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Found 506 results

  1. (Author's Note: As was pointed out to me on Facebook, the diesel engine is nowhere to be seen on the consumer site or the configurator. Yet, it appears in FCA's media materials. In an email sent this afternoon, Ram Trucks spokesman Nick Cappa said the option has been dropped for 2018. This review has been updated with this new information. -WM) I’ll admit that I was a bit crazy requesting a 2018 Ram ProMaster van for review. Ever since it was introduced, I have been interested in this rebadged version of the Fiat Ducato van sold elsewhere. Unlike most vans that use a rear-wheel drive layout, the ProMaster uses a front-wheel drive one. I wanted to know if this works for a vehicle designed for work. But I also have an odd curiosity to cargo vans in general as I wondered what it would be like to drive one for a week as my daily driver. This is what I found out. Function over form best describes the design brief for the Ram ProMaster. The overall profile reminds us of an oversized dustbuster with a steeply raked and short front end and tall sides. Awkward is the kindest word to use on the ProMaster’s front end with the grille placed very low, acres of gray plastic, headlights positioned near the windshield, and a large glass area. The rest of the ProMaster’s design fits in line with other cargo vans with clean sides, split-opening rear doors, and a set of optional wheels.  The ProMaster offers a wide variety of configurations. With three weight classes, three body styles, and various roof height and length options, you’ll be able to find a van that fit your needs. Our particular tester is one of the popular configurations; a 2500 with the 159-inch wheelbase and high roof option. Getting inside the ProMaster isn’t tough thanks to wide opening front doors and steps to help you climb up. Once in, you’ll notice one of the key benefits to the ProMaster’s exterior. The large glass area not only makes the interior feel airy, it provides excellent outward visibility. This helps make maneuvering in tight spaces easier. The design is very utilitarian with a plain look and controls within easy reach of the driver and passenger. There are some clever touches such as the integrated clipboard latch on the top of the dash to hold paperwork and numerous storage spaces. Many surfaces are covered in hard plastics which will hold up to the various work demands being put upon by owners. One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat. The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list. All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance. Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated. There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers. The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds. It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment. If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in. While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most. Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Trucks Model: ProMaster Cargo Trim: 2500 159" Wheelbase - High Roof Engine: 3.6L DOHC 24-Valve V6 Driveline: Six-Speed Automatic, Front-wheel Drive Horsepower @ RPM: 280 @ 6,400 Torque @ RPM: 260 @ 4,400 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 4.483 lbs Location of Manufacture: N/A Base Price: $35,095 As Tested Price: $43,460 (Includes $1,395 Destination Charge) Options: Sliding Driver-Side Door without Glass - $595.00 Trailer Tow Group - $585.00 UConnect 3 Navigation with 5-inch Display - $495.00 16-inch x 6.0-inch Aluminum Wheels - $445.00 Wood Composite Floor - $445.00 Premium Appearance Group - $395.00 Interior Convenience Group - $345.00 ParkSense Rear Park-Assist System - $295.00 Rear Hinged Doors with Deep Tinted Glass - $295.00 Speed Control - $295.00 Upper and Lower Side Wall Paneling Group - $295.00 LED Cargo Areas Light Bars - $285.00 225/75R16C BSW All-Season Tires - $250.00 Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00 Power Folding/Heated Mirrors - $245.00 Security Alarm - $245.00 DOT Certified Roadside Safety Kit - $195.00 Heated Driver Seat - $195.00 Leather-Wrapped Steering Wheel - $195.00 SiriusXM Sat Radio w/1-Year Subscription - $195.00 Rear Assist Handles - $150.00 Heated Passenger Seat - $145.00 Instrument Panel Bright Bezels - $95.00 12-Volt Rear Auxiliary Power Outlet - $45.00
  2. (Author's Note: As was pointed out to me on Facebook, the diesel engine is nowhere to be seen on the consumer site or the configurator. Yet, it appears in FCA's media materials. In an email sent this afternoon, Ram Trucks spokesman Nick Cappa said the option has been dropped for 2018. This review has been updated with this new information. -WM) I’ll admit that I was a bit crazy requesting a 2018 Ram ProMaster van for review. Ever since it was introduced, I have been interested in this rebadged version of the Fiat Ducato van sold elsewhere. Unlike most vans that use a rear-wheel drive layout, the ProMaster uses a front-wheel drive one. I wanted to know if this works for a vehicle designed for work. But I also have an odd curiosity to cargo vans in general as I wondered what it would be like to drive one for a week as my daily driver. This is what I found out. Function over form best describes the design brief for the Ram ProMaster. The overall profile reminds us of an oversized dustbuster with a steeply raked and short front end and tall sides. Awkward is the kindest word to use on the ProMaster’s front end with the grille placed very low, acres of gray plastic, headlights positioned near the windshield, and a large glass area. The rest of the ProMaster’s design fits in line with other cargo vans with clean sides, split-opening rear doors, and a set of optional wheels.  The ProMaster offers a wide variety of configurations. With three weight classes, three body styles, and various roof height and length options, you’ll be able to find a van that fit your needs. Our particular tester is one of the popular configurations; a 2500 with the 159-inch wheelbase and high roof option. Getting inside the ProMaster isn’t tough thanks to wide opening front doors and steps to help you climb up. Once in, you’ll notice one of the key benefits to the ProMaster’s exterior. The large glass area not only makes the interior feel airy, it provides excellent outward visibility. This helps make maneuvering in tight spaces easier. The design is very utilitarian with a plain look and controls within easy reach of the driver and passenger. There are some clever touches such as the integrated clipboard latch on the top of the dash to hold paperwork and numerous storage spaces. Many surfaces are covered in hard plastics which will hold up to the various work demands being put upon by owners. One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat. The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list. All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance. Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated. There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers. The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds. It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment. If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in. While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most. Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Trucks Model: ProMaster Cargo Trim: 2500 159" Wheelbase - High Roof Engine: 3.6L DOHC 24-Valve V6 Driveline: Six-Speed Automatic, Front-wheel Drive Horsepower @ RPM: 280 @ 6,400 Torque @ RPM: 260 @ 4,400 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 4.483 lbs Location of Manufacture: N/A Base Price: $35,095 As Tested Price: $43,460 (Includes $1,395 Destination Charge) Options: Sliding Driver-Side Door without Glass - $595.00 Trailer Tow Group - $585.00 UConnect 3 Navigation with 5-inch Display - $495.00 16-inch x 6.0-inch Aluminum Wheels - $445.00 Wood Composite Floor - $445.00 Premium Appearance Group - $395.00 Interior Convenience Group - $345.00 ParkSense Rear Park-Assist System - $295.00 Rear Hinged Doors with Deep Tinted Glass - $295.00 Speed Control - $295.00 Upper and Lower Side Wall Paneling Group - $295.00 LED Cargo Areas Light Bars - $285.00 225/75R16C BSW All-Season Tires - $250.00 Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00 Power Folding/Heated Mirrors - $245.00 Security Alarm - $245.00 DOT Certified Roadside Safety Kit - $195.00 Heated Driver Seat - $195.00 Leather-Wrapped Steering Wheel - $195.00 SiriusXM Sat Radio w/1-Year Subscription - $195.00 Rear Assist Handles - $150.00 Heated Passenger Seat - $145.00 Instrument Panel Bright Bezels - $95.00 12-Volt Rear Auxiliary Power Outlet - $45.00 View full article
  3. It feels somewhat weird to be writing a review of the 2018 Ram 1500 as the 2019 model begins to slowly roll out to dealers. Ram is trying their best get the 2018s out the door. At the time of this writing, Ram is offering up to $12,356 bonus cash on certain 1500 models. Seems very tempting, but are there some other reasons to consider the older 1500 over the new one? Design is very subjective. One person may like the design of a vehicle, while the another may think it is quite ugly. Case in point, I’m not a fan of 2019 Ram 1500. The new shape makes the Ram look like any other pickup truck on sale. At least the 2018 model still retains the big-rig styling that was introduced with the 1994 Ram 1500. The front end is in your face with a large grille, square headlights, and muscular hood. The side profile shows off a set of 20-inch wheels standard on the Limited and the optional RamBox storage system. That isn’t to say the 2018 Ram 1500 doesn’t have design issues either. The Limited trim swaps the standard crosshair grille for one that features ‘RAM’ in big letters. It is just a bit much and doesn’t quite fit in with the rest of the truck. Since our last review of the Ram 1500 in 2016, not much has changed in the interior. It still has one of cleanest layout for controls and material quality is quite high. Some will snicker at the belt-buckle seat pockets and a ‘Limited’ badge stitched in the center console, but thankfully those touches are only on the higher end models. I do wish Ram would put in a telescoping adjustment for the steering wheel as it would make easier to find a comfortable driving position. The adjustable pedals alleviate this issue somewhat. One change I was glad to see was the newest version of UConnect being installed on the 2018 model. This brings an updated interface and compatibility with Android Auto and Apple CarPlay. The new interface makes UConnect even easier to use with clearer text and brighter screen. Integration with Apple CarPlay is one the best as it only took a few seconds for the system to find my phone and bring up the CarPlay interface. If you decide to go with the Limited, the only engine on offer is the 5.7L HEMI V8 with 395 horsepower and 410 pound-feet of torque. An eight-speed automatic and four-wheel drive complete the powertrain. Those wanting other options will need to drop down to one of the lower trims. On paper, the HEMI V8 seems like a capable performer with close to 400 horsepower. On the road, the HEMI doesn’t quite match up to those expectations. Despite having a muscle car snarl when accelerating, the HEMI V8 is noticeably slower than competitors. As an example, the Ram 1500 took a few ticks longer to hit 70 mph than the previous GM or Toyota full-size trucks I have driven. I cannot pinpoint the possible culprit to this, but I have the feeling the truck’s curb weight and the eight-speed automatic play a role. EPA fuel economy figures for the 2018 Ram 1500 with the HEMI V8 and four-wheel drive are 15 City/21 Highway/17 Combined. My average for the week landed at 14.7 mpg in mostly city driving. Ram still holds an edge when it comes to the ride quality. The coil-spring setup for the rear suspension gives the truck a ride quality more akin to a sedan with most bumps being smoothed over. This truck also came with an optional air suspension which lowers the truck at highway speeds to improve fuel economy. It also makes getting in and out of the Ram 1500 slightly easier. One item I hope Ram has improved with the 2019 model is the steering. The system used in the 2018 Ram 1500 is quite slow and light, meaning it takes more effort to do simple tasks such as pulling into a parking spot. The Ram 1500 Limited is only available in one configuration - Crew Cab, 5’7” cargo bed, 5.7L HEMI V8, and 4WD. Base price is $56,375, with our test truck coming in at $63,870. For most folks, I would recommend dropping down to the likes of the Big Horn or Laramie as they offer more configuration options in terms of powertrains, cabs, and features. Aside from the deep discounts being on offer for the 2018 Ram 1500, deciding whether to go for the old or new model will come down to personal desires. For some, seeing the various improvements and the shiny new body will draw them towards the 2019 model. For others, the deep discounts and being a proven product will bring them over to the 2018 model. I fall into the latter category at the moment, but it might change whenever I get the chance to drive the 2019 Ram 1500. Disclaimer: Ram Provided the 1500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Model: 1500 Trim: Limited Engine: 5.7L HEMI VVT V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 395 @ 5,600 Torque @ RPM: 410 @ 3,950 Fuel Economy: City/Highway/Combined - 15/21/17 Curb Weight: 5,387 lbs Location of Manufacture: Warren, MI Base Price: $53,595 As Tested Price: $63,870 (Includes $1,395 Destination Charge and $300 Suede Headliner Delete Credit) Options: Limited Package 26V - $3,200.00 Limited Tungsten Edition - $1,825.00 Ram Box Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $595.00 Anti-Spin Differential Rear Axle - $435.00 Single Disc Remote CD Player $345.00 Trailer Brake Control - $295.00 3.92 Rear Axle Ratio - $95.00
