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

Chevrolet News:2018 Chevrolet Camaro ZL1 1LE Is Turned Up To 11

Recommended Posts


The Chevrolet Camaro ZL1 is already a monster with 650 horsepower from a 6.2L supercharged V8 engine. But the people on the Camaro team thought they could further and the end result is the 2018 Camaro ZL1 1LE.

It certainly looks the part with new canards, revised grilles, an exposed carbon-fiber air extractor for the hood, and a massive carbon fiber wing. A set of 19-inch forged wheels come wrapped in the widest tires ever offered on a Camaro - 305 mm wide tires in the front, and 325 mm tires at the back. The interior hasn't changed much aside from a lighter back seat.

Under the ZL1 1LE's skin, there is a set of Multimatic Dynamic Suspension Spool Valve dampers (the same ones used on the Colorado ZR2), adjustable rear anti-roll bar, and a set of race springs. A six-speed manual is the only transmission on offer.

GM says the Camaro ZL1 1LE laps their Milford handling course three seconds faster than the standard ZL1.

No word on pricing, but the 1LE package for the Camaro ZL1 will be available later this year.

Source: Chevrolet
Press Release is on Page 2


2018 CAMARO ZL1 1LE SETS BENCHMARK FOR TRACK CAPABILITY

  • Special aero, adjustable suspension, exclusive tires drive unprecedented performance for a production sports car

DAYTONA, Fla. — Chevrolet has established a new performance benchmark with the introduction of the 2018 Camaro ZL1 1LE — the most track-capable Camaro ever.

Taking the track-focused 1LE formula to an unprecedented level, the ZL1 1LE incorporates racing-based suspension and aero technologies, as well as exclusive Goodyear Eagle F1 Supercar 3R summer-only tires,* in an extreme track performance package.

“The track-focused 1LE package offers progressive levels of performance across the Camaro lineup, from the V6 1LE to the SS 1LE,” said Al Oppenheiser, Camaro chief engineer. “But with the new ZL1 1LE, the progression takes a quantum leap — this is the ultimate track-day Camaro.”

In preliminary testing, the new ZL1 1LE was 3 seconds faster than the standard ZL1 Coupe around General Motors’ 2.9-mile, 18-turn Milford Road Course test track.

The improved track performance is driven by four key elements:

Aerodynamics: New aero features including a carbon fiber rear wing, specific air deflectors and dive planes on the front fascia produce grip-generating downforce to help the car stick harder and drive faster in turns.

Adjustable suspension: The ZL1 1LE features racing-derived, lightweight Multimatic DSSV® (Dynamic Suspension Spool Valve) dampers front and rear for exceptional wheel and vehicle control. The front-end ride height is adjustable with the front dampers, which are used with all-new, adjustable camber plates. The rear stabilizer bar also offers three-way adjustability. All of the components are designed for quick changes at the track for optimal performance and a quick return to street settings when the track day ends.

Wheels and tires: New, lightweight forged aluminum wheels are an inch wider but an inch smaller in diameter, front and rear, than standard ZL1 wheels and are used with new Goodyear Eagle F1 Supercar 3R tires that deliver max lateral grip of 1.10g. Developed exclusively for the Camaro ZL1 1LE, the 3R tires are designed to warm up faster to help maintain more consistent grip and speed, lap after lap. The overall footprint grows approximately 10 percent over the ZL1, but the wheel-and-tire package weighs about 1.5 pounds (3.3 kg) less per corner.

Lighter weight: The lighter wheels and dampers, along with reduced thickness rear glass and a fixed-back rear seat, contribute to an approximately 60-pound (27 kg) lower curb weight than a standard ZL1 Coupe.

“The new Camaro ZL1 1LE offers the supreme track experience,” said Mark Dickens, executive director, Chevrolet Performance Variants, Parts and Motorsports Engineering. “It’s the pinnacle of Camaro performance and advances the 1LE’s nearly 30-year legacy of uncompromising, track-tailored capability.”

