 running on the Atkinson cycle; two electric motors, and a 16-kW lithium-ion battery pack Total output is rated at 260 horsepower. Despite the added heft of the hybrid system, the Pacifica Hybrid is no slouch. The two electric motors provide instantaneous torque to help move the van at a surprising rate. The V6 will come on when more power is needed such as driving on the highway. One nice touch I like is how seamless the transition between electric and hybrid power is. The only sign aside from having the status screen up is the V6 turning on and off. One item I wish Chrysler would reconsider is offering the driver the ability to change between electric hybrid models that other plug-in hybrid offer. I understand why Chrysler decided not to do this as it might not be used by most drivers. But for a small group, including myself, it would nice to choose when the electric powertrain was in use to help conserve range. EPA says the 2018 Pacifica Hybrid will return 84 MPGe on electric power and 32 MPG when running on hybrid power. Overall electric range is rated at 33 miles. My averages for the week mirrored what I saw in the 2017 model - about 32 miles on electric range and an average fuel economy figure of 32. Having the Pacifica Hybrid for a week reminded me of one of the key issues that will face many, charging times. On a 120V outlet, it takes 16 hours for the battery to fully recharge. If you have a 240V charger, that drops to a reasonable 2 hours.  Handling is possibly one of the biggest surprises in the Pacifica Hybrid. The added heft of hybrid system allows the Pacifica to feel poised in the corners and have minimal body roll. Ride quality is the same as the standard Pacifica - almost all bumps are smoothed over. Road and wind noise are kept to almost silent levels. Pricing for the Pacifica Hybrid begins at $39,995 for the base Touring Plus and climbs to $44,995 for the Limited. My tester came to $49,825 with a few options, including the Advanced SafetyTec group that adds adaptive cruise control, surround view camera system, and blind spot monitoring. Sadly, this package isn’t available on lower trims.  There is the $7,500 federal tax credit and various state incentives that will be swayed around to draw some people in, but be forewarned those only come into effect when it is time to do taxes, not when you purchase the vehicle. Disclaimer: Chrysler Provided the Pacifica, Insurance, and One Tank of Gas
      Gallery: Quick Drive: 2018 Chrysler Pacifica Hybrid Limited
      Year: 2018
      Make: Chrysler
      Model: Pacifica Hybrid
      Trim: Limited
      Engine: 3.6L V6 eHybrid System
      Driveline: eFlite EVT,  Front-Wheel Drive
      Horsepower @ RPM: 260 @ N/A (Combined)
      Torque @ RPM: N/A
      Fuel Economy: Gas + Electric Combined, Gas Combined - 84 MPGe, 32 MPG
      Curb Weight: 4,987 lbs
      Location of Manufacture: Windsor, Ontario
      Base Price: $44,995
      As Tested Price: $49,825 (Includes $1,345 Destination Charge)
      Options:
      Tri-Pane Panoramic Sunroof - $1,595.00
      Advanced SafetyTec - $995.00
      18-inch x 7.5-inch Polished Aluminum wheels - $895.00

      View full article
  • My Clubs

  • Recently Browsing

    No registered users viewing this page.

  • Reader Rides

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...