  4. It feels somewhat weird to be writing a review of the 2018 Ram 1500 as the 2019 model begins to slowly roll out to dealers. Ram is trying their best get the 2018s out the door. At the time of this writing, Ram is offering up to $12,356 bonus cash on certain 1500 models. Seems very tempting, but are there some other reasons to consider the older 1500 over the new one? Design is very subjective. One person may like the design of a vehicle, while the another may think it is quite ugly. Case in point, I’m not a fan of 2019 Ram 1500. The new shape makes the Ram look like any other pickup truck on sale. At least the 2018 model still retains the big-rig styling that was introduced with the 1994 Ram 1500. The front end is in your face with a large grille, square headlights, and muscular hood. The side profile shows off a set of 20-inch wheels standard on the Limited and the optional RamBox storage system. That isn’t to say the 2018 Ram 1500 doesn’t have design issues either. The Limited trim swaps the standard crosshair grille for one that features ‘RAM’ in big letters. It is just a bit much and doesn’t quite fit in with the rest of the truck. Since our last review of the Ram 1500 in 2016, not much has changed in the interior. It still has one of cleanest layout for controls and material quality is quite high. Some will snicker at the belt-buckle seat pockets and a ‘Limited’ badge stitched in the center console, but thankfully those touches are only on the higher end models. I do wish Ram would put in a telescoping adjustment for the steering wheel as it would make easier to find a comfortable driving position. The adjustable pedals alleviate this issue somewhat. One change I was glad to see was the newest version of UConnect being installed on the 2018 model. This brings an updated interface and compatibility with Android Auto and Apple CarPlay. The new interface makes UConnect even easier to use with clearer text and brighter screen. Integration with Apple CarPlay is one the best as it only took a few seconds for the system to find my phone and bring up the CarPlay interface. If you decide to go with the Limited, the only engine on offer is the 5.7L HEMI V8 with 395 horsepower and 410 pound-feet of torque. An eight-speed automatic and four-wheel drive complete the powertrain. Those wanting other options will need to drop down to one of the lower trims. On paper, the HEMI V8 seems like a capable performer with close to 400 horsepower. On the road, the HEMI doesn’t quite match up to those expectations. Despite having a muscle car snarl when accelerating, the HEMI V8 is noticeably slower than competitors. As an example, the Ram 1500 took a few ticks longer to hit 70 mph than the previous GM or Toyota full-size trucks I have driven. I cannot pinpoint the possible culprit to this, but I have the feeling the truck’s curb weight and the eight-speed automatic play a role. EPA fuel economy figures for the 2018 Ram 1500 with the HEMI V8 and four-wheel drive are 15 City/21 Highway/17 Combined. My average for the week landed at 14.7 mpg in mostly city driving. Ram still holds an edge when it comes to the ride quality. The coil-spring setup for the rear suspension gives the truck a ride quality more akin to a sedan with most bumps being smoothed over. This truck also came with an optional air suspension which lowers the truck at highway speeds to improve fuel economy. It also makes getting in and out of the Ram 1500 slightly easier. One item I hope Ram has improved with the 2019 model is the steering. The system used in the 2018 Ram 1500 is quite slow and light, meaning it takes more effort to do simple tasks such as pulling into a parking spot. The Ram 1500 Limited is only available in one configuration - Crew Cab, 5’7” cargo bed, 5.7L HEMI V8, and 4WD. Base price is $56,375, with our test truck coming in at $63,870. For most folks, I would recommend dropping down to the likes of the Big Horn or Laramie as they offer more configuration options in terms of powertrains, cabs, and features. Aside from the deep discounts being on offer for the 2018 Ram 1500, deciding whether to go for the old or new model will come down to personal desires. For some, seeing the various improvements and the shiny new body will draw them towards the 2019 model. For others, the deep discounts and being a proven product will bring them over to the 2018 model. I fall into the latter category at the moment, but it might change whenever I get the chance to drive the 2019 Ram 1500. Disclaimer: Ram Provided the 1500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Model: 1500 Trim: Limited Engine: 5.7L HEMI VVT V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 395 @ 5,600 Torque @ RPM: 410 @ 3,950 Fuel Economy: City/Highway/Combined - 15/21/17 Curb Weight: 5,387 lbs Location of Manufacture: Warren, MI Base Price: $53,595 As Tested Price: $63,870 (Includes $1,395 Destination Charge and $300 Suede Headliner Delete Credit) Options: Limited Package 26V - $3,200.00 Limited Tungsten Edition - $1,825.00 Ram Box Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $595.00 Anti-Spin Differential Rear Axle - $435.00 Single Disc Remote CD Player $345.00 Trailer Brake Control - $295.00 3.92 Rear Axle Ratio - $95.00 View full article
  5. When you’re buying a luxury flagship sedan, you are making a statement to the world. Drive an S-Class, 7-Series, XJ, or other sedans and the impressions can range from being someone important to just having a lot of money. But for some people, they don’t want their luxury sedan to make itself known to the world. They want to enjoy the features available on their sedan, but without making so much noise. That’s where the Genesis G90 could make some inroads. Part of Hyundai’s new luxury brand, the G90 has its sights set on the stalwarts of the flagship luxury class by offering many of the features and luxury appointments found in them at a very low price. We spent a week in a G90 Premium to see if this ploy could work. Genesis has injected a bit of style into the G90’s design. The key traits are a distinctive character line running the whole length of the vehicle and fenders that bulge out slightly. The rear end is slightly boring. However, the G90’s front end doesn’t quite fit in with the rest of the design. The flat nose and large grille borrowed from the smaller G80 seems a bit out of place. Step inside and the G90 seems to have the design and materials nailed down. It is quite handsome with a simple dash design, genuine wood trim, and a mix of Nappa leather and soft-touch plastics. But take a longer look and you begin to notice some glaring issues. The steering wheel is a good example as it doesn't feel like it is covered in leather. Instead, it feels like textured vinyl. This is odd since a couple of months after the G90, I spent some time in the G80 Sport and found the steering wheel to feel like leather. Another issue is the center stack's button and knobs which appear to be borrowed from Hyundai’s parts bin. I’ll admit I’m nitpicking, but it's the little things that can make or break a flagship luxury sedan. Settling in the G90, you cannot help but be impressed by the front seats. Upholstered in Nappa leather, the seats offer the right mix of cushioning and support for long drives. The driver’s seat comes with 22-way power adjustments, while the passenger has to make do with 16-way power adjustments. One nice touch is the seat moving back whenever the door is open to allow for easier entry and exit from the vehicle. Those sitting in the back will have no complaints as there is a large amount of head and legroom on offer. A folding armrest has controls for climate control, audio, and heated seats. Ultimate models add more luxuries such as power adjustments and a rear-seat entertainment system. A large 12.3-inch screen houses Genesis’ infotainment system. This is controlled through either a controller knob on the center console or a set of buttons below the screen. Using the system is a breeze thanks to an easy to understand interface and the various control methods on offer. The screen is vibrant and allows you to have two functions up at the same time - having audio on one side and the navigation on the other. There are some areas Genesis can improve on. For one, the G90 doesn’t offer Apple CarPlay or Android Auto compatibility - something most of the competition does. Also, it would be nice to have more than two USB ports - one in the front and the other in the rear - so that people are not fighting over who gets to charge their phone. Genesis offers two engines on the G90. Our base Premium tester came with the 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. The uplevel Ultimate features the 5.0L V8 with 420 horsepower and 383 pound-feet of torque. An eight-speed automatic is equipped with either engine and there is a choice of rear-wheel or HTRAC all-wheel drive - our test car had the latter. Unless you want the rumble of the V8, the twin-turbo V6 is the engine to go for. For one, the V6 feels just as fast as the V8. Outlets who have timed both say the V6 can match the V8 in 0-60 mph. Plus, the V6 feels more eager to accelerate thanks to torque arriving at 1,300 rpm. The eight-speed automatic delivers smooth shifts and doesn’t show any hesitation to downshift when more power is needed. EPA fuel economy figures for the 2018 G90 3.3T HTRAC AWD stand at 17 City/24 Highway/20 Combined. My average for the week landed around 20.2 mpg. The G90’s ride is similar to big 70’s Buick or Cadillac, soft and pillowy thanks to the standard adaptive dampers. Even with the G90 set in Sport mode, the dampers were still able to keep road imperfections at bay. In terms of noise isolation, the G90 is towards the top. Road and engine noise are nonexistent inside. Only a little wind noise is noticeable. This makes the G90 a perfect car to take a long road trip. The trade-off to the soft ride is a fair amount of body roll in corners, even in the sport mode. Steering is light, but has a precise feel. If you’re looking for a luxury sedan that is a bit fun on a winding road, we are happy to point you in the direction of a Cadillac CT6 or Jaguar XJ. The 2018 Genesis G90 significantly undercuts the competition when it comes to price. Our Premium tester came with a base price of $70,850 with the HTRAC AWD system. Add a $975.00 destination charge to get our as-tested price of $71,825. Considering that includes the 12.3-inch infotainment system, three-zone climate control, heated and ventilated front seats, heated rear seats, adaptive cruise control, lane keep assist, and surround view camera system, it makes the G90 very much a steal. The Genesis G90 may not shout out its intention of being a flagship sedan, but it goes about its business quietly. It delivers the smooth ride, long list of equipment, and understated looks a number of folks are looking for. The punchy twin-turbo V6 and low price are just the cherries on top. However, the G90 does cut some corners in terms of the materials. Considering the competition that the G90 is going up against, this is a big black mark for an otherwise excellent sedan. As they say, the devil is in the details. Disclaimer: Genesis Provided the G90 Insurance, and One Tank of Gas Year: 2018 Make: Genesis Model: G90 Trim: 3.3T Premium HTRAC Engine: 3.3L Twin-Turbo DOHC 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 365 @ 6,000 Torque @ RPM: 376 @ 1,300 - 4,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: 4,784 lbs Location of Manufacture: Ulsan, South Korea Base Price: $70,850 As Tested Price: $71,825 (Includes $975.00 Destination Charge) Options: N/A
