Jump to content
  • Greetings Guest!

    CheersandGears.com was founded in 2001 and is one of the oldest continuously operating automotive forums out there.  Come see why we have users who visit nearly every day for the past 16+ years. Signup is fast and free, or you can opt for a premium subscription to view the site ad-free.

William Maley

BMW News: A Tale of Two BMW 5-Series: 530e iPerformance and M550i xDrive

Recommended Posts


BMW is covering the efficiency and performance bases of the new 5-Series with two new models.

On the efficiency front, there is the 2018 530e iPerfomance. This is a plug-in hybrid with a 2.0L turbo-four paired with an electric motor and a 9.2-kWh lithium-ion battery pack. Preliminary figures stand at 248 horsepower and 310 pound-feet. 0-60 mph is said to take 6.1 seconds. Fuel economy figures and overall battery range will be announced at a later time. Recharging the battery takes less than 7 hours when plugged into a 120V outlet and less than 3 hours when plugged into a fast charger.

For performance, there is the 2018 M550i xDrive. Under the hood is a turbocharged 4.4L V8 with 456 horsepower and 480 pound-feet of torque - again, these are preliminary. Paired with an eight-speed automatic and a rear-biased version of BMW's xDrive AWD system, the M550i xDrive can hit 60 mph in "under four seconds". This means the M550i is currently faster than the last-generation M5. The model sits 10 millimeters lower than other 5-Series models and BMW's M division has handled the suspension work.

Both models will be arriving at U.S. dealers this spring. Pricing will be announced towards the launch.

Source: BMW
Press Release is on Page 2


World premiere of the first ever BMW 530e iPerformance. 

  • First BMW iPerformance model to be offered in both sDrive Rear-wheel drive and xDrive All-wheel drive.
  • Fourth member of the growing BMW iPerformance model lineup bearing testimony to the BMW i know-how transfer.
  • Featuring the full wealth of driver assistant systems and latest innovations derived from the all-new BMW 5 Series. 

Woodcliff Lake, NJ – December 17, 2016… Today, BMW announces the latest addition to its iPerformance line-up, the first ever BMW 530e iPerformance.  The BMW 530e iPerformance is a sport sedan that serves up the dynamic driving experience for which the brand is renowned, combined with the option of electric driving. The BMW 530e iPerformance offers the full breath of BMW 5 Series Advanced Driver Assistance systems and the latest technology just premiered in the all-new BMW 5 Series, now with eDrive plug-in hybrid powertrain technology. As for its power source, trailblazing BMW eDrive technology teams up with a BMW TwinPower Turbo gasoline engine to create an exceptionally efficient and powerful plug-in hybrid drive system that fits perfectly with the dynamic, smooth and luxurious character profile of the new BMW 5 Series. The iPerformance badge attached to all of BMW’s plug-in hybrid models bear testimony to the transfer of engineering excellence from BMW i. In the U.S., the BMW 530e iPerformance is the fourth member of a growing portfolio of iPerformance models already available at U.S. dealers.

The 2018 BMW 5 Series iPerformance will be available at U.S. dealers in spring 2017. Pricing will be announced closer to market launch.
 
Power delivery on all electric. 
The BMW eDrive system’s electric motor has an output of 95 hp and offers maximum torque of 184 lb-ft on tap, while the 4-cylinder TwinPower Turbo combustion engine with its 2.0-liter displacement generates 180 hp and 215 lb-ft of torque (preliminary). The overall system output of 248hp (preliminary) and combined peak torque of 310 lb-ft (preliminary) propel the BMW 530e iPerformance from 0 to 60 mph in 6.1 seconds (preliminary) and enable it to reach a top speed of 130 mph (preliminary). The electric motor and combustion engine direct their power to the sedan’s rear wheels in the BMW 530i Sedan or all four wheels in the BMW 530i xDrive sedan via the standard 8-speed Steptronic transmission with paddle shifters. Positioning the electric motor upstream from the transmission allows the transmission’s ratios to be used in all-electric mode too. This dispenses with the need for a torque converter, something that goes a long way towards offsetting the weight penalty of the additional drive unit.

The high-voltage battery pack consisting of lithium-ion cells with a total capacity of 9.2 kWh has been placed in a space-saving location underneath the rear seat and includes efficient refrigerant cooling with a highly integrated low-temperature circuit. Thanks to the battery’s installation, the BMW 530e iPerformance offers full use of the trunk and a flat load compartment floor. The battery can be charged to full capacity in under 7 hours from a residential 120V outlet using the OUC (Occasional Use Cable), while tailor-made solutions enabling safe, straightforward charging are available through BMW 360° Electric Lifestyle, such as the BMW Installation Services and BMW Solar Energy programs. The BMW Charging Station uses its output of 3.6kW - 7.2 kW (16/32 A, 240 V) to reduce charging time to under three hours, to wake up to a fully charged vehicle each day. The progress of the charging process can be tracked via a graphic in the car’s instrument cluster.

iPerformance Characteristics. 
BMW 530e iPerformance is equipped with various elements unique to the iPerformance line-up. Exterior design elements include: blue kidney grille slats, blue wheel hub covers, charging socket located between the front wheel arch and the A-pillar on the driver’s side, “i” badging on the front fenders, “eDrive” emblems on the C?pillars and the “530e” badge on the trunk lid. When passengers open the doors they are welcomed by illuminated door sills bearing the “eDrive” lettering. The BMW 530e iPerformance also comes with an eDrive button on the center console, along with specially designed displays for both the instrument cluster in front of the driver and the central information screen.

BMW eDrive.
As well as the Driving Dynamics Control switch, with its SPORT, COMFORT and ECO PRO settings. The eDrive button, unique to the iPerformance models offers three driving modes: AUTO eDRIVE, MAX eDRIVE and BATTERY CONTROL.

AUTO eDRIVE ensures that the engine and electric motor interact to optimum effect in all driving situations and allows an all-electric top speed of 56 mph (preliminary). This mode is automatically activated as the default setting every time the vehicle is started. When MAX eDRIVE mode is selected, the BMW 530e iPerformance drives on electric power alone. To do so, it uses the electric drive’s full power and can attain a maximum speed of 87 mph. However, if the accelerator is pressed through to kick down the engine will kick in which is whenever an extra boost of power is needed.

BATTERY CONTROL mode lets the driver set the charge level for the high-voltage battery manually. The intelligent battery management of the BMW 530e iPerformance either keeps the high-voltage battery’s charge constant at the selected level or increases it to the pre-set value, with the electric motor acting as a generator. BATTERY CONTROL mode makes it possible to conserve or even increase the reserves of electric power while traveling on the highway to ensure that an upcoming section through an urban area can be driven on pure electric.