The power behind the ZL1 1LE is the 650-horsepower, supercharged LT4 engine backed by a six-speed manual transmission featuring Active Rev Match. Brembo brakes, including red calipers with the 1LE logo, are also included. Additional standard features include dual-zone automatic climate control, Bose premium audio system, heated/ventilated front seats and heated steering wheel.

The 2018 Camaro ZL1 1LE goes on sale later this year. Pricing will be announced closer to the on-sale date.


View full article

Share this post


Link to post
Share on other sites

Seriously.. in my days of yore.. working on my Iroc-Z.. never did I think that one day the name Camaro would be capable of beating the shit outta 911s on a race course. Again.. this Camaro is the proof positive that Corvette needs to be on its own... and Camaro take-over as the flagship for Chevy

Share this post


Link to post
Share on other sites

That is one bad ass Camaro. Makes ya wonder what the final numbers will be when this beast laps the track 3 seconds faster than last years edition. WOW :metal: 

Share this post


Link to post
Share on other sites

Let's put this into perspective. 

The standard ZL was a tick faster than the Mclaren spider lap wise in Motor Trend. 

This will be even more.

I expect a non supercharged model as the Z/28. Think Grand Sport to the ZO6.

  • Upvote 1

Share this post


Link to post
Share on other sites

I saw a ZL1 on the freeway today.  It was black, had plenty of room in the left lane, and floored it.  The SOUND of that engine is magnificent!

Keep it up, Chevy, and give us MORE!

  • Upvote 1

Share this post


Link to post
Share on other sites

Another idea is a naturally aspirated DOHC V8 that is coming for a high rev engine.

Oppenhieser has stated the Z/28 was a Natural Asperated car and a high rev engine may be a nice fit.

Share this post


Link to post
Share on other sites

With this, the need for a mid-engine Vette just became a forgone conclusion. The current Camaro, despite some of its literal shortcomings, just gets better performance with each update it seems. Just non-stop performance.

  • Upvote 1

Share this post


Link to post
Share on other sites

Hmm word is no the Z/28 is  coming with the LT6 DOHC 5.5 V8 with around 700 HP.

The ZR1 is testing the LT7 TT DOHC 5.5 V8 and will appear in 2018. 

I had heard the Corvette boys were testing over 1,000 HP with their new engine but they tempered it with we will only use as much as we can put to the ground.

Share this post


Link to post
Share on other sites
1 hour ago, hyperv6 said:

Hmm word is no the Z/28 is  coming with the LT6 DOHC 5.5 V8 with around 700 HP.

The ZR1 is testing the LT7 TT DOHC 5.5 V8 and will appear in 2018. 

I had heard the Corvette boys were testing over 1,000 HP with their new engine but they tempered it with we will only use as much as we can put to the ground.

Hopefully this just means the Performance group will have kits to sell as some care more about boasting about the number than what can actually get to the ground. Course if they are testing with over 1000hp and hopefully 1000+ lbs of torque they will go AWD to make it truly happen.

Share this post


Link to post
Share on other sites
Just now, dfelt said:

Hopefully this just means the Performance group will have kits to sell as some care more about boasting about the number than what can actually get to the ground. Course if they are testing with over 1000hp and hopefully 1000+ lbs of torque they will go AWD to make it truly happen.

Boosting means nothing at the finish line.

That is why Chryslers Hell Cat is not as fast as it should be as the engine just can not put it to the ground. It is a one dimensional car where GM and even Ford are now doing a comprehensive package that goes, stops and turns with the best of them.

It is like GM's approach to suspension tuning. They have mastered the less is more approach. In the past a F41 package was bigger bars, stiffer springs and bigger tires. Today it is more about better shocks, matched sway bars and less spring. Today the cars are much better in all conditions and are so much easier to drive fast in all conditions not just on the proving grounds black lake.

Same thing in doing lap times. You can over drive a car and in these cases you slow down to go faster.

While big numbers and Smokey burn outs may be cool to make it in a global market you need a well sorted and proper package that does it all better.