  6. When you’re buying a luxury flagship sedan, you are making a statement to the world. Drive an S-Class, 7-Series, XJ, or other sedans and the impressions can range from being someone important to just having a lot of money. But for some people, they don’t want their luxury sedan to make itself known to the world. They want to enjoy the features available on their sedan, but without making so much noise. That’s where the Genesis G90 could make some inroads. Part of Hyundai’s new luxury brand, the G90 has its sights set on the stalwarts of the flagship luxury class by offering many of the features and luxury appointments found in them at a very low price. We spent a week in a G90 Premium to see if this ploy could work. Genesis has injected a bit of style into the G90’s design. The key traits are a distinctive character line running the whole length of the vehicle and fenders that bulge out slightly. The rear end is slightly boring. However, the G90’s front end doesn’t quite fit in with the rest of the design. The flat nose and large grille borrowed from the smaller G80 seems a bit out of place. Step inside and the G90 seems to have the design and materials nailed down. It is quite handsome with a simple dash design, genuine wood trim, and a mix of Nappa leather and soft-touch plastics. But take a longer look and you begin to notice some glaring issues. The steering wheel is a good example as it doesn't feel like it is covered in leather. Instead, it feels like textured vinyl. This is odd since a couple of months after the G90, I spent some time in the G80 Sport and found the steering wheel to feel like leather. Another issue is the center stack's button and knobs which appear to be borrowed from Hyundai’s parts bin. I’ll admit I’m nitpicking, but it's the little things that can make or break a flagship luxury sedan. Settling in the G90, you cannot help but be impressed by the front seats. Upholstered in Nappa leather, the seats offer the right mix of cushioning and support for long drives. The driver’s seat comes with 22-way power adjustments, while the passenger has to make do with 16-way power adjustments. One nice touch is the seat moving back whenever the door is open to allow for easier entry and exit from the vehicle. Those sitting in the back will have no complaints as there is a large amount of head and legroom on offer. A folding armrest has controls for climate control, audio, and heated seats. Ultimate models add more luxuries such as power adjustments and a rear-seat entertainment system. A large 12.3-inch screen houses Genesis’ infotainment system. This is controlled through either a controller knob on the center console or a set of buttons below the screen. Using the system is a breeze thanks to an easy to understand interface and the various control methods on offer. The screen is vibrant and allows you to have two functions up at the same time - having audio on one side and the navigation on the other. There are some areas Genesis can improve on. For one, the G90 doesn’t offer Apple CarPlay or Android Auto compatibility - something most of the competition does. Also, it would be nice to have more than two USB ports - one in the front and the other in the rear - so that people are not fighting over who gets to charge their phone. Genesis offers two engines on the G90. Our base Premium tester came with the 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. The uplevel Ultimate features the 5.0L V8 with 420 horsepower and 383 pound-feet of torque. An eight-speed automatic is equipped with either engine and there is a choice of rear-wheel or HTRAC all-wheel drive - our test car had the latter. Unless you want the rumble of the V8, the twin-turbo V6 is the engine to go for. For one, the V6 feels just as fast as the V8. Outlets who have timed both say the V6 can match the V8 in 0-60 mph. Plus, the V6 feels more eager to accelerate thanks to torque arriving at 1,300 rpm. The eight-speed automatic delivers smooth shifts and doesn’t show any hesitation to downshift when more power is needed. EPA fuel economy figures for the 2018 G90 3.3T HTRAC AWD stand at 17 City/24 Highway/20 Combined. My average for the week landed around 20.2 mpg. The G90’s ride is similar to big 70’s Buick or Cadillac, soft and pillowy thanks to the standard adaptive dampers. Even with the G90 set in Sport mode, the dampers were still able to keep road imperfections at bay. In terms of noise isolation, the G90 is towards the top. Road and engine noise are nonexistent inside. Only a little wind noise is noticeable. This makes the G90 a perfect car to take a long road trip. The trade-off to the soft ride is a fair amount of body roll in corners, even in the sport mode. Steering is light, but has a precise feel. If you’re looking for a luxury sedan that is a bit fun on a winding road, we are happy to point you in the direction of a Cadillac CT6 or Jaguar XJ. The 2018 Genesis G90 significantly undercuts the competition when it comes to price. Our Premium tester came with a base price of $70,850 with the HTRAC AWD system. Add a $975.00 destination charge to get our as-tested price of $71,825. Considering that includes the 12.3-inch infotainment system, three-zone climate control, heated and ventilated front seats, heated rear seats, adaptive cruise control, lane keep assist, and surround view camera system, it makes the G90 very much a steal. The Genesis G90 may not shout out its intention of being a flagship sedan, but it goes about its business quietly. It delivers the smooth ride, long list of equipment, and understated looks a number of folks are looking for. The punchy twin-turbo V6 and low price are just the cherries on top. However, the G90 does cut some corners in terms of the materials. Considering the competition that the G90 is going up against, this is a big black mark for an otherwise excellent sedan. As they say, the devil is in the details. Disclaimer: Genesis Provided the G90 Insurance, and One Tank of Gas Year: 2018 Make: Genesis Model: G90 Trim: 3.3T Premium HTRAC Engine: 3.3L Twin-Turbo DOHC 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 365 @ 6,000 Torque @ RPM: 376 @ 1,300 - 4,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: 4,784 lbs Location of Manufacture: Ulsan, South Korea Base Price: $70,850 As Tested Price: $71,825 (Includes $975.00 Destination Charge) Options: N/A View full article
  7. On the day I was getting the Mitsubishi Outlander Sport for a week-long test, meteorologists were calling for a massive snowstorm in Metro Detroit. Depending on where you lived, snowfall was expected to range from six inches to almost a foot. As I was signing the paperwork and getting the key, the snow was beginning to fall at a heavy rate. It would be an interesting week with one of oldest crossovers on sale. The current Outlander Sport has been with us since 2011 and it still stands out from other crossovers in the class. This comes down to an aggressive design and Mitsubishi making a number of changes to the design in the past few years. For 2018, Mitsubishi has updated the Outlander Sport with new bumpers and LED running lights. Up front, Mitsubishi went with a dual grille setup - a narrow one on top and a large mesh one for the bottom. 18-inch wheels come standard on all Outlander Sports and look quite sharp. Mitsubishi hasn’t done much to the Outlander Sport’s interior since its launch and it clearly shows. The design is very uninspired with seemingly endless black plastic and almost no brightwork. Most materials used feel brittle and cheap, which is very disappointing when compared to other models such as the Honda HR-V and Mazda CX-3. Mitsubishi does redeem itself a little bit with the dash being covered in soft-touch material. Another plus point to the Outlander Sport’s interior is the control layout. The buttons and knobs are laid out in a logical fashion and are within easy reach. Getting comfortable in the front seats is not hard thanks to a decent amount of manual adjustments on offer, along with a tilt-telescoping steering wheel for the driver. Slightly worrying was my test Outlander Sport having a driver’s seat that slightly rocked whenever the vehicle accelerated and stopped. I know this issue isn’t isolated to my test vehicle. Speaking to some who have driven different 2018 Outlander Sports, they have reported the same issue. Mitsubishi really needs to figure out this issue and get a fix out ASAP. The rear seat offers a decent amount of headroom, but there is barely enough legroom for taller passengers. Cargo space is quite good with 21.7 cubic feet of space behind the front seats and 49.5 cubic feet when folded. For 2018, Mitsubishi has installed a new 7-inch infotainment system on all Outlander Sports. Higher trims like our test SEL add Android Auto and Apple CarPlay capability. Compared to Mitsubishi’s previous infotainment systems, the one in the Outlander Sport is excellent. The system is very easy to use with a simple and vibrant interface. Performance is quite good as the system quickly responds to a user’s input. Mitsubishi offers two engines for the Outlander Sport. ES and LE models use a 2.0L four-cylinder, while the SE and SEL models feature a larger 2.4L four-cylinder. Our test vehicle had the latter engine which produces 168 horsepower and 167 pound-feet of torque. This is paired with a CVT and the choice of front- or Mitsubishi's All-Wheel Control (AWC) system. Out of the two engines, the 2.4 is the one to get as is feels noticeably quicker when leaving a stop. But it will run out of steam at higher speeds, making passing or getting onto the freeway a bit difficult. The CVT is somewhat slow to respond whenever you step on the accelerator. The AWC system redeems the Outlander Sport to a point. AWC offers the driver three different modes - 2WD, 4WD Auto, and 4WD Lock. The difference between the two 4WD settings is Auto only sends power to rear wheels if it detects slip where Lock sends power to all wheels. Putting the system into 4WD Lock, the Outlander Sport easily went through roads with close to a foot of snow on the ground with no issue. The system was able to quickly shift power to the wheels with grip to help keep the car moving. I believe if you fit you a set of snow tires to the Sport, you will have a very good winter vehicle. Fuel economy figures of 22 City/27 Highway/24 Combined put the Outlander Sport towards the bottom of the class. My average for the week landed around 23.2 mpg. For a subcompact crossover, the Outlander Sport’s ride is pleasant. It glides over bumps and other imperfections. Handling is a mixed affair. Drive the Outlander Sport normally around a corner and it feels composed. Begin to push it and there is a fair amount of body roll. Steering has a very rubbery feel and there is a noticeable dead zone when the wheel is centered. This might be the first review I have done where I have two verdicts on the Outlander Sport. As a whole, the model really needs to be replaced. In many areas, the Outlander Sport significantly trails competitors. It doesn’t help that the as-tested price was $29,310 which makes the Sport a bit of poor value. I know dealers put a lot of cash on the hoods of Outlander Sports to get them moving, which is likely one reason why it is Mitsubishi’s best selling model. But I would rather put my money into a Honda HR-V, Mazda CX-3, the new Hyundai Kona, and others since they are newer and offer so much more. But I will admit that the Outlander Sport came at a very opportune time. The snowstorm really brought up some of the Outlander Sport’s best qualities, primarily the AWC system and punchy four-cylinder around town. I remember an auto writer once saying that some of the most memorable vehicles are those that are not the best, but can show some bright spots in a difficult situation. The Outlander Sport for me is one of those vehicles. Disclaimer: Mitsubishi Provided the Outlander Sport, Insurance, and One Tank of Gas Year: 2018 Make: Mitsubishi Model: Outlander Sport Trim: SEL Engine: 2.4L MIVEC DOHC 16-Valve Four-Cylinder Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 168 @ 6,000 Torque @ RPM: 167 @ 4,100 Fuel Economy: City/Highway/Combined - 23/28/25 Curb Weight: N/A Location of Manufacture: Okazaki, Japan Base Price: $25,895 As Tested Price: $29,310 (Includes $940.00 Destination Charge) Options: Touring Package - $2,000.00 Diamond White Pearl - $200.00 Tonneau Cover - $150.00 Carpeted Floormats and Portfolio - $125.00