Latest-generation iDrive for even more intuitive operation.
As in all the other models in the new BMW 5 Series line-up, the navigation, telephone, entertainment and vehicle functions grouped within the standard high-resolution 10.25-inch iDrive display can be controlled not only using the iDrive Controller, but also by the iDrive Touch screen display or with the help of the Intelligent Voice Assistant. Optional BMW Gesture Control which offers a particularly intuitive and easy way of operating commonly used infotainment system and telephone functions allows the driver and passenger another convenient way of interacting with iDrive 6.0.

Driver Assistance Systems. 
The new BMW 530e iPerformance comes with an extensive range of assistance systems which can be used in conjunction of eDrive mode. Utilizing the Blond Spot Detection system when switching lanes, Active Lane Keeping Assistant with Side Collision Avoidance steers the vehicle back into its lane if the sensors detect another vehicle in the lane.  Two systems, providing a semi-automated driving capability are Active Lane Keeping Assistant & Traffic Jam Assistant.  Together, these systems operate between 0 – 130 mph and use smooth, comfort-enhancing steering interventions to keep the vehicle in lane. The latest generation of the system features improved image recognition and software algorithms to keep the vehicle reliably on course. In certain situations, particularly in stop & go traffic, the system also uses the vehicle in front as an additional reference point.

Active Cruise Control with Stop & Go for all driving situations.                        
Dynamic Cruise Control (DCC), which is standard on the BMW 5 Series Sedan, maintains any selected speed between 19 –130mph. It also supports energy-saving coasting by decoupling the engine from the powertrain when the driver lifts off the accelerator at higher speeds. The new and improved Active Cruise Control (ACC) with Stop & Go uses radar to adjust the pre-selected speed to the traffic situation. The system operates at all speeds up to 130 mph and is capable of braking to a standstill in stop & go traffic and automatically senses if the vehicle in front is moving once more. If the vehicle has been placed into standby mode by pushing the resume button on the steering wheel, the all-new BMW 5 Series can automatically start moving again up to 30 seconds after coming to a full-stop. The ACC system now also takes into account highway exits and traffic circles where it adjusts the acceleration dynamics to suit these special traffic situations. The control technology monitors two vehicles ahead so that vehicle speed can be adjusted earlier and smoother.  Heating elements ensure that the front-mounted radar sensor remains fully operational even if it’s snowing.
 
Active Lane Departure Warning.
The Lane Departure Warning system operates at speeds between 40 – 130 mph. If the forward-facing stereo camera detects that the vehicle is straying from its lane, Active Lane Keeping Assistant helps the driver steer back on course with smooth and seamless steering interventions. Utilizing the Active Blind Spot Detection system (12-130 mph) when switching lanes, Active Lane Keeping Assistant with Side Collision Avoidance steers the vehicle back into its lane if its sensors detect another vehicle in the next lane. Side Collision Avoidance, which operates at speeds between 40 and 130 mph, warns drivers by means of a visual signal or steering wheel vibration if another vehicle has drifted too close to the side of the vehicle. If the system detects sufficient room on the other side of the vehicle, it correctively steers the vehicle in this direction and out of a possible accident. This corrective steering assistance can be overridden at any time by the driver.

Evasion Aid: evasive steering around obstacles.
Another new function contained with Active Driving Assistant Plus is the Evasion Aid. If a quick lane change is required, for example when the vehicle in front brakes aggressively, the evasion aid – which operates at speeds up to 100 mph – supports the necessary evasive steering action. Faster steering and counter steering during an evasive maneuver results in reduced vehicle instability, supported by Dynamic Stability Control (DSC). While executing the maneuver, the Evasion Aid also uses information from the vehicle’s sensor systems to check how much unobstructed space is available around the vehicle. At speeds over 100 mph, the system no longer provides actual steering support and instead focuses on maximizing vehicle stability.
 
BMW Connected Onboard.
With the launch of BMW Connected in the USA and Europe in 2016, BMW has introduced an all-encompassing digital concept designed to aid personal mobility. Using the flexible Open Mobility Cloud as a basis, BMW Connected seamlessly integrates the vehicle into the user’s digital life via multiple touchpoints, such as an iPhone, Apple Watch, Android smartphone or smartwatch. New additions, introduced in the new BMW 5 Series Sedan, include BMW Connected Onboard, which allows personal information such as the next navigation destination, estimated arrival time and current weather conditions at the destination to be shown on the car’s display. BMW Connected is also able to transfer the user’s personal mobility agenda from their smartphone straight to their car.

3D Surround View.
Surround View and Remote 3D View offer peace of mind by allowing owners monitor their BMW 5 Series at all times. The system shows a bird’s-eye view of the driver’s car as well as a three-dimensional image of the area surrounding the vehicle. Any obstacles, including curbs, or other vehicles or pedestrians that suddenly appear can be spotted.
 
ParkNow and On-Street Parking Information.
The integration of the ParkNow service means that on-street parking spaces and garages can be easily located, reserved and paid for. Reservations can either be made while en route from the navigation system or in advance via the ParkNow smartphone app or website. Over 150 parking garages are currently affiliated with the ParkNow network in the U.S. alone, with that number expected to grow to over 500 affiliated garages by mid-2017. Once the selection has been made via the navigation system, the driver is directed straight to the chosen parking place and an electronic ticket is generated which grants access to the reserved space.
 
On-Street Parking Information (OSPI) is receiving its world premiere in the all-new BMW 5 Series Sedan. This cutting-edge technology helps to alleviate the problem of vehicles searching for a parking space, which accounts for a large part of traffic congestion in metropolitan areas. OSPI works similar to the Advanced Real Time Traffic Information system, using historical and current data to draw conclusions regarding the availability of parking spaces on route within the coverage area. The system then uses a model to predict the odds of finding an open parking spot. A color coding on the navigation map displays the systems suggestions.

BMW Announces the First Ever BMW M550i xDrive.

  • The Fastest 5 Series to date – 0-60 mph in under 4 seconds.
  • BMW M Performance TwinPower Turbo technology engine delivering 456 horsepower* and 480 lb-ft* of torque.
  • BMW M specially tuned chassis deliver even sharper steering responses.
  • BMW xDrive with rear-wheel bias allow sportiness and everyday practicality.      

Woodcliff Lake, NJ-  December 17, 2016… BMW announced today, an first ever BMW M Performance version of the world’s most successful business sedan. The first ever BMW M550i xDrive will take the spot as the top of the line performance vehicle in the current BMW 5 Series line-up. Boasting a mighty M Performance TwinPower Turbo technology engine developing 456 hp* and 480 lb-ft*, the abundant torque reserves and high-revving characteristics serve up to an outstanding blend of performance and uncompromised everyday usability. Adding to this state-of-the-art engine are BMW xDrive intelligent all-wheel drive with rear-wheel bias and a bespoke M Performance chassis set-up, help create the fastest and most agile BMW 5 Series to date.
 