I work in the racing industry and we deal with some customers who just want more power and then we deal with real racers that want to make the car work as one. They are the ones who take the trophy home not the guy that is all motor and nothing else.

The fastest cars are always the ones that put the power to the ground not the biggest HP number.

Just look at the lap times of a V6 Camaro compared to a Hell Cat. Also just look at the 1LE ZL1 to the stock ZL1. 3 seconds a lap better with the same HP.

 

I expect the C8 to get AWD at some point. The present Front engine that would have been very difficult to do. Just look at what they had to do for the Callaway to get the two turbochargers and intercoolers in.

  • Upvote 2

Share this post


Link to post
Share on other sites
19 hours ago, ccap41 said:

This car is going to be seriously BAD. ASS.

Also, Take note, Dodge, on how to maintain a rear seat AND lose weight for said seat.

GT350R also does rear seat delete to save weight. 

The solution to the Hellcat putting down power is called the Demon

I love the fact that all 3 have unique personalities. 

 

Hellcat:  GT good for a trip across the country with 4 people and all their luggage and you can even get it with 4 doors!

GT350:  High revving, sound of the gods V8 engine you want to rev just to hear it sing

Camaro:  Low torque supercharged beast with pleny of power and supercar handling. 

Share this post


Link to post
Share on other sites

Your content will need to be approved by a moderator

Guest
You are commenting as a guest. If you have an account, please sign in.
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.


  • Who's Online   0 Members, 0 Anonymous, 29 Guests (See full list)

    There are no registered users currently online



  • Similar Content

    • 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
      Chevrolet is expanding the availability of the 6.2L V8 for the Tahoe and Suburban through a new special edition.
      The 2019 Tahoe and Suburban Premier Plus brings forth the 420 horsepower V8 engine, along with a 10-speed automatic and the Magnetic Ride Control suspension. To set it apart from other trims, the Premier Plus adds some special luxury touches such as two-tone black and mahogany interior, heated and ventilated seats, heads-up display, chrome power steps, and 22-inch wheels.
      “Our customers have shown strong demand for both Tahoe and Suburban with the 6.2L V-8 option. Thirty-six percent of all Chevy full-size SUV special edition models are now sold with this engine. Premier Plus gives both Suburban and Tahoe customers another option to choose from with several added premium touches,” said Sandor Piszar, Chevrolet’s head of truck marketing and advertising in a statement.
      The Premier Plus models are quite pricey. The Tahoe Premier Plus begins at $75,395, and the Suburban Premier Plus kicks off at $78,195 - prices include a $1,295 destination charge. Production begins later this summer.
      Source: Chevrolet
      CHEVROLET INTRODUCES TAHOE AND SUBURBAN PREMIER PLUS SPECIAL EDITIONS
      DETROIT — Due to customer demand, Chevrolet is expanding the availability of the 6.2L V-8 engine within its full-size SUV lineup by introducing the Tahoe and Suburban Premier Plus special editions.   