  8. On the day I was getting the Mitsubishi Outlander Sport for a week-long test, meteorologists were calling for a massive snowstorm in Metro Detroit. Depending on where you lived, snowfall was expected to range from six inches to almost a foot. As I was signing the paperwork and getting the key, the snow was beginning to fall at a heavy rate. It would be an interesting week with one of oldest crossovers on sale. The current Outlander Sport has been with us since 2011 and it still stands out from other crossovers in the class. This comes down to an aggressive design and Mitsubishi making a number of changes to the design in the past few years. For 2018, Mitsubishi has updated the Outlander Sport with new bumpers and LED running lights. Up front, Mitsubishi went with a dual grille setup - a narrow one on top and a large mesh one for the bottom. 18-inch wheels come standard on all Outlander Sports and look quite sharp. Mitsubishi hasn’t done much to the Outlander Sport’s interior since its launch and it clearly shows. The design is very uninspired with seemingly endless black plastic and almost no brightwork. Most materials used feel brittle and cheap, which is very disappointing when compared to other models such as the Honda HR-V and Mazda CX-3. Mitsubishi does redeem itself a little bit with the dash being covered in soft-touch material. Another plus point to the Outlander Sport’s interior is the control layout. The buttons and knobs are laid out in a logical fashion and are within easy reach. Getting comfortable in the front seats is not hard thanks to a decent amount of manual adjustments on offer, along with a tilt-telescoping steering wheel for the driver. Slightly worrying was my test Outlander Sport having a driver’s seat that slightly rocked whenever the vehicle accelerated and stopped. I know this issue isn’t isolated to my test vehicle. Speaking to some who have driven different 2018 Outlander Sports, they have reported the same issue. Mitsubishi really needs to figure out this issue and get a fix out ASAP. The rear seat offers a decent amount of headroom, but there is barely enough legroom for taller passengers. Cargo space is quite good with 21.7 cubic feet of space behind the front seats and 49.5 cubic feet when folded. For 2018, Mitsubishi has installed a new 7-inch infotainment system on all Outlander Sports. Higher trims like our test SEL add Android Auto and Apple CarPlay capability. Compared to Mitsubishi’s previous infotainment systems, the one in the Outlander Sport is excellent. The system is very easy to use with a simple and vibrant interface. Performance is quite good as the system quickly responds to a user’s input. Mitsubishi offers two engines for the Outlander Sport. ES and LE models use a 2.0L four-cylinder, while the SE and SEL models feature a larger 2.4L four-cylinder. Our test vehicle had the latter engine which produces 168 horsepower and 167 pound-feet of torque. This is paired with a CVT and the choice of front- or Mitsubishi's All-Wheel Control (AWC) system. Out of the two engines, the 2.4 is the one to get as is feels noticeably quicker when leaving a stop. But it will run out of steam at higher speeds, making passing or getting onto the freeway a bit difficult. The CVT is somewhat slow to respond whenever you step on the accelerator. The AWC system redeems the Outlander Sport to a point. AWC offers the driver three different modes - 2WD, 4WD Auto, and 4WD Lock. The difference between the two 4WD settings is Auto only sends power to rear wheels if it detects slip where Lock sends power to all wheels. Putting the system into 4WD Lock, the Outlander Sport easily went through roads with close to a foot of snow on the ground with no issue. The system was able to quickly shift power to the wheels with grip to help keep the car moving. I believe if you fit you a set of snow tires to the Sport, you will have a very good winter vehicle. Fuel economy figures of 22 City/27 Highway/24 Combined put the Outlander Sport towards the bottom of the class. My average for the week landed around 23.2 mpg. For a subcompact crossover, the Outlander Sport’s ride is pleasant. It glides over bumps and other imperfections. Handling is a mixed affair. Drive the Outlander Sport normally around a corner and it feels composed. Begin to push it and there is a fair amount of body roll. Steering has a very rubbery feel and there is a noticeable dead zone when the wheel is centered. This might be the first review I have done where I have two verdicts on the Outlander Sport. As a whole, the model really needs to be replaced. In many areas, the Outlander Sport significantly trails competitors. It doesn’t help that the as-tested price was $29,310 which makes the Sport a bit of poor value. I know dealers put a lot of cash on the hoods of Outlander Sports to get them moving, which is likely one reason why it is Mitsubishi’s best selling model. But I would rather put my money into a Honda HR-V, Mazda CX-3, the new Hyundai Kona, and others since they are newer and offer so much more. But I will admit that the Outlander Sport came at a very opportune time. The snowstorm really brought up some of the Outlander Sport’s best qualities, primarily the AWC system and punchy four-cylinder around town. I remember an auto writer once saying that some of the most memorable vehicles are those that are not the best, but can show some bright spots in a difficult situation. The Outlander Sport for me is one of those vehicles. Disclaimer: Mitsubishi Provided the Outlander Sport, Insurance, and One Tank of Gas Year: 2018 Make: Mitsubishi Model: Outlander Sport Trim: SEL Engine: 2.4L MIVEC DOHC 16-Valve Four-Cylinder Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 168 @ 6,000 Torque @ RPM: 167 @ 4,100 Fuel Economy: City/Highway/Combined - 23/28/25 Curb Weight: N/A Location of Manufacture: Okazaki, Japan Base Price: $25,895 As Tested Price: $29,310 (Includes $940.00 Destination Charge) Options: Touring Package - $2,000.00 Diamond White Pearl - $200.00 Tonneau Cover - $150.00 Carpeted Floormats and Portfolio - $125.00 View full article
  9. "We had no intention of turning it into a production car. But your positive reaction, as well as the reaction of our customers, changed our minds. We listened, and we made it real.” That was Toyota President Akio Toyoda speaking at the Lexus LC 500 debut at the 2016 Detroit Auto Show. Four years before, Lexus unveiled the LF-LC concept to the world. It was striking to say in the least with a design that empathized curves and deep cuts. There was no chance that this sleek concept would make it into production. It was too daring for a brand that liked to play it safe. But the LF-LC did make it into production and retained most of the design. But what is the rest of the car like? When an automaker takes a car from concept to production, something is usually lost in the translation due to regulations or costs. But Lexus was somehow able to carry over the design of the LF-LC concept to the LC 500. The front end is set very low and features the brand’s spindle grille and aggressive cuts in the bumper for the LED fog lights. Channels along the hood flow gently into either side of the grille. For the side, the door handles are flush with the doors and will pop out to allow entry into the vehicle. The rear fenders are quite wide to make room for larger tires and brake vents. The back stands out with narrow taillights that extend into the fenders and chrome exhaust surrounds. Wearing a dark grey finish, the LC 500 looks very sinister. The interior is a treat for the eyes. It’s a minimalist design with few buttons and knobs on the dash and door panels. There are some special design touches such as handles that float on the door panels and a grab handle that extends from the center stack to the console for the front seat passenger. Material quality is very impressive with leather, Alcantara, carbon fiber, and metal used throughout. My tester came with a set of sport seats with eight-way power seats. The seats feature increased bolstering to hold driver and passenger during a bout of exuberant driving. However, some people will not be able to fully fit into the seats because of the added bolstering. I would like to see Lexus offer some sort of adjustable bolstering down the road. The back seat is best used for storage. There is barely enough head and legroom for a small kid. A 10.3-inch screen sitting in the center stack features the latest version of Lexus Enform. The system features an updated interface with revised graphics and new color palate that makes it very easy to read at a glance. Controlling this is Lexus’ Remote Touchpad controller. Compared to other vehicles with the Touchpad, the LC brings a couple of key improvements. There are a set of shortcut buttons to common functions such as the radio and navigation. Lexus has also implemented a pause over each icon to prevent you from selecting another one because your finger slipped. Despite the improvements, Remote Touchpad is still very distracting to use when driving. You need to give your full attention to the system and not the road to make sure you’re turning on the heated seat for example. At least the LC 500 collision mitigation system with automatic braking to give you a bit of a safety net when using this system. Pop up the hood to find the heart of the LC 500; a 5.0L naturally-aspirated V8 producing 471 horsepower and 398 pound-feet of torque. This is paired with a 10-speed automatic transmission and rear-wheel drive. The powertrain has a Dr.Jekyll/Mr.Hyde personality. Driven normally, the 5.0L V8 emits a low growl and delivers power in a smooth fashion. Gear changes from the 10-speed are unobtrusive. Drive it with some aggression and the LC becomes an animal. The V8 emits a roar similar to a muscle car and will throw you back into the seat as power comes on rapidly. The 10-speed automatic delivers fast shifts to keep the engine in its sweet spot of power. I found myself having a stupid grin on my face every time I would floor the accelerator just to hear the lovely sounds of the V8. EPA fuel economy figures for the 2018 Lexus LC 500 are 16 City/26 Highway/19 Combined. My average for the week landed around 18.6 mpg. The LC 500 is quite surprising on a winding road. Despite the large size and weight, the LC seems to glide from bend to bend with little body roll. Some of this can be attributed to the rear-wheel steering system that is part of an optional performance package that makes the coupe feel smaller. This package also adds the variable gear-ratio steering system which adjusts the number of turns to reach steering lock helps the LC feel nimble. The only downside is the steering lacking the feedback some driving enthusiasts want. On a cruise, the LC 500 settles down and provides a somewhat relaxing ride. A small number of bumps make their way inside due to the 21-inch forged aluminum wheels. The smaller 20-inch wheels do improve ride quality somewhat. Road and wind noise are kept to minimum levels. Possibly the big surprise is how much the LC 500 will set you back. The base is $92,000 and our test vehicle came with an as-tested price of $101,715 with destination. Considering how much performance and luxuries you get for the price, the LC 500 is quite the steal. Lexus took quite the gamble with the LC 500 and their efforts paid off. The sharp exterior styling hides a very impressive chassis that somehow balances sporty handling and comfort. Plus, the V8 engine provides one of the most impressive sounds. Lexus Enform and Remote Touch spoil the LC somewhat as it is distracting to use. In a way, the LC is a modern incarnation of the SC coupe from the 90s. Both were a departure for Lexus as they offered a sleek design, smooth and powerful engines, and a balance between comfort and support. The two coupes also gave Lexus something it was lacking, a soul. Disclaimer: Lexus Provided the LC 500, Insurance, and One Tank of Gas Year: 2018 Make: Lexus Model: LC Trim: 500 Engine: 5.0L DOHC 32-Valve, Dual VVT-i V8 Driveline: Ten-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 471 @ 7,100 Torque @ RPM: 398 @ 4,800 Fuel Economy: City/Highway/Combined - 16/26/19 Curb Weight: 4,280 lbs Location of Manufacture: Motomachi, Yokohama, Japan Base Price: $92,000 As Tested Price: $101,715 (Includes $995.00 Destination Charge) Options: Performance Package with Carbon - $5,960.00 Mark Levinson Reference Surround Sound System - $1,220.00 Color Heads-Up Display - $900.00 Torsen Limited-Slip Rear Differential - $390.00 All-Weather Trim Package - $250.00