The first ever 2018 BMW M550i xDrive will be available at U.S. dealerships in spring 2017 with pricing announced closer to market launch.
 
M Performance engine merges power with efficiency. 
The first ever BMW M550i xDrive is also the first M Performance model to be powered by a specifically modified M Performance TwinPower Turbo 4.4 liter 8-cylinder engine. This V8 unit is equipped with two twin-scroll turbochargers and features a High Precision Injection system, Valvetronic fully variable valve lift and Double-VANOS variable camshaft timing control. This technology adds up to an output of 456 hp* at 5,500 rpm* and peak torque of 480 lb?ft* from just 1,800 rpm* propelling the BMW M550i xDrive from 0 to 60 mph in under 4.0 seconds and then on to an electronically limited top speed of 155 mph.
 
Steptronic Sport transmission and BMW xDrive intelligent all-wheel drive. 
The all-new BMW M Performance 5 Series Sedan sends all its power via a specially tuned Steptronic Sport 8-speed transmission, playing a key role in the dynamics of the BMW M550i xDrive. The M Performance configuration of the shift modes has been tailored to the characteristics of the V8 engine, for even faster engagement across the entire rev range. The 8-speed Steptronic Sport transmission can also be operated using the shift paddles on the steering wheel or the shifter in the center console.
 
BMW intelligent xDrive all-wheel-drive system in the BMW M550i xDrive splits drive power between all four wheels as the situation demands – intelligently and with a rear-wheel bias. BMW xDrive is key to delivering two fundamental elements of the trademark M Performance driving experience under all conditions: increased driving performance and extremely precise handling. The Adaptive M Sport suspension lowers ride height by 10 millimeters and is paired to either the standard 19-inch M light-alloy wheels in Cerium Grey metallic matte or the optional** 20-inch M light-alloy wheels (in an exclusive design, also painted in the Cerium Grey metallic matte finish).
 
* Preliminary figures
** Scheduled to be available later in 2017.

In addition, the power steering with M-specific responses in SPORT and SPORT+ modes serves to highlight the crisp handling and precise driving characteristics of the all-new BMW 5 Series. Steering commands deliver the driver the necessary feedback when powering along on twisty roads maximizing the driving experience. The performance-enhancing specification of the BMW M550i xDrive is completed to perfection by the M Sport brakes with brake calipers in Blue metallic and M badging, which combine outstanding stopping power with excellent feel.
 
M Performance equipment.
The exterior of the first ever BMW M550i xDrive boldly expresses the sedan’s dynamic performance capabilities. The M aerodynamic kit, including an M rear spoiler on the trunk lid, accentuates the sporty lines and at the same time, it optimizes the airflow guiding the air around and over the car. The exterior mirror caps, the kidney grille frame, the special M Performance design accents on the front air intake and the two Air Breathers on the front fenders, exclusively feature Cerium Grey metallic finish, while the high-gloss Shadow Line trim around the windows gives added impact to this sport sedan’s undeniably dynamic appearance. An M sports exhaust system – with exclusive tailpipes in Black chrome are responsible for producing the unmistakable and exciting BMW M roar.
 
Additional elements include illuminated door sills bearing the “M550i xDrive” inscription. Standard Multi-contour seats are upholstered in Black Dakota leather with blue contrast stitching (Nappa Leather optionally available), the latest version of the M sports steering wheel, M design floor mats and pedals made from aluminum highlight the sporty exclusivity that is a hallmark of all BMW M Performance Automobiles.
 
Advanced Driver Assistance Systems.
Featured across the all-new BMW 5 Series line-up, the BMW M550i xDrive also offers a wide choice of assistance systems. These include the optionally available Active Driving Assistant Plus, including Active Cruise Control (ACC) with Stop & Go, Evasion Aid and Active Lane Keeping Assistant now featuring extended functionality.
 
BMW Connected – Forging an even closer link between man, machine and the outside world.
The latest generation of the BMW 5 Series enables close-knit connectivity between the driver, vehicle and outside world thanks to BMW Connected. This new system links up devices such as smartphones, smartwatches, computers and tablets, as well as the vehicle’s navigation system, via the BMW servers. This technology is capable of identifying driving patterns as well as personal preferences, turning it into a de facto personal mobility manager that helps users to overcome with ease the increasingly complex challenges of day-to-day mobility. Before the journey has even started, BMW Connected automatically factors in Advanced Real Time Traffic Information (ARTTI) for route-planning purposes, and recommends departing earlier if a detour has deemed necessary due to traffic hold-ups. BMW Connected uses the vehicle’s location as the basis for calculating the route in the usual way but it also considers the BMW driver’s location for its calculations too.
 
The new system also merges the functions and services of the familiar BMW Remote App and BMW Connected App. Now, users are able to access products such as ParkNow for digitized reservation and payment of parking spaces or use On-Street Parking Information to identify the areas of a town where drivers are most likely to find an available parking spot. The system provides the driver the information via the 10.25” iDrive Display. The optional Remote Control Parking system allows the driver to maneuver the BMW 5 Series Sedan into even the tightest spaces from outside the vehicle with the help of the BMW Display Key. Once the car has been parked, BMW Connected helps to guide users to their final destination on foot.


View full article

Share this post


Link to post
Share on other sites

Sign of the times and excellent strategy.  Plenty of go even with PHEV option and more than enough for most.  

5 series has always been one of my faves.

Share this post


Link to post
Share on other sites

This is actually a damn nice update.. I can see that the whole of luxury will now have to incorporate such a thing. Lexus already does this with the GS line in this segment. Wondering whether the next gen "CTS" will do the same utilizing the PHEV parts or knowledge from the CT6?

Estimated acceleration is impressive.. and Caddy definetly needs to counter considering the 3.6-liter, twin-turbo V-6 makes 420 hp and 430 lb-ft of torque and a 0-60 to 4.5 while this 550i will be touting a twin-turbo V-8 with 36 more hp and 50 more lb-ft of torque

Share this post


Link to post
Share on other sites

Mercedes can beat their plug in, theirs has 275 hp and 443 lb-ft, they just need to get it on the E-class here.  The M550i does beat the E43 in performance, the E43 is fast, but not turbo V8 fast.  That is a weak spot Mercedes has left by dropping the V8 E-class and I wonder if they'll drop the V8 CLS too and go with the new inline six next year.

Speaking of, we have an inline 4 hybrid and a V8, but this is a BMW, were is the straight six?  That is what the BMW fans want.