      The 6.2L V-8 was first made available in the Chevy full-size SUV lineup on the 2018 Tahoe RST 6.2L Performance Package. The engine recently debuted on the 2019 Suburban RST 6.2L Performance Package, which is now on sale at Chevrolet dealerships nationwide.
      All Premier Plus edition Chevy full-size SUVs, as well as RST Premier models with the optional 6.2L Performance Package, also feature Magnetic Ride Control with performance calibration and a Hydra-Matic 10-speed automatic transmission.
      “Our customers have shown strong demand for both Tahoe and Suburban with the 6.2L V-8 option,” said Sandor Piszar, director of Chevrolet Trucks Marketing and Advertising. “Thirty-six percent of all Chevy full-size SUV special edition models are now sold with this engine. Premier Plus gives both Suburban and Tahoe customers another option to choose from with several added premium touches.”
      The 2019 Tahoe and Suburban Premier Plus editions feature a unique interior with heated and ventilated Black/Mahogany-colored leather-appointed front seats against a Jet Black trim surround. This premium two-tone interior and 22-inch polished wheels make their first appearance in Chevy’s full-size SUV lineup with the Premier Plus special editions.
      Other features include gold Chevrolet “bowtie” logos, chrome nameplate badging, a head-up display and 8-inch diagonal cluster, cross rails, chrome power steps and exhaust tip and a Chevrolet-branded cargo organizer.
      Connectivity is provided by a standard 4G LTE Wi-Fi1 hotspot, and the Premier Plus package includes a 12-month data plan.
      The available 6.2L V-8 is capable of 420 horsepower and 460 lb-ft of torque. The engine delivers three state-of-the-art technologies — direct injection, Active Fuel Management and continuously variable valve timing — to make the most of power, torque and efficiency across a broad range of operating conditions.
      The 10-speed automatic transmission offers smaller steps between each ratio to maximize engine power under acceleration. With a wide 7.39 overall gear ratio spread and lower numerical top gear ratio, the transmission also reduces engine revolutions at highway speeds.
      Magnetic Ride Control is an active suspension that “reads” the road every millisecond, triggering damping changes in the electronically controlled shock absorbers in as few as 10-15 milliseconds. As a result, the suspension delivers improved body-motion control during cornering and a more comfortable ride while cruising.
      The 2019 Chevrolet Tahoe Premier Plus will start with an MSRP of $74,100 plus a $1,295 destination charge, while the 2019 Chevrolet Suburban Premier Plus will start at $76,900 with a $1,295 destination charge. (MSRP excludes tax, title, license, dealer fees and optional equipment.)
      Both Premier Plus full-size SUVs are also available to Costco members at GM supplier pricing with a $4,500 Costco member incentive2. Costco Gold Star and Business Members who purchase the vehicle through participating dealers and complete a Costco Auto Program survey are also eligible for a $300 Costco Cash Card, while Executive Members are eligible for a $700 Costco Cash Card.
      The exclusive Costco member value package is only available on 5,000 vehicles. Costco offer is not compatible with any other GM incentives. To qualify, customers must be a member by Oct. 1, 2018, and take delivery between, Oct. 2, 2018, and Jan. 2, 2019.

      The 2019 Tahoe and Suburban Premier Plus can be ordered from Chevrolet dealers now, with production beginning in mid-August.

      View full article
    • By William Maley
      Chevrolet is expanding the availability of the 6.2L V8 for the Tahoe and Suburban through a new special edition.
      The 2019 Tahoe and Suburban Premier Plus brings forth the 420 horsepower V8 engine, along with a 10-speed automatic and the Magnetic Ride Control suspension. To set it apart from other trims, the Premier Plus adds some special luxury touches such as two-tone black and mahogany interior, heated and ventilated seats, heads-up display, chrome power steps, and 22-inch wheels.
      “Our customers have shown strong demand for both Tahoe and Suburban with the 6.2L V-8 option. Thirty-six percent of all Chevy full-size SUV special edition models are now sold with this engine. Premier Plus gives both Suburban and Tahoe customers another option to choose from with several added premium touches,” said Sandor Piszar, Chevrolet’s head of truck marketing and advertising in a statement.
      The Premier Plus models are quite pricey. The Tahoe Premier Plus begins at $75,395, and the Suburban Premier Plus kicks off at $78,195 - prices include a $1,295 destination charge. Production begins later this summer.
      Source: Chevrolet
      CHEVROLET INTRODUCES TAHOE AND SUBURBAN PREMIER PLUS SPECIAL EDITIONS
      DETROIT — Due to customer demand, Chevrolet is expanding the availability of the 6.2L V-8 engine within its full-size SUV lineup by introducing the Tahoe and Suburban Premier Plus special editions.   
      The 6.2L V-8 was first made available in the Chevy full-size SUV lineup on the 2018 Tahoe RST 6.2L Performance Package. The engine recently debuted on the 2019 Suburban RST 6.2L Performance Package, which is now on sale at Chevrolet dealerships nationwide.
      All Premier Plus edition Chevy full-size SUVs, as well as RST Premier models with the optional 6.2L Performance Package, also feature Magnetic Ride Control with performance calibration and a Hydra-Matic 10-speed automatic transmission.
      “Our customers have shown strong demand for both Tahoe and Suburban with the 6.2L V-8 option,” said Sandor Piszar, director of Chevrolet Trucks Marketing and Advertising. “Thirty-six percent of all Chevy full-size SUV special edition models are now sold with this engine. Premier Plus gives both Suburban and Tahoe customers another option to choose from with several added premium touches.”
      The 2019 Tahoe and Suburban Premier Plus editions feature a unique interior with heated and ventilated Black/Mahogany-colored leather-appointed front seats against a Jet Black trim surround. This premium two-tone interior and 22-inch polished wheels make their first appearance in Chevy’s full-size SUV lineup with the Premier Plus special editions.
      Other features include gold Chevrolet “bowtie” logos, chrome nameplate badging, a head-up display and 8-inch diagonal cluster, cross rails, chrome power steps and exhaust tip and a Chevrolet-branded cargo organizer.
      Connectivity is provided by a standard 4G LTE Wi-Fi1 hotspot, and the Premier Plus package includes a 12-month data plan.
      The available 6.2L V-8 is capable of 420 horsepower and 460 lb-ft of torque. The engine delivers three state-of-the-art technologies — direct injection, Active Fuel Management and continuously variable valve timing — to make the most of power, torque and efficiency across a broad range of operating conditions.
      The 10-speed automatic transmission offers smaller steps between each ratio to maximize engine power under acceleration. With a wide 7.39 overall gear ratio spread and lower numerical top gear ratio, the transmission also reduces engine revolutions at highway speeds.
      Magnetic Ride Control is an active suspension that “reads” the road every millisecond, triggering damping changes in the electronically controlled shock absorbers in as few as 10-15 milliseconds. As a result, the suspension delivers improved body-motion control during cornering and a more comfortable ride while cruising.
      The 2019 Chevrolet Tahoe Premier Plus will start with an MSRP of $74,100 plus a $1,295 destination charge, while the 2019 Chevrolet Suburban Premier Plus will start at $76,900 with a $1,295 destination charge. (MSRP excludes tax, title, license, dealer fees and optional equipment.)
      Both Premier Plus full-size SUVs are also available to Costco members at GM supplier pricing with a $4,500 Costco member incentive2. Costco Gold Star and Business Members who purchase the vehicle through participating dealers and complete a Costco Auto Program survey are also eligible for a $300 Costco Cash Card, while Executive Members are eligible for a $700 Costco Cash Card.
      The exclusive Costco member value package is only available on 5,000 vehicles. Costco offer is not compatible with any other GM incentives. To qualify, customers must be a member by Oct. 1, 2018, and take delivery between, Oct. 2, 2018, and Jan. 2, 2019.

      The 2019 Tahoe and Suburban Premier Plus can be ordered from Chevrolet dealers now, with production beginning in mid-August.
    • By William Maley
      Yesterday, we brought forth some spy photos of a new GMC subcompact crossover. At the time, we couldn't be certain to this as the two mules caught were under a lot of camouflage. But today we are confident in this as a fresh set of spy photos have come in revealing next Buick Encore and Chevrolet Trax.
      Both of the mules seen in the photos were caught testing on General Motors' proving grounds outside of Detroit. The Encore appears to be taking the evolutionary approach with its redesign. There is still the rounded shape and rising glass on the rear doors. A similar grille design to the Regal is up front. Chevrolet is taking a more drastic approach with the next Trax. The frumpy styling of the current model is out and a design inspired by the new Blazer is in. We can make out the split headlight arrangement and a large grille for the front. Other details that jump out include a wide hood and sharp corners.
      Its unclear whether or not both models will still use Gamma-2 or transition to the VSS-S architecture.
      Source: Autoblog, Motor1

      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.