  10. I couldn’t believe my eyes as to what stood before me. In the driveway stood an Alfa Romeo Giulia Quadrifoglio. I had to touch it to see if I was imagining it. Okay, I am being a bit hyperbolic, but considering the long time it took Alfa Romeo to get its affairs in some semblance of order, it is amazing that the Giulia is on sale. Still, I had a bit of trepidation with spending a week in the Giulia Quadrifoglio. The past year has seen a number of outlets reporting various gremlins pop up on their test vehicles. Would my particular one be spared? If so, what does the Giulia Quadrifoglio offer over the competition? Alfa Romeo is known for styling vehicles that stand out and Giulia Quadrifoglio is no exception. Up front resides the traditional Alfa triangle grille and large openings in the bumper with mesh inserts. The carbon fiber hood features gentle sculpting and a set of air vents in the channels. The side profile features more of the gentle sculpting on the doors, along with carbon fiber side skirts and 19-inch wheels finished in dark gray. The rear is where the Giulia Quadrifoglio makes its intentions known to the world with a carbon fiber lip spoiler and massive rear diffuser with large exhaust pipes sitting on either end. Finishing off the vehicle are cloverleaf badges on the front fenders and a dark blue finish. At first glance, the Giulia’s interior looks elegant. The dash has a flowing wave shape that is higher on the driver’s side to make space for the instrument cluster and infotainment system. Material choices such soft-touch plastics, carbon fiber accent trim, and a small-rimmed steering wheel with Alcantara and carbon fiber help set the Quadrifoglio apart from other Giulia models. But Alfa Romeo earns some red marks as the center console is littered with cheap plastics - the controller for the infotainment system and gear lever being the key offenders. Our test Giulia Quadrifoglio came with the standard leather and Alcantara sport seats. A set of carbon fiber Sparco racing seats are available as an option, but it is one we would recommend trying out first. Sitting in a Quadrifoglio with the optional seats, I found that I could not fully settle into them due to my wide shoulder blades. The standard seats offer increased bolstering to hold you and a passenger when the road gets twisty. I would like to see a little bit more cushioning in the seats as it becomes somewhat uncomfortable the longer you sit in them. The back seat in Giulia is average for the class, offering a decent amount of head and legroom for those under six-feet. Getting in and out of the back seat is not easy due to a narrow opening. All Giulia Quadrifoglios come equipped with an 8.8-inch infotainment system. Controlling this is a rotary knob in the center console, along with using voice commands. The system itself is very frustrating for a number of reasons. For one, the system is slow when put against competitors. It takes a few moments to switch between various menus. Also, certain functions don’t work as you might expect. For example, turning the knob in the navigation system doesn’t zoom in or out. You have to scroll the navigation menu to find the Zoom command to allow this function. Other issues I experienced during my week-long test of the Giulia included,: The system wouldn’t play my iPod if I had it paused for more than minute or if I switched to another audio source and then back to the iPod. Connecting my iPhone 7 Plus to the system via Bluetooth took on average about 45 seconds. I had the system crash on me twice during the week I had the Giulia. One of those crashes required me to turn off the vehicle and start it back up to get the system working again. Alfa Romeo needs to go back to the garage and do some serious work with this infotainment system. Underneath the carbon fiber hood lies the beating heart of the Quadrifoglio, a 2.9L twin-turbo V6 with 505 horsepower and 443 pound-feet of torque. Drive is sent to the rear-wheels via an eight-speed automatic transmission. Quadrifoglio models have four drive modes - Race, Dynamic, Natural, and Advanced Efficiency and each one alters the engine’s behavior. Advanced Efficiency and Natural are about the same with the throttle being a bit more laid back. But that isn’t to say the Giulia isn’t quick in either mode. It has more than enough oomph to leave other cars in the dust when leaving a stop light or merging. But the engine really comes alive when in Dynamic or Race. The throttle sharpens up and the exhaust opens up to deliver a tantalizing soundtrack. Mash the pedal and hold on because this engine will throw you back. The engine sings at mid and high-rpms with speed coming on at an astonishing rate. Alfa says the Quadrifoglio can hit 60 mph in 3.8 seconds and I can say they are right on the money. The automatic transmission is quite impressive. In Normal and Advanced Efficiency, the transmission delivers smooth gear changes. Turn to Dynamic or Race and the gear changes are snappy and fast. Oddly, the automatic transmission exhibits some hesitation when leaving a stop. This is a problem more attune with dual-clutch transmissions. EPA fuel economy figures for the Giulia Quadrifoglio are 17 City/24 Highway/20 Combined. My average for the week landed at 19.7 mpg. Handling is where the Giulia Quadrifoglio truly shines. Enter into a corner and Giulia hunkers down with little body roll and gives you the confidence to push a little bit further. Steering is another highlight, offering quick response and decent weight. The only complaint I have with the steering is that I wished for some road feel. There is a trade-off to Giulia’s handling and that is a very stiff ride. Even with the vehicle set in Advanced Efficiency or Natural mode, the suspension will transmit every road imperfection to your backside. Wind and road noise isolation is about average for the class. It is time to address the elephant in the room and that is Alfa Romeo’s reliability record. Since the Giulia went on sale last year, numerous outlets have reported various issues from a sunroof jamming to a vehicle going into a limp mode after half a lap on a track. The only real issues I experienced during my week dealt with infotainment system which made me breathe a sigh of relief. Still, the dark cloud of reliability hung over the Giulia and I never felt fully comfortable that some show-stopping issue would happen. This is something Alfa Romeo needs to remedy ASAP. Now we come to end of the Giulia Quadrifoglio review and I am quite mixed. Considering the overall package, the Quadrifoglio is not for everyone. No, it isn’t just because of reliability. This vehicle is a pure sports car in a sedan wrapper. It will put a big smile on your face every time you get on the throttle or execute that perfect turn around a corner. But it will not coddle you or your passengers during the daily drive. Add in the material quality issues and concerns about reliability, and you have a mixed bag. To some, that is the charm of an Alfa Romeo. Within all of those flaws is a brilliant automobile. For others, it is something that should be avoided at all costs. Disclaimer: Alfa Romeo Provided the Giulia, Insurance, and One Tank of Gas Year: 2017 Make: Alfa Romeo Model: Giulia Trim: Quadrifoglio Engine: 2.9L 24-Valve DOHC Twin-Turbo V6 Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 505 @ 6,500 Torque @ RPM: 443 @ 2,500 - 5,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: N/A Location of Manufacture: Cassino, Italy Base Price: $72,000 As Tested Price: $76,995 (Includes $1,595.00 Destination Charge) Options: Driver Assist Dynamic Plus Package - $1,500.00 Harman Kardon Premium Audio System - $900.00 Montecarlo Blue Metallic Exterior Paint - $600.00 Quadrifoglio Carbon Fiber Steering Wheel - $400.00
  11. I couldn’t believe my eyes as to what stood before me. In the driveway stood an Alfa Romeo Giulia Quadrifoglio. I had to touch it to see if I was imagining it. Okay, I am being a bit hyperbolic, but considering the long time it took Alfa Romeo to get its affairs in some semblance of order, it is amazing that the Giulia is on sale. Still, I had a bit of trepidation with spending a week in the Giulia Quadrifoglio. The past year has seen a number of outlets reporting various gremlins pop up on their test vehicles. Would my particular one be spared? If so, what does the Giulia Quadrifoglio offer over the competition? Alfa Romeo is known for styling vehicles that stand out and Giulia Quadrifoglio is no exception. Up front resides the traditional Alfa triangle grille and large openings in the bumper with mesh inserts. The carbon fiber hood features gentle sculpting and a set of air vents in the channels. The side profile features more of the gentle sculpting on the doors, along with carbon fiber side skirts and 19-inch wheels finished in dark gray. The rear is where the Giulia Quadrifoglio makes its intentions known to the world with a carbon fiber lip spoiler and massive rear diffuser with large exhaust pipes sitting on either end. Finishing off the vehicle are cloverleaf badges on the front fenders and a dark blue finish. At first glance, the Giulia’s interior looks elegant. The dash has a flowing wave shape that is higher on the driver’s side to make space for the instrument cluster and infotainment system. Material choices such soft-touch plastics, carbon fiber accent trim, and a small-rimmed steering wheel with Alcantara and carbon fiber help set the Quadrifoglio apart from other Giulia models. But Alfa Romeo earns some red marks as the center console is littered with cheap plastics - the controller for the infotainment system and gear lever being the key offenders. Our test Giulia Quadrifoglio came with the standard leather and Alcantara sport seats. A set of carbon fiber Sparco racing seats are available as an option, but it is one we would recommend trying out first. Sitting in a Quadrifoglio with the optional seats, I found that I could not fully settle into them due to my wide shoulder blades. The standard seats offer increased bolstering to hold you and a passenger when the road gets twisty. I would like to see a little bit more cushioning in the seats as it becomes somewhat uncomfortable the longer you sit in them. The back seat in Giulia is average for the class, offering a decent amount of head and legroom for those under six-feet. Getting in and out of the back seat is not easy due to a narrow opening. All Giulia Quadrifoglios come equipped with an 8.8-inch infotainment system. Controlling this is a rotary knob in the center console, along with using voice commands. The system itself is very frustrating for a number of reasons. For one, the system is slow when put against competitors. It takes a few moments to switch between various menus. Also, certain functions don’t work as you might expect. For example, turning the knob in the navigation system doesn’t zoom in or out. You have to scroll the navigation menu to find the Zoom command to allow this function. Other issues I experienced