Share this post


Link to post
Share on other sites
13 hours ago, smk4565 said:

Speaking of, we have an inline 4 hybrid and a V8, but this is a BMW, were is the straight six?  That is what the BMW fans want.

Made redundant. 

Share this post


Link to post
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now



  • Similar Content

    • By William Maley
      2018 marks the 50th anniversary of the original Mustang Cobra Jet. What better way to celebrate this momentous occasion than by introducing a brand new version.
      The new Cobra Jet uses a specialized 5.2L V8 that is based on the 5.0L Coyote V8 found in the Mustang GT. This is topped by a 3.0L Whipple supercharger. Ford is keeping quiet on the engine's output, but says it can do the quarter-mile in the mid-eight second range at a speed of 150 mph and above.
      Besides the new engine, the Cobra Jet comes with a four-link rear suspension with drag race-specific coil-overs; 9-inch solid rear axle, a “low-drag” disc brake system from Strange Engineering, NHRA-certified roll cage, Racetech FIA seats, and new wheels.
      “From the very first Mustang Cobra Jets dominating the 1968 NHRA Winternationals to our modern-day racers, the Ford Performance Parts team continues to build on Cobra Jet’s success at the track over five decades. This has inspired generations of Mustang fans to create their own performance machines for the street,” said Eric Cin, global director of Ford Performance Parts in a statement.
      Ford is only building 68 Cobra Jets with each one costing $130,000. The order books are open now and you can choose from either Race Red or Oxford White. For those who want to see the model in person, Ford will have it out during the Woodward Dream Cruise this weekend.
      Source: Ford


      Ford’s 50th Anniversary Mustang Cobra Jet Is The Hottest, Fastest, Most Powerful Drag Racing Mustang Ever
      Ford reveals the new limited edition Ford Performance 50th Anniversary Mustang Cobra Jet turnkey race car – the fastest production Mustang on the drag strip; new model is capable of topping 150 mph with quarter-mile runs in the mid-eight-second range Latest Cobra Jet pays homage to the original, which debuted at NHRA Winternationals in 1968, and makes its first public appearance at Woodward Dream Cruise this weekend Customers can buy new Cobra Jet now, with production limited to 68 cars, in tribute to its 1968 debut DEARBORN, Mich., Aug. 16, 2018 – Ford Performance today revealed the quickest drag racing Mustang ever, capable of covering a quarter-mile in the mid-eight-second range.
      The 2018 Mustang Cobra Jet is a limited-edition turnkey race car that honors the 50th anniversary of the original that dominated drag strips in 1968. The new Cobra Jet makes its public debut this weekend at the 2018 Woodward Dream Cruise.
      The Ford Performance Parts team developed the 50th Anniversary car to be the most powerful and quickest Mustang Cobra Jet from the factory ever – capable of topping 150 mph while turning in a mid-eight-second quarter-mile run. The project epitomizes the close teamwork between traditional and motorsports engineering groups to maximize the design, performance and durability of production Mustangs.
      “From the very first Mustang Cobra Jets dominating the 1968 NHRA Winternationals to our modern-day racers, the Ford Performance Parts team continues to build on Cobra Jet’s success at the track over five decades,” said Eric Cin, global director, Ford Performance Parts. “This has inspired generations of Mustang fans to create their own performance machines for the street.”
      The car is powered by a special 5.2-liter version of Ford’s famed 5.0-liter V8, strengthened and outfitted with a 3.0-liter Whipple supercharger. The engine sends power to the ground through a 9-inch solid rear axle, two-way coil-over shocks with adjustable ride height and a low-drag disc brake system from Strange Engineering as well as a four-link rear suspension with antiroll and panhard bars.
      Additional factory-provided racing performance upgrades include an NHRA-certified safety roll cage, FIA-certified seats and anniversary-badged racing wheels.
      The new Mustang Cobra Jet is available in either Race Red or Oxford White and can be outfitted with exclusive 50th Anniversary graphics and badging. Customers can order now at an MSRP of $130,000. Production is limited to 68 cars, in honor of Cobra Jet’s 1968 debut.

      View full article
    • By William Maley
      2018 marks the 50th anniversary of the original Mustang Cobra Jet. What better way to celebrate this momentous occasion than by introducing a brand new version.
      The new Cobra Jet uses a specialized 5.2L V8 that is based on the 5.0L Coyote V8 found in the Mustang GT. This is topped by a 3.0L Whipple supercharger. Ford is keeping quiet on the engine's output, but says it can do the quarter-mile in the mid-eight second range at a speed of 150 mph and above.
      Besides the new engine, the Cobra Jet comes with a four-link rear suspension with drag race-specific coil-overs; 9-inch solid rear axle, a “low-drag” disc brake system from Strange Engineering, NHRA-certified roll cage, Racetech FIA seats, and new wheels.
      “From the very first Mustang Cobra Jets dominating the 1968 NHRA Winternationals to our modern-day racers, the Ford Performance Parts team continues to build on Cobra Jet’s success at the track over five decades. This has inspired generations of Mustang fans to create their own performance machines for the street,” said Eric Cin, global director of Ford Performance Parts in a statement.
      Ford is only building 68 Cobra Jets with each one costing $130,000. The order books are open now and you can choose from either Race Red or Oxford White. For those who want to see the model in person, Ford will have it out during the Woodward Dream Cruise this weekend.
      Source: Ford


      Ford’s 50th Anniversary Mustang Cobra Jet Is The Hottest, Fastest, Most Powerful Drag Racing Mustang Ever
      Ford reveals the new limited edition Ford Performance 50th Anniversary Mustang Cobra Jet turnkey race car – the fastest production Mustang on the drag strip; new model is capable of topping 150 mph with quarter-mile runs in the mid-eight-second range Latest Cobra Jet pays homage to the original, which debuted at NHRA Winternationals in 1968, and makes its first public appearance at Woodward Dream Cruise this weekend Customers can buy new Cobra Jet now, with production limited to 68 cars, in tribute to its 1968 debut DEARBORN, Mich., Aug. 16, 2018 – Ford Performance today revealed the quickest drag racing Mustang ever, capable of covering a quarter-mile in the mid-eight-second range.
      The 2018 Mustang Cobra Jet is a limited-edition turnkey race car that honors the 50th anniversary of the original that dominated drag strips in 1968. The new Cobra Jet makes its public debut this weekend at the 2018 Woodward Dream Cruise.
      The Ford Performance Parts team developed the 50th Anniversary car to be the most powerful and quickest Mustang Cobra Jet from the factory ever – capable of topping 150 mph while turning in a mid-eight-second quarter-mile run. The project epitomizes the close teamwork between traditional and motorsports engineering groups to maximize the design, performance and durability of production Mustangs.
      “From the very first Mustang Cobra Jets dominating the 1968 NHRA Winternationals to our modern-day racers, the Ford Performance Parts team continues to build on Cobra Jet’s success at the track over five decades,” said Eric Cin, global director, Ford Performance Parts. “This has inspired generations of Mustang fans to create their own performance machines for the street.”
      The car is powered by a special 5.2-liter version of Ford’s famed 5.0-liter V8, strengthened and outfitted with a 3.0-liter Whipple supercharger. The engine sends power to the ground through a 9-inch solid rear axle, two-way coil-over shocks with adjustable ride height and a low-drag disc brake system from Strange Engineering as well as a four-link rear suspension with antiroll and panhard bars.
      Additional factory-provided racing performance upgrades include an NHRA-certified safety roll cage, FIA-certified seats and anniversary-badged racing wheels.
      The new Mustang Cobra Jet is available in either Race Red or Oxford White and can be outfitted with exclusive 50th Anniversary graphics and badging. Customers can order now at an MSRP of $130,000. Production is limited to 68 cars, in honor of Cobra Jet’s 1968 debut.
    • By William Maley
      The three-row full-size crossover has taken the place of large SUVs as the vehicle of choice for growing families. Crossovers offer the tall ride height and large space, but not at the cost of fuel economy and ride quality. Recently, I spent a week in the 2018 Mazda CX-9 and Volkswagen Atlas. These two models could not be any different; one is focused on providing driving enjoyment, while the other is concerned about providing enough space for cargo and passengers. Trying to determine which one was the best would prove to be a difficult task.
      Exterior
      There is no contest between these two when it comes to design as the CX-9 blows the Atlas out of the water. The overall look balances aggressive and elegance traits. For the front, Mazda has angled the clip to give off a sporting profile while a large grille and a set of slim headlights accentuate this. Move around to the side and you’ll notice the CX-9 has quite a long front end and the rear roof pillars are angled slightly forward. These design cues help make the CX-9 look slightly smaller than it actually is.
      Someone once described a Volkswagen vehicle as “looking like a bit of a square, but a posh square.” That’s how I would sum up the Atlas’ design; it is basically a box on wheels. There are some nice touches such as the LED headlights that come standard on all models and chunky fenders. The 18-inch alloy wheels that come with the SE w/Technology look somewhat small on the Atlas, but that is likely due to the large size of the vehicle.
      Interior
      The Atlas’ interior very much follows the ideals of the exterior, which are uncomplicated and utilitarian. While it does fall flat when compared to the CX-9’s luxury design, Volkswagen nails the ergonomics. Most of the controls are within easy reach of driver and passenger. One touch that I really like is the climate control slightly angled upward. Not only does this make it easier to reach, but you can quickly glance down to see the current settings. There is only a small amount of soft-touch material used throughout the Atlas’ interior, the rest being made up of hard plastics. While that is slightly disappointing as other crossovers are adding more soft-touch materials, Volkswagen knows that kids are quite rough to vehicles.
      If there is one benefit to Volkswagen’s plain styling on the outside, it is the massive interior. I haven’t been in such a spacious three-row crossover since the last GM Lambda I drove. Beginning with the third-row, I found that my 5’9” frame actually fit with only my knees just touching the rear of the second-row. Moving the second row slightly forward allows for a little more legroom. Getting in and out of the third-row is very easy as the second-row tilts and moves forward, providing a wide space. This particular tester came with a second-row bench seat. A set of captain chairs are available as an option on SE and above. Sitting back here felt like I was in a limousine with abundant head and legroom. The seats slide and recline which allows passengers to find that right position. The only downside to both rear rows is there isn’t enough padding for long trips. For the front seat, the driver gets a ten-way power seat while the passenger makes do with only a power recline and manual adjustments. No complaints about comfort as the Atlas’ front seats had the right amount of padding and firmness for any trip length.
      The cargo area is quite huge. With all seats up, the Atlas offers 20.6 cubic feet of space. This increases to 55.5 cubic feet when the third-row is folded and 96.8 cubic feet with both rows folded. Only the new Chevrolet Traverse beats the Atlas with measurements of 23, 58.1, and 98.2 cubic feet.
      As a way to differentiate itself from other automakers, Mazda is trying to become more premium. This is clearly evident in the CX-9’s interior. The dash is beautiful with contouring used throughout, and a mixture of brushed aluminum and soft-touch plastics with a grain texture. If I were to cover up the Mazda badge on the steering wheel and ask you to identify the brand, you might think it was from a German automaker. Ergonomics aren’t quite as good as the Atlas as you have to reach for certain controls like those for the climate system.
      The CX-9’s front seats don’t feel quite as spacious when compared to the Atlas with a narrow cockpit and the rakish exterior are to blame. Still, most drivers should be able to find a position that works. The seats themselves have a sporting edge with increased side bolstering and firm cushions. I found the seats to be quite comfortable and didn’t have issues of not having enough support. Moving to the second row, Mazda only offers a bench seat configuration. This is disappointing considering all of the CX-9’s competitors offer captain chairs as an option. There is more than enough legroom for most passengers, but those six-feet and above will find headroom to be a bit tight. Getting into the third-row is slightly tough. Like the Atlas, the CX-9’s second row slides and tilts to allow access. But space is noticeably smaller and does require some gymnastics to pass through. Once seated, I found it to be quite cramped with little head and legroom. This is best reserved for small kids.
      Cargo area is another weak point to the CX-9. With both back seats up, there is only 14.4 cubic feet. This puts it behind most of the competition aside from the GMC Acadia which has 12.8. It doesn’t get any better when the seats are folded. With the third-row down, the CX-9 has 38.2 cubic feet. Fold down the second-row and it expands to 71.2 cubic feet. To use the GMC Acadia again, it offers 41.7 cubic feet when the third-row is folded and rises to 79 with both rows. Keep in mind, the Acadia is about six inches shorter than the CX-9.
      Infotainment
      All CX-9’s come equipped with the Mazda Connect infotainment system. The base Sport comes with a 7-inch touchscreen, while the Touring and above use a larger 8-inch screen. A rotary knob and set of redundant buttons on the center console control the system. Using Mazda Connect is a bit of a mixed bag. The interface is beginning to look a bit dated with the use of dark colors and a dull screen. Trying to use the touchscreen is an exercise in frustration as it is not easy to tell which parts are touch-enabled and not. On the upside, moving around Mazda Connect is a breeze when using the knob and buttons. Currently, Mazda doesn’t offer Apple CarPlay or Android Auto compatibility. Thankfully, this is being remedied with the 2019 model as Touring models and above will come with both.
      For the Atlas, Volkswagen offers three different systems. A 6.5-inch touchscreen is standard on the S. Moving up to either the SE, SE w/Technology, or SEL nets you an 8-inch screen. The top line SEL Premium adds navigation to the 8-inch system. All of the systems feature Apple CarPlay and Android Auto compatibility. The current Volkswagen system is one of the easiest to use thanks in part to intuitive menu structure and quick responses. Moving through menus or presets is easy as the system reacts to the swiping gesture like you would do on your smartphone. There are a couple of downsides to the Volkswagen system. One is there is no haptic feedback when pressing the shortcut buttons on either side of the screen. Also, the glass surface becomes littered with fingerprints very quickly. 
      I did have an issue with the system when trying to use Apple CarPlay. At times, applications such as Spotify would freeze up. I could exit out to the CarPlay interface, but was unable to get the apps unfrozen until I shut the vehicle off. After resetting my iPhone, this problem went away. This leaves me wondering how much of this problem was with my phone and not the infotainment system.
      Powertrain
      Both of these crossovers are equipped with turbocharged four-cylinder engines. The CX-9 has a 2.5L producing either 227 or 250 (on premium fuel) horsepower and 310 pound-feet of torque. The Atlas has a 2.0L producing 235 horsepower and 258 pound-feet. An optional 3.6L V6 with 276 horsepower is available for the Atlas. For the Mazda, power is routed to a six-speed automatic and the choice of front or all-wheel drive. The Volkswagen makes do with an eight-speed automatic and front-wheel drive only. If you want AWD, you need the V6.
      Thanks to its higher torque figure, the CX-9 leaves the Atlas in the dust. There is barely any lag coming from the turbo-four. Instead, it delivers a linear throttle response and a steady stream of power.  NVH levels are noticeably quieter than the Atlas’ turbo-four. The six-speed automatic delivers seamless shifts and is quick to downshift when you need extra power such as merging.
      The turbo-four in the Atlas seems slightly overwhelmed at first. When leaving a stop, I found that there was a fair amount of turbo-lag. This is only exacerbated if the stop-start system is turned on. Once the turbo was spooling, the four-cylinder did a surprising job of moving the 4,222 pound Atlas with no issue. Stab the throttle and the engine comes into life, delivering a smooth and constant stream of power. The eight-speed automatic provided quick and smooth shifts, although it was sometimes hesitant to downshift when more power was called for.
      Fuel Economy
      Both of these models are close in fuel economy. EPA says the CX-9 AWD should return 20 City/26 Highway/23 Combined, while the Atlas 2.0T will get 22/26/24. During the week, the CX-9 returned 22.5 mpg in mostly city driving and the Atlas got 27.3 mpg with a 60/40 mix of highway and city driving. The eight-speed transmission in the Atlas makes a huge difference.
      Ride & Handling
      The CX-9 is clearly the driver’s choice. On a winding road, the crossover feels quite nimble thanks to a well-tuned suspension. There is a slight amount of body roll due to the tall ride height, but nothing that will sway your confidence. Steering has some heft when turning and feels quite responsive. Despite the firm suspension, the CX-9’s ride is supple enough to iron out most bumps. Only large imperfections and bumps would make their way inside. Barely any wind and road noise made it inside the cabin.
      The Atlas isn’t far behind in handling. Volkswagen’s suspension turning helps keep body roll in check and makes the crossover feel smaller than it actually is. The only weak point is the steering which feels somewhat light when turning. Ride quality is slightly better than the CX-9 as Atlas feels like riding on a magic carpet when driving on bumpy roads. Some of this can be attributed to smaller wheels. There is slightly more wind noise coming inside the cabin.
      Value
      It would be unfair to directly compare these two crossovers due to the large gap in price. Instead, I will be comparing them with the other’s similar trim.
      The 2018 Volkswagen Atlas SE with Technology begins at $35,690 for the 2.0T FWD. With destination, my test car came to $36,615, The Technology adds a lot of desirable features such as three-zone climate control, adaptive cruise control, automatic emergency braking, blind spot monitoring with rear-cross traffic alert, forward collision warning, and lane departure alert. The Mazda CX-9 Touring is slightly less expensive at $35,995 with destination and matches the Atlas on standard features, including all of the safety kit. But we’re giving the Atlas the slight edge as you do get more space for not that much more money.
      Over at the CX-9, the Grand Touring AWD begins at $42,270. With a couple of options including the Soul Red paint, the as-tested price came to $43,905. The comparable Atlas V6 SEL with 4Motion is only $30 more expensive when you factor in destination. Both come closely matched in terms of equipment with the only differences being the Grand Touring has navigation, while the SEL comes with a panoramic sunroof. This one is a draw as it will come down whether space or luxury is more important to you.
      Verdict
      Coming in second is the Mazda CX-9. It may have the sharpest exterior in the class, a premium interior that could embarrass some luxury cars, and pleasing driving characteristics. But ultimately, the CX-9 falls down on the key thing buyers want; space. It trails most everyone in passenger and cargo space. That is ultimately the price you pay for all of the positives listed. 
      For a first attempt, Volkswagen knocked it out of the park with the Atlas. It is a bit sluggish when leaving a stop and doesn’t have as luxurious of an interior as the CX-9. But Volkswagen gave the Atlas one of the largest interiors of the class, a chassis that balances a smooth ride with excellent body control, impressive fuel economy, and a price that won’t break the bank.
      Both of these crossovers are impressive and worthy of being at the top of the consideration list. But at the end of the day, the Atlas does the three-row crossover better than the CX-9.
      Disclaimer: Mazda and Volkswagen Provided the Vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Mazda
      Model: CX-9
      Trim: Grand Touring AWD
      Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder
      Driveline: Six-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium)
      Torque @ RPM: 310 @ 2,000 rpm
      Fuel Economy: City/Highway/Combined - 20/26/23
      Curb Weight: 4,361 lbs
      Location of Manufacture: Hiroshima, Japan
      Base Price: $42,470
      As Tested Price: $43,905 (Includes $940.00 Destination Charge)
      Options:
      Soul Red Metallic - $595.00
      Cargo Mat - $100.00
      Year: 2018
      Make: Volkswagen
      Model: Atlas
      Trim: 2.0T SE w/Technology
      Engine: Turbocharged 2.0L DOHC 16-Valve TSI Four-Cylinder
      Driveline: Eight-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 235 @ 4,500
      Torque @ RPM: 258 @ 1,600
      Fuel Economy: City/Highway/Combined - 22/26/24
      Curb Weight: 4,222 lbs
      Location of Manufacture: Chattanooga, TN
      Base Price: $35,690
      As Tested Price: $36,615 (Includes $925.00 Destination Charge)
      Options: N/A

      View full article
    • By William Maley
      The three-row full-size crossover has taken the place of large SUVs as the vehicle of choice for growing families. Crossovers offer the tall ride height and large space, but not at the cost of fuel economy and ride quality. Recently, I spent a week in the 2018 Mazda CX-9 and Volkswagen Atlas. These two models could not be any different; one is focused on providing driving enjoyment, while the other is concerned about providing enough space for cargo and passengers. Trying to determine which one was the best would prove to be a difficult task.
      Exterior
      There is no contest between these two when it comes to design as the CX-9 blows the Atlas out of the water. The overall look balances aggressive and elegance traits. For the front, Mazda has angled the clip to give off a sporting profile while a large grille and a set of slim headlights accentuate this. Move around to the side and you’ll notice the CX-9 has quite a long front end and the rear roof pillars are angled slightly forward. These design cues help make the CX-9 look slightly smaller than it actually is.
      Someone once described a Volkswagen vehicle as “looking like a bit of a square, but a posh square.” That’s how I would sum up the Atlas’ design; it is basically a box on wheels. There are some nice touches such as the LED headlights that come standard on all models and chunky fenders. The 18-inch alloy wheels that come with the SE w/Technology look somewhat small on the Atlas, but that is likely due to the large size of the vehicle.
      Interior
      The Atlas’ interior very much follows the ideals of the exterior, which are uncomplicated and utilitarian. While it does fall flat when compared to the CX-9’s luxury design, Volkswagen nails the ergonomics. Most of the controls are within easy reach of driver and passenger. One touch that I really like is the climate control slightly angled upward. Not only does this make it easier to reach, but you can quickly glance down to see the current settings. There is only a small amount of soft-touch material used throughout the Atlas’ interior, the rest being made up of hard plastics. While that is slightly disappointing as other crossovers are adding more soft-touch materials, Volkswagen knows that kids are quite rough to vehicles.
      If there is one benefit to Volkswagen’s plain styling on the outside, it is the massive interior. I haven’t been in such a spacious three-row crossover since the last GM Lambda I drove. Beginning with the third-row, I found that my 5’9” frame actually fit with only my knees just touching the rear of the second-row. Moving the second row slightly forward allows for a little more legroom. Getting in and out of the third-row is very easy as the second-row tilts and moves forward, providing a wide space. This particular tester came with a second-row bench seat. A set of captain chairs are available as an option on SE and above. Sitting back here felt like I was in a limousine with abundant head and legroom. The seats slide and recline which allows passengers to find that right position. The only downside to both rear rows is there isn’t enough padding for long trips. For the front seat, the driver gets a ten-way power seat while the passenger makes do with only a power recline and manual adjustments. No complaints about comfort as the Atlas’ front seats had the right amount of padding and firmness for any trip length.
      The cargo area is quite huge. With all seats up, the Atlas offers 20.6 cubic feet of space. This increases to 55.5 cubic feet when the third-row is folded and 96.8 cubic feet with both rows folded. Only the new Chevrolet Traverse beats the Atlas with measurements of 23, 58.1, and 98.2 cubic feet.
      As a way to differentiate itself from other automakers, Mazda is trying to become more premium. This is clearly evident in the CX-9’s interior. The dash is beautiful with contouring used throughout, and a mixture of brushed aluminum and soft-touch plastics with a grain texture. If I were to cover up the Mazda badge on the steering wheel and ask you to identify the brand, you might think it was from a German automaker. Ergonomics aren’t quite as good as the Atlas as you have to reach for certain controls like those for the climate system.
      The CX-9’s front seats don’t feel quite as spacious when compared to the Atlas with a narrow cockpit and the rakish exterior are to blame. Still, most drivers should be able to find a position that works. The seats themselves have a sporting edge with increased side bolstering and firm cushions. I found the seats to be quite comfortable and didn’t have issues of not having enough support. Moving to the second row, Mazda only offers a bench seat configuration. This is disappointing considering all of the CX-9’s competitors offer captain chairs as an option. There is more than enough legroom for most passengers, but those six-feet and above will find headroom to be a bit tight. Getting into the third-row is slightly tough. Like the Atlas, the CX-9’s second row slides and tilts to allow access. But space is noticeably smaller and does require some gymnastics to pass through. Once seated, I found it to be quite cramped with little head and legroom. This is best reserved for small kids.
      Cargo area is another weak point to the CX-9. With both back seats up, there is only 14.4 cubic feet. This puts it behind most of the competition aside from the GMC Acadia which has 12.8. It doesn’t get any better when the seats are folded. With the third-row down, the CX-9 has 38.2 cubic feet. Fold down the second-row and it expands to 71.2 cubic feet. To use the GMC Acadia again, it offers 41.7 cubic feet when the third-row is folded and rises to 79 with both rows. Keep in mind, the Acadia is about six inches shorter than the CX-9.
      Infotainment
      All CX-9’s come equipped with the Mazda Connect infotainment system. The base Sport comes with a 7-inch touchscreen, while the Touring and above use a larger 8-inch screen. A rotary knob and set of redundant buttons on the center console control the system. Using Mazda Connect is a bit of a mixed bag. The interface is beginning to look a bit dated with the use of dark colors and a dull screen. Trying to use the touchscreen is an exercise in frustration as it is not easy to tell which parts are touch-enabled and not. On the upside, moving around Mazda Connect is a breeze when using the knob and buttons. Currently, Mazda doesn’t offer Apple CarPlay or Android Auto compatibility. Thankfully, this is being remedied with the 2019 model as Touring models and above will come with both.
      For the Atlas, Volkswagen offers three different systems. A 6.5-inch touchscreen is standard on the S. Moving up to either the SE, SE w/Technology, or SEL nets you an 8-inch screen. The top line SEL Premium adds navigation to the 8-inch system. All of the systems feature Apple CarPlay and Android Auto compatibility. The current Volkswagen system is one of the easiest to use thanks in part to intuitive menu structure and quick responses. Moving through menus or presets is easy as the system reacts to the swiping gesture like you would do on your smartphone. There are a couple of downsides to the Volkswagen system. One is there is no haptic feedback when pressing the shortcut buttons on either side of the screen. Also, the glass surface becomes littered with fingerprints very quickly. 
      I did have an issue with the system when trying to use Apple CarPlay. At times, applications such as Spotify would freeze up. I could exit out to the CarPlay interface, but was unable to get the apps unfrozen until I shut the vehicle off. After resetting my iPhone, this problem went away. This leaves me wondering how much of this problem was with my phone and not the infotainment system.
      Powertrain
      Both of these crossovers are equipped with turbocharged four-cylinder engines. The CX-9 has a 2.5L producing either 227 or 250 (on premium fuel) horsepower and 310 pound-feet of torque. The Atlas has a 2.0L producing 235 horsepower and 258 pound-feet. An optional 3.6L V6 with 276 horsepower is available for the Atlas. For the Mazda, power is routed to a six-speed automatic and the choice of front or all-wheel drive. The Volkswagen makes do with an eight-speed automatic and front-wheel drive only. If you want AWD, you need the V6.
      Thanks to its higher torque figure, the CX-9 leaves the Atlas in the dust. There is barely any lag coming from the turbo-four. Instead, it delivers a linear throttle response and a steady stream of power.  NVH levels are noticeably quieter than the Atlas’ turbo-four. The six-speed automatic delivers seamless shifts and is quick to downshift when you need extra power such as merging.
      The turbo-four in the Atlas seems slightly overwhelmed at first. When leaving a stop, I found that there was a fair amount of turbo-lag. This is only exacerbated if the stop-start system is turned on. Once the turbo was spooling, the four-cylinder did a surprising job of moving the 4,222 pound Atlas with no issue. Stab the throttle and the engine comes into life, delivering a smooth and constant stream of power. The eight-speed automatic provided quick and smooth shifts, although it was sometimes hesitant to downshift when more power was called for.
      Fuel Economy
      Both of these models are close in fuel economy. EPA says the CX-9 AWD should return 20 City/26 Highway/23 Combined, while the Atlas 2.0T will get 22/26/24. During the week, the CX-9 returned 22.5 mpg in mostly city driving and the Atlas got 27.3 mpg with a 60/40 mix of highway and city driving. The eight-speed transmission in the Atlas makes a huge difference.
      Ride & Handling
      The CX-9 is clearly the driver’s choice. On a winding road, the crossover feels quite nimble thanks to a well-tuned suspension. There is a slight amount of body roll due to the tall ride height, but nothing that will sway your confidence. Steering has some heft when turning and feels quite responsive. Despite the firm suspension, the CX-9’s ride is supple enough to iron out most bumps. Only large imperfections and bumps would make their way inside. Barely any wind and road noise made it inside the cabin.
      The Atlas isn’t far behind in handling. Volkswagen’s suspension turning helps keep body roll in check and makes the crossover feel smaller than it actually is. The only weak point is the steering which feels somewhat light when turning. Ride quality is slightly better than the CX-9 as Atlas feels like riding on a magic carpet when driving on bumpy roads. Some of this can be attributed to smaller wheels. There is slightly more wind noise coming inside the cabin.
      Value
      It would be unfair to directly compare these two crossovers due to the large gap in price. Instead, I will be comparing them with the other’s similar trim.
      The 2018 Volkswagen Atlas SE with Technology begins at $35,690 for the 2.0T FWD. With destination, my test car came to $36,615, The Technology adds a lot of desirable features such as three-zone climate control, adaptive cruise control, automatic emergency braking, blind spot monitoring with rear-cross traffic alert, forward collision warning, and lane departure alert. The Mazda CX-9 Touring is slightly less expensive at $35,995 with destination and matches the Atlas on standard features, including all of the safety kit. But we’re giving the Atlas the slight edge as you do get more space for not that much more money.
      Over at the CX-9, the Grand Touring AWD begins at $42,270. With a couple of options including the Soul Red paint, the as-tested price came to $43,905. The comparable Atlas V6 SEL with 4Motion is only $30 more expensive when you factor in destination. Both come closely matched in terms of equipment with the only differences being the Grand Touring has navigation, while the SEL comes with a panoramic sunroof. This one is a draw as it will come down whether space or luxury is more important to you.
      Verdict
      Coming in second is the Mazda CX-9. It may have the sharpest exterior in the class, a premium interior that could embarrass some luxury cars, and pleasing driving characteristics. But ultimately, the CX-9 falls down on the key thing buyers want; space. It trails most everyone in passenger and cargo space. That is ultimately the price you pay for all of the positives listed. 
      For a first attempt, Volkswagen knocked it out of the park with the Atlas. It is a bit sluggish when leaving a stop and doesn’t have as luxurious of an interior as the CX-9. But Volkswagen gave the Atlas one of the largest interiors of the class, a chassis that balances a smooth ride with excellent body control, impressive fuel economy, and a price that won’t break the bank.
      Both of these crossovers are impressive and worthy of being at the top of the consideration list. But at the end of the day, the Atlas does the three-row crossover better than the CX-9.
      Disclaimer: Mazda and Volkswagen Provided the Vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Mazda
      Model: CX-9
      Trim: Grand Touring AWD
      Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder
      Driveline: Six-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium)
      Torque @ RPM: 310 @ 2,000 rpm
      Fuel Economy: City/Highway/Combined - 20/26/23
      Curb Weight: 4,361 lbs
      Location of Manufacture: Hiroshima, Japan
      Base Price: $42,470
      As Tested Price: $43,905 (Includes $940.00 Destination Charge)
      Options:
      Soul Red Metallic - $595.00
      Cargo Mat - $100.00
      Year: 2018
      Make: Volkswagen
      Model: Atlas
      Trim: 2.0T SE w/Technology
      Engine: Turbocharged 2.0L DOHC 16-Valve TSI Four-Cylinder
      Driveline: Eight-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 235 @ 4,500
      Torque @ RPM: 258 @ 1,600
      Fuel Economy: City/Highway/Combined - 22/26/24
      Curb Weight: 4,222 lbs
      Location of Manufacture: Chattanooga, TN
      Base Price: $35,690
      As Tested Price: $36,615 (Includes $925.00 Destination Charge)
      Options: N/A
    • By William Maley
      There have been some rumors floating around for the past couple of years that BMW was planning to offer a 3-Series with a fully electric powertrain. Some new spy shots reveal that may come to fruition.
      At first glance, this looks like a normal 3-Series sedan. But on the front doors, there is a label that reads "Electric Test Vehicle". BMW has also tried to disguise the fact this is an electric by attaching tailpipes, but the spy photographer says its a pure EV.
      Not much is known about the electric powertrain or batteries. This mule was seen testing with a Tesla Model 3, suggesting that BMW sees it a direct competitor to the 3-Series EV. To do that, the model would need a range of over 200 miles. But sources at BMW tell Motor Trend that the range could be as close to 300 miles.
      We do know the next 3-Series will transition the CLAR platform that uses a combination of steel, aluminum, and carbon fiber. It also looks like that the design will not change that much from the current model.
      The next 3-Series is expected to debut at the Paris Motor Show in October. Whether we see the EV version is unclear.
      Source: Motor Trend

      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

×

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.