during my week-long test of the Giulia included,: The system wouldn’t play my iPod if I had it paused for more than minute or if I switched to another audio source and then back to the iPod. Connecting my iPhone 7 Plus to the system via Bluetooth took on average about 45 seconds. I had the system crash on me twice during the week I had the Giulia. One of those crashes required me to turn off the vehicle and start it back up to get the system working again. Alfa Romeo needs to go back to the garage and do some serious work with this infotainment system. Underneath the carbon fiber hood lies the beating heart of the Quadrifoglio, a 2.9L twin-turbo V6 with 505 horsepower and 443 pound-feet of torque. Drive is sent to the rear-wheels via an eight-speed automatic transmission. Quadrifoglio models have four drive modes - Race, Dynamic, Natural, and Advanced Efficiency and each one alters the engine’s behavior. Advanced Efficiency and Natural are about the same with the throttle being a bit more laid back. But that isn’t to say the Giulia isn’t quick in either mode. It has more than enough oomph to leave other cars in the dust when leaving a stop light or merging. But the engine really comes alive when in Dynamic or Race. The throttle sharpens up and the exhaust opens up to deliver a tantalizing soundtrack. Mash the pedal and hold on because this engine will throw you back. The engine sings at mid and high-rpms with speed coming on at an astonishing rate. Alfa says the Quadrifoglio can hit 60 mph in 3.8 seconds and I can say they are right on the money. The automatic transmission is quite impressive. In Normal and Advanced Efficiency, the transmission delivers smooth gear changes. Turn to Dynamic or Race and the gear changes are snappy and fast. Oddly, the automatic transmission exhibits some hesitation when leaving a stop. This is a problem more attune with dual-clutch transmissions. EPA fuel economy figures for the Giulia Quadrifoglio are 17 City/24 Highway/20 Combined. My average for the week landed at 19.7 mpg. Handling is where the Giulia Quadrifoglio truly shines. Enter into a corner and Giulia hunkers down with little body roll and gives you the confidence to push a little bit further. Steering is another highlight, offering quick response and decent weight. The only complaint I have with the steering is that I wished for some road feel. There is a trade-off to Giulia’s handling and that is a very stiff ride. Even with the vehicle set in Advanced Efficiency or Natural mode, the suspension will transmit every road imperfection to your backside. Wind and road noise isolation is about average for the class. It is time to address the elephant in the room and that is Alfa Romeo’s reliability record. Since the Giulia went on sale last year, numerous outlets have reported various issues from a sunroof jamming to a vehicle going into a limp mode after half a lap on a track. The only real issues I experienced during my week dealt with infotainment system which made me breathe a sigh of relief. Still, the dark cloud of reliability hung over the Giulia and I never felt fully comfortable that some show-stopping issue would happen. This is something Alfa Romeo needs to remedy ASAP. Now we come to end of the Giulia Quadrifoglio review and I am quite mixed. Considering the overall package, the Quadrifoglio is not for everyone. No, it isn’t just because of reliability. This vehicle is a pure sports car in a sedan wrapper. It will put a big smile on your face every time you get on the throttle or execute that perfect turn around a corner. But it will not coddle you or your passengers during the daily drive. Add in the material quality issues and concerns about reliability, and you have a mixed bag. To some, that is the charm of an Alfa Romeo. Within all of those flaws is a brilliant automobile. For others, it is something that should be avoided at all costs. Disclaimer: Alfa Romeo Provided the Giulia, Insurance, and One Tank of Gas Year: 2017 Make: Alfa Romeo Model: Giulia Trim: Quadrifoglio Engine: 2.9L 24-Valve DOHC Twin-Turbo V6 Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 505 @ 6,500 Torque @ RPM: 443 @ 2,500 - 5,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: N/A Location of Manufacture: Cassino, Italy Base Price: $72,000 As Tested Price: $76,995 (Includes $1,595.00 Destination Charge) Options: Driver Assist Dynamic Plus Package - $1,500.00 Harman Kardon Premium Audio System - $900.00 Montecarlo Blue Metallic Exterior Paint - $600.00 Quadrifoglio Carbon Fiber Steering Wheel - $400.00 View full article
  12. The Hyundai Elantra GT has always stood apart from its sedan counterpart due to its European roots. This is most apparent in terms of handling where the hatchback felt slightly sharper than the sedan. Hyundai’s U.S. office has once again called on the European office to source a new Elantra GT hatchback. The model known in Europe as the i30 has been said to be a viable alternative to the Volkswagen Golf by automotive writers. Does that hold true in terms of the U.S.? Hyundai’s designers took a page out of the Golf’s playbook when it comes to the exterior. It may not have the excitement or sharp design traits of other compacts, but the Elantra GT’s shape is very classy. The front end features Hyundai’s new hexagonal grille shape and deep cuts in the bumper for the fog lights. The side profile features a large area of glass to help the interior feel airier and a set of 18-inch wheels with black center caps. The rear has a crease running along the rear tailgate and a dual exhaust system. My first impression of the Elantra GT’s interior was, “this is more interesting to look at than the Elantra sedan”. The dash design is clean with sculpting along the passenger side to provide some visual differentiation. Sport models feature red accent trim around the vents and stitching on the seats to give off the impression of sportiness. Material quality is average for the class with an equal mix of hard and soft-touch materials. Passengers sitting up front will find controls to be in easy reach and the seats offering adequate comfort. Taller passengers sitting in the back will be complaining about the minuscule amount of legroom. With the driver’s seat set in my position, I found my knees were almost touching the back of it. The Elantra GT’s cargo space is towards the top of the class with 24.9 cubic feet of space behind the rear seats and 55.1 cubic feet when folded. All Elantra GT’s get Hyundai’s BlueLink infotainment system housed either in a 7- or 8-inch touchscreen mounted on top of the dash. Our tester came with the larger 8-inch screen with navigation. Hyundai’s BlueLink system is one our favorite infotainment system with an easy-to-understand user interface, physical shortcut buttons around the screen, and snappy performance. Apple CarPlay and Android Auto integration are standard and bring more capability to BlueLink. Under the hood of the Elantra GT Sport is a turbocharged 1.6L four-cylinder producing 201 horsepower and 195 pound-feet of torque. This is the same engine you’ll find in the Elantra Sport and Kia Soul !. A six-speed manual is standard, but the model seen here had the optional seven-speed dual-clutch transmission. The first couple of days driving the Elantra GT Sport was somewhat of a disappointment. The throttle felt very sluggish, not letting the turbo engine provide a rush of power. Not helping was the transmission which was focused more on upshifting quickly, along with stumbling with gear changes at low speeds. But I soon figured out that putting the vehicle into Sport mode makes the vehicle much more lively. The throttle loosens up and allows the engine to exploit its full potential. The transmission seems to hold on to gears slightly longer to allow for improved performance. My hunch is that the standard drive mode is actually an eco mode to maximize fuel economy. I would like to see Hyundai add a separate eco mode and have the standard driving mode be a balance of eco and sport. In terms of fuel economy, the Elantra GT Sport is rated at 26 City/32 Highway/28 Combined with the DCT. My average for the week landed around 27 mpg with a 60/40 mix of city and highway driving. The Elantra GT Sport’s handling is Hyundai’s best effort to date. Sport models swap the torsion beam rear suspension found on the standard GT for a sport-tuned multilink setup. This swap makes the Elantra GT quite nimble in the corners with little body roll and feels poised. Steering provides decent weight when turning. The sporty setup does mean the Elantra GT Sport has a compliant ride with more road imperfections being transmitted. Not much wind noise comes inside, but a fair amount of road noise does. The Elantra GT Sport is so close to being a viable alternative to the Volkswagen Golf. It offers a clean exterior look, well-equipped interior, spacious cargo area, and impressive handling characteristics. But the programming of the standard drive mode dents the appeal of the Sport, making it feel less ‘sporty’. Hopefully, Hyundai has some plans to tweak the drive mode programming and dual-clutch transmission. Hyundai has an agreeable compact hatchback in the form of the Elantra GT Sport. But we think given a little bit more time and work, it could be one of the best. Disclaimer: Hyundai Provided the Elantra GT, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Elantra GT Trim: Sport A/T Engine: 1.6L Turbocharged DOHC D-CVVT GDI Four-Cylinder Driveline: Front-Wheel Drive, Seven-Speed dual-Clutch Horsepower @ RPM: 201 @ 6,000 Torque @ RPM: 195 @ 1,500 ~ 4,500 Fuel Economy: City/Highway/Combined - 26/32/28 Curb Weight: 3,155 lbs Location of Manufacture: Ulsan, South Korea Base Price: $24,350 As Tested Price: $29,210 (Includes $885.00 Destination Charge) Options: Sport Tech Package - $3,850.00 Carpeted Floor Mats - $125.00 View full article
  13. "We had no intention of turning it into a production car. But your positive reaction, as well as the reaction of our customers, changed our minds. We listened, and we made it real.” That was Toyota President Akio Toyoda speaking at the Lexus LC 500 debut at the 2016 Detroit Auto Show. Four years before, Lexus unveiled the LF-LC concept to the world. It was striking to say in the least with a design that empathized curves and deep cuts. There was no chance that this sleek concept would make it into production. It was too daring for a brand that liked to play it safe. But the LF-LC did make it into production and retained most of the design. But what is the rest of the car like? When an automaker takes a car from concept to production, something is usually lost in the translation due to regulations or costs. But Lexus was somehow able to carry over the design of the LF-LC concept to the LC 500. The front end is set very low and features the brand’s spindle grille and aggressive cuts in the bumper for the LED fog lights. Channels along the hood flow gently into either side of the grille. For the side, the door handles are flush with the doors and will pop out to allow entry into the vehicle. The rear fenders are quite wide to make room for larger tires and brake vents. The back stands out with narrow taillights that extend into the fenders and chrome exhaust surrounds. Wearing a dark grey finish, the LC 500 looks very sinister. The interior is a treat for the eyes. It’s a minimalist design with few buttons and knobs on the dash and door panels. There are some special design touches such as handles that float on the door panels and a grab handle that extends from the center stack to the console for the front seat passenger. Material quality is very impressive with leather, Alcantara, carbon fiber, and metal used throughout. My tester came with a set of sport seats with eight-way power seats. The seats feature increased bolstering to hold driver and passenger during a bout of exuberant driving. However, some people will not be able to fully fit into the seats because of the added bolstering. I would like to see Lexus offer some sort of adjustable bolstering down the road. The back seat is best used for storage. There is barely enough head and legroom for a small kid. A 10.3-inch screen sitting in the center stack features the latest version of Lexus Enform. The system features an updated interface with revised graphics and new color palate that makes it very easy to read at a glance. Controlling this is Lexus’ Remote Touchpad controller. Compared to other vehicles with the Touchpad, the LC brings a couple of key improvements. There are a set of shortcut buttons to common functions such as the radio and navigation. Lexus has also implemented a pause over each icon to prevent you from selecting another one because your finger slipped. Despite the improvements, Remote Touchpad is still very distracting to use when driving. You need to give your full attention to the system and not the road to make sure you’re turning on the heated seat for example. At least the LC 500 collision mitigation system with automatic braking to give you a bit of a safety net when using this system. Pop up the hood to find the heart of the LC 500; a 5.0L naturally-aspirated V8 producing 471 horsepower and 398 pound-feet of torque. This is paired with a 10-speed automatic transmission and rear-wheel drive. The powertrain has a Dr.Jekyll/Mr.Hyde personality. Driven normally, the 5.0L V8 emits a low growl and delivers power in a smooth fashion. Gear changes from the 10-speed are unobtrusive. Drive it with some aggression and the LC becomes an animal. The V8 emits a roar similar to a muscle car and will throw you back into the seat as power comes on rapidly. The 10-speed automatic delivers fast shifts to keep the engine in its sweet spot of power. I found myself having a stupid grin on my face every time I would floor the accelerator just to hear the lovely sounds of the V8. EPA fuel economy figures for the 2018 Lexus LC 500 are 16 City/26 Highway/19 Combined. My average for the week landed around 18.6 mpg. The LC 500 is quite surprising on a winding road. Despite the large size and weight, the LC seems to glide from bend to bend with little body roll. Some of this can be attributed to the rear-wheel steering system that is part of an optional performance package that makes the coupe feel smaller. This package also adds the variable gear-ratio steering system which adjusts the number of turns to reach steering lock helps the LC feel nimble. The only downside is the steering lacking the feedback some driving enthusiasts want. On a cruise, the LC 500 settles down and provides a somewhat relaxing ride. A small number of bumps make their way inside due to the 21-inch forged aluminum wheels. The smaller 20-inch wheels do improve ride quality somewhat. Road and wind noise are kept to minimum levels. Possibly the big surprise is how much the LC 500 will set you back. The base is $92,000 and our test vehicle came with an as-tested price of $101,715 with destination. Considering how much performance and luxuries you get for the price, the LC 500 is quite the steal. Lexus took quite the gamble with the LC 500 and their efforts paid off. The sharp exterior styling hides a very impressive chassis that somehow balances sporty handling and comfort. Plus, the V8 engine provides one of the most impressive sounds. Lexus Enform and Remote Touch spoil the LC somewhat as it is distracting to use. In a way, the LC is a modern incarnation of the SC coupe from the 90s. Both were a departure for Lexus as they offered a sleek design, smooth and powerful engines, and a balance between comfort and support. The two coupes also gave Lexus something it was lacking, a soul. Disclaimer: Lexus Provided the LC 500, Insurance, and One Tank of Gas Year: 2018 Make: Lexus Model: LC Trim: 500 Engine: 5.0L DOHC 32-Valve, Dual VVT-i V8 Driveline: Ten-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 471 @ 7,100 Torque @ RPM: 398 @ 4,800 Fuel Economy: City/Highway/Combined - 16/26/19 Curb Weight: 4,280 lbs Location of Manufacture: Motomachi, Yokohama, Japan Base Price: $92,000 As Tested Price: $101,715 (Includes $995.00 Destination Charge) Options: Performance Package with Carbon - $5,960.00 Mark Levinson Reference Surround Sound System - $1,220.00 Color Heads-Up Display - $900.00 Torsen Limited-Slip Rear Differential - $390.00 All-Weather Trim Package - $250.00 View full article
  14. The Toyota Highlander has an interesting selling point in the midsize crossover class. It is the only model that offers a hybrid version. Seems quite crazy that more automakers aren’t offering a green option due to the increasing popularity. But maybe there is a reason for that. (Author’s note: I don’t go into detail about the Highlander Hybrid’s exterior and interior as it is the same as the regular Highlander. If you want to get an idea of what I think, you can check out my quick drive review on the 2017 Highlander posted back in October. -WM) The Highlander Hybrid’s powertrain is comprised of a 3.5L V6, two electric motors, and a nickel-metal hydride battery pack. Total output is rated at 306 horsepower. This is paired up with a CVT. The electric motors are mounted on each axle and provide all-wheel drive. Despite the hybrid weighing 310 pounds more than the standard model, the instantaneous torque from electric motors disguises the extra weight at low speeds. This makes the hybrid feel slightly quicker around town than the standard model. But at higher speeds, the effectiveness of the electric motors begin to wane and the V6 begins to shoulder more of the burden. Merging onto a freeway, I found the hybrid to not be any quicker than the standard Highlander. Switching between hybrid and EV mode in the Highlander Hybrid is very seamless. You don’t notice the transition unless you have the hybrid powertrain screen up in the instrument cluster or infotainment system. Like most Toyota hybrids, the Highlander Hybrid can travel on electric power at speeds up to 25 mph for short distances. I found this was easy to sustain when driving in city areas or my neighborhood. EPA fuel economy figures on the Highlander Hybrid are 30 City/28 Highway/29 Combined for the base LE, and 29/27/28 for the rest of the lineup like our Limited tester. During my week, I was only able to achieve a disappointing 24 mpg on a 60/40 mix of city and highway driving. The Highlander I drove last year was only 2 mpg lower during my week-long test. Ride quality is similar to the regular Highlander as most bumps and potholes are ironed out. Road and wind noise are kept to very acceptable levels. Handling is not the Highlander Hybrid’s strong suit. Around corners, the hybrid shows an excessive amount of body roll and dull steering. On the upside, the hybrid does feel more planted to the road than the regular model thanks to the extra weight of batteries. Brakes are still an issue for Toyota’s hybrid vehicles. The Highlander Hybrid exhibits a vague and somewhat unpredictable feel from the pedal, which doesn’t inspire confidence. The 2017 Highlander Hybrid begins at $36,270 for the base LE, about $2,130 more than the standard Highlander LE V6 AWD. Our Limited tester starts at $44,760, and with a couple of options and destination, the as-tested price is $46,134. Is the hybrid worth it? In short, no. With gas prices the way they are at the moment, it will take a long time for you to break even on the extra cost of the Highlander Hybrid. Plus, I found the real-world fuel economy wasn’t that much better than the standard model. At the moment, I would stick with the standard Highlander and pocket the extra cash. Disclaimer: Toyota Provided the Highlander Hybrid, Insurance, and One Tank of Gas Year: 2017 Make: Toyota Model: Highlander Hybrid Trim: Limited Engine: 3.5L DOHC 24-Valve with VVT-iW V6, 2 Electric Motors, Sealed nickel metal hydride battery pack Driveline: CVT, AWD-i Horsepower @ RPM: 231 @ 5,800 (Gas); 167 @ 0 (Electric Motor 1); 68 @ 0 (Electric Motor 2); 306 (Total) Torque @ RPM: 215 @ 4,800 (Gas); 247 @ 0 (Electric Motor 1); 103 @ 0 (Electric Motor 2) Fuel Economy: City/Highway/Combined - 29/27/28 Curb Weight: 4,861 lbs Location of Manufacture: Princeton, Indiana Base Price: $44,760 As Tested Price: $46,134 (Includes $940.00 Destination Charge) Options: Carpet Floor Mats & Cargo Mat - $225.00 Body Side Molding - $209.00
  15. The Toyota Highlander has an interesting selling point in the midsize crossover class. It is the only model that offers a hybrid version. Seems quite crazy that more automakers aren’t offering a green option due to the increasing popularity. But maybe there is a reason for that. (Author’s note: I don’t go into detail about the Highlander Hybrid’s exterior and interior as it is the same as the regular Highlander. If you want to get an idea of what I think, you can check out my quick drive review on the 2017 Highlander posted back in October. -WM) The Highlander Hybrid’s powertrain is comprised of a 3.5L V6, two electric motors, and a nickel-metal hydride battery pack. Total output is rated at 306 horsepower. This is paired up with a CVT. The electric motors are mounted on each axle and provide all-wheel drive. Despite the hybrid weighing 310 pounds more than the standard model, the instantaneous torque from electric motors disguises the extra weight at low speeds. This makes the hybrid feel slightly quicker around town than the standard model. But at higher speeds, the effectiveness of the electric motors begin to wane and the V6 begins to shoulder more of the burden. Merging onto a freeway, I found the hybrid to not be any quicker than the standard Highlander. Switching between hybrid and EV mode in the Highlander Hybrid is very seamless. You don’t notice the transition unless you have the hybrid powertrain screen up in the instrument cluster or infotainment system. Like most Toyota hybrids, the Highlander Hybrid can travel on electric power at speeds up to 25 mph for short distances. I found this was easy to sustain when driving in city areas or my neighborhood. EPA fuel economy figures on the Highlander Hybrid are 30 City/28 Highway/29 Combined for the base LE, and 29/27/28 for the rest of the lineup like our Limited tester. During my week, I was only able to achieve a disappointing 24 mpg on a 60/40 mix of city and highway driving. The Highlander I drove last year was only 2 mpg lower during my week-long test. Ride quality is similar to the regular Highlander as most bumps and potholes are ironed out. Road and wind noise are kept to very acceptable levels. Handling is not the Highlander Hybrid’s strong suit. Around corners, the hybrid shows an excessive amount of body roll and dull steering. On the upside, the hybrid does feel more planted to the road than the regular model thanks to the extra weight of batteries. Brakes are still an issue for Toyota’s hybrid vehicles. The Highlander Hybrid exhibits a vague and somewhat unpredictable feel from the pedal, which doesn’t inspire confidence. The 2017 Highlander Hybrid begins at $36,270 for the base LE, about $2,130 more than the standard Highlander LE V6 AWD. Our Limited tester starts at $44,760, and with a couple of options and destination, the as-tested price is $46,134. Is the hybrid worth it? In short, no. With gas prices the way they are at the moment, it will take a long time for you to break even on the extra cost of the Highlander Hybrid. Plus, I found the real-world fuel economy wasn’t that much better than the standard model. At the moment, I would stick with the standard Highlander and pocket the extra cash. Disclaimer: Toyota Provided the Highlander Hybrid, Insurance, and One Tank of Gas Year: 2017 Make: Toyota Model: Highlander Hybrid Trim: Limited Engine: 3.5L DOHC 24-Valve with VVT-iW V6, 2 Electric Motors, Sealed nickel metal hydride battery pack Driveline: CVT, AWD-i Horsepower @ RPM: 231 @ 5,800 (Gas); 167 @ 0 (Electric Motor 1); 68 @ 0 (Electric Motor 2); 306 (Total) Torque @ RPM: 215 @ 4,800 (Gas); 247 @ 0 (Electric Motor 1); 103 @ 0 (Electric Motor 2) Fuel Economy: City/Highway/Combined - 29/27/28 Curb Weight: 4,861 lbs Location of Manufacture: Princeton, Indiana Base Price: $44,760 As Tested Price: $46,134 (Includes $940.00 Destination Charge) Options: Carpet Floor Mats & Cargo Mat - $225.00 Body Side Molding - $209.00 View full article
  16. Can any automaker out-do the Toyota Prius? Some have tried and ultimately have failed in one way or another. But the latest challenger, the Hyundai Ioniq, appears to be a formidable opponent. On paper, the Ioniq boasts higher fuel economy figures than the Prius. It also features a design that will not scare people away. We spent a week in the midlevel SEL to find out if the Prius needs to watch its back. The Ioniq’s design appears to be heavily influenced by the second and third-generation Prius. This is shown in the overall profile and rear tailgate design. The front end comes with a large hexagonal grille, raked projector headlights, and deep cuts in the bumpers enclosing a set of LEDs. The only downside to the Ioniq’s design is the plastic rectangle around the Hyundai emblem on the front. It looks out of place, but that houses the radar system needed for the automatic braking and adaptive cruise control systems. “It seems quite normal,” will be thought of many when they come inside the Ioniq. There is no futuristic design, joystick controller for the transmission, or endless acres of white plastic trim. This is an interior you might expect to find in the Elantra compact sedan. Material quality is similar to what you’ll find in a Toyota Prius - a mix of hard and soft plastics. The control layout is simple and is within easy reach for those sitting up front. The SEL comes with cloth upholstery and a power driver’s seat. Finding a comfortable position isn’t too hard with the power adjustments and a tilt-telescoping steering wheel. But the Ioniq’s front seats do falter on long trips. I found myself squirming around the seat after driving the vehicle for an hour. The back comes up slightly short in terms of head and legroom for taller passengers. For example, I’m 5’9” and my head was touching the headliner. A 7-inch infotainment system featuring Apple CarPlay and Android Auto integration is standard on all Ioniqs. A larger 8-inch system with navigation is only available on the top-line Limited trim. Hyundai offers one of the better infotainment systems with an easy-to-understand interface, quick performance, and having physical shortcut buttons to various functions. The only thing I wished Hyundai would do is making the 8-inch screen standard. This would make it easier to read the information at a quick glance. Hyundai employs a 1.6L Atkinson Cycle four-cylinder engine, a 32 kW electric motor, and a Lithium-ion Polymer battery for the Ioniq’s hybrid powertrain. Total output is rated at 139 horsepower, 18 more than in the Prius. Around town, the Ioniq is noticeably faster than the Prius. I had no problems with keeping up with the flow of traffic. Sport mode does sharpen acceleration, but it will eat into fuel economy. Like the Prius, the Ioniq does struggle with getting up to speed on the freeway. The six-speed dual-clutch automatic didn’t exhibit the hesitation to drop down a gear or the clunky gear changes that I experienced in the Kia Niro. It delivered smooth and quick shifts. The EPA rates the 2017 Ioniq SEL at 55 City/54 Highway/55 Combined - better the 54/50/52 for the Prius. My average for the week was a disappointing 45 mpg. Some of this can be explained by the extremely cold temps that hit the Detroit-area only a couple days into my loan. This caused the gas engine to run constantly to keep the vehicle warm. Like the Prius, the Ioniq is surprisingly fun to drive. There is little body roll and the vehicle quickly transitions from one turn to another. Steering has decent weight when turning, but is devoid of feel, something common in the class. The Ioniq comes up slightly short in terms of ride quality. On rough roads, the Ioniq lets in more bumps than the Prius. There is also a fair amount of tire roar that comes inside when driving on the freeway. Pricing is a strong point for the Ioniq. The midlevel SEL trim begins at $23,950. With the optional tech package (adds adaptive cruise control, automatic emergency braking, lane departure warning) and floor mats, the as-tested price comes to $25,910. Taking into account what you get for the price, the Ioniq continues Hyundai’s reputation of delivering a lot of car for the money. As my time with the Ioniq was coming to a close, I found myself stumped between choosing the Ioniq and Prius. The Ioniq has the less outlandish design, better performance, higher fuel economy figures (on paper), and value. But the Prius can hold its own as it has a better balance between ride and handling, slightly larger back seat, and impressive real-world fuel economy figures. Plus, the Prius name holds a lot more recognition than the Ioniq. Despite the positives, the Ioniq finds itself between a rock and hard place. Disclaimer: Hyundai Provided the Ioniq, Insurance, and One Tank of Gas Year: 2017 Make: Hyundai Model: Ioniq Trim: SEL Engine: 1.6L GDI Atkinson Cycle Four-Cylinder, Electric Motor Driveline: Six-Speed Dual-Clutch Transmission, Front-Wheel Drive Horsepower @ RPM: 104 @ 5,700 (Gas), 43 @ 0 (Electric), 139 (Combined) Torque @ RPM: 109 @ 4,000 (Gas), 125 @ 0 (Electric) Fuel Economy: City/Highway/Combined - 55/54/55 Curb Weight: 3,031 lbs Location of Manufacture: Ulsan, South Korea Base Price: $23,950 As Tested Price: $25,910 (Includes $835.00 Destination Charge) Options: Tech Package - $1,000.00 Carpeted Floor Mats - $125.00
  17. Can any automaker out-do the Toyota Prius? Some have tried and ultimately have failed in one way or another. But the latest challenger, the Hyundai Ioniq, appears to be a formidable opponent. On paper, the Ioniq boasts higher fuel economy figures than the Prius. It also features a design that will not scare people away. We spent a week in the midlevel SEL to find out if the Prius needs to watch its back. The Ioniq’s design appears to be heavily influenced by the second and third-generation Prius. This is shown in the overall profile and rear tailgate design. The front end comes with a large hexagonal grille, raked projector headlights, and deep cuts in the bumpers enclosing a set of LEDs. The only downside to the Ioniq’s design is the plastic rectangle around the Hyundai emblem on the front. It looks out of place, but that houses the radar system needed for the automatic braking and adaptive cruise control systems. “It seems quite normal,” will be thought of many when they come inside the Ioniq. There is no futuristic design, joystick controller for the transmission, or endless acres of white plastic trim. This is an interior you might expect to find in the Elantra compact sedan. Material quality is similar to what you’ll find in a Toyota Prius - a mix of hard and soft plastics. The control layout is simple and is within easy reach for those sitting up front. The SEL comes with cloth upholstery and a power driver’s seat. Finding a comfortable position isn’t too hard with the power adjustments and a tilt-telescoping steering wheel. But the Ioniq’s front seats do falter on long trips. I found myself squirming around the seat after driving the vehicle for an hour. The back comes up slightly short in terms of head and legroom for taller passengers. For example, I’m 5’9” and my head was touching the headliner. A 7-inch infotainment system featuring Apple CarPlay and Android Auto integration is standard on all Ioniqs. A larger 8-inch system with navigation is only available on the top-line Limited trim. Hyundai offers one of the better infotainment systems with an easy-to-understand interface, quick performance, and having physical shortcut buttons to various functions. The only thing I wished Hyundai would do is making the 8-inch screen standard. This would make it easier to read the information at a quick glance. Hyundai employs a 1.6L Atkinson Cycle four-cylinder engine, a 32 kW electric motor, and a Lithium-ion Polymer battery for the Ioniq’s hybrid powertrain. Total output is rated at 139 horsepower, 18 more than in the Prius. Around town, the Ioniq is noticeably faster than the Prius. I had no problems with keeping up with the flow of traffic. Sport mode does sharpen acceleration, but it will eat into fuel economy. Like the Prius, the Ioniq does struggle with getting up to speed on the freeway. The six-speed dual-clutch automatic didn’t exhibit the hesitation to drop down a gear or the clunky gear changes that I experienced in the Kia Niro. It delivered smooth and quick shifts. The EPA rates the 2017 Ioniq SEL at 55 City/54 Highway/55 Combined - better the 54/50/52 for the Prius. My average for the week was a disappointing 45 mpg. Some of this can be explained by the extremely cold temps that hit the Detroit-area only a couple days into my loan. This caused the gas engine to run constantly to keep the vehicle warm. Like the Prius, the Ioniq is surprisingly fun to drive. There is little body roll and the vehicle quickly transitions from one turn to another. Steering has decent weight when turning, but is devoid of feel, something common in the class. The Ioniq comes up slightly short in terms of ride quality. On rough roads, the Ioniq lets in more bumps than the Prius. There is also a fair amount of tire roar that comes inside when driving on the freeway. Pricing is a strong point for the Ioniq. The midlevel SEL trim begins at $23,950. With the optional tech package (adds adaptive cruise control, automatic emergency braking, lane departure warning) and floor mats, the as-tested price comes to $25,910. Taking into account what you get for the price, the Ioniq continues Hyundai’s reputation of delivering a lot of car for the money. As my time with the Ioniq was coming to a close, I found myself stumped between choosing the Ioniq and Prius. The Ioniq has the less outlandish design, better performance, higher fuel economy figures (on paper), and value. But the Prius can hold its own as it has a better balance between ride and handling, slightly larger back seat, and impressive real-world fuel economy figures. Plus, the Prius name holds a lot more recognition than the Ioniq. Despite the positives, the Ioniq finds itself between a rock and hard place. Disclaimer: Hyundai Provided the Ioniq, Insurance, and One Tank of Gas Year: 2017 Make: Hyundai Model: Ioniq Trim: SEL Engine: 1.6L GDI Atkinson Cycle Four-Cylinder, Electric Motor Driveline: Six-Speed Dual-Clutch Transmission, Front-Wheel Drive Horsepower @ RPM: 104 @ 5,700 (Gas), 43 @ 0 (Electric), 139 (Combined) Torque @ RPM: 109 @ 4,000 (Gas), 125 @ 0 (Electric) Fuel Economy: City/Highway/Combined - 55/54/55 Curb Weight: 3,031 lbs Location of Manufacture: Ulsan, South Korea Base Price: $23,950 As Tested Price: $25,910 (Includes $835.00 Destination Charge) Options: Tech Package - $1,000.00 Carpeted Floor Mats - $125.00 View full article
  18. Mazda has a big dream for itself. It is trying to stand out from the competition by becoming more premium. The first steps of this process took place last year with a refreshed Mazda6 sedan. As we noted in our review at the time, the 6 made great strides in improving noise isolation and material quality. Now, the premium dream is coming more into focus with the redesigned CX-5. Mazda is making some big promises with claims of improved refinement and an upscale look and feel for the interior. We spent a week in a 2017 CX-5 Grand Touring to see if those promises are met. The past few years have seen Mazda designing some distinctive looking vehicles and the redesigned CX-5 is no exception. The overall shape is an evolution of the first-generation model with smoother lines and more curves. The small details such as the wider front grille, slim LED headlights, 19-inch aluminum wheels, and a rear tailgate design similar to the Mazda3 really set the CX-5 apart from the competition. The only item that slightly ruins the design is the oversized Mazda emblem on the front grille. This is due to the emblem holding the hardware for various active safety equipment such as the radar cruise control. Moving inside, it is clear Mazda has put a lot of effort in making the CX-5 a cut above the rest. The modern design and appointments such as the stitching on the dash and bright trim around the vents make for a very classy cabin. Most materials are soft-touch which add another level of the premium-ness Mazda is pushing. Controls fall readily to hand for both driver and front-seat passenger. The front seats in the Grand Touring come wrapped in leather upholstery and feature power adjustments and heat. It would be nice if Mazda had the option of ventilation to prop up their premium image, but we’re nitpicking here. The seats offer excellent support over long trips and plenty of head and legroom. Back seat passengers will have no complaints as head and legroom are very competitive with other models, and there is the option of heated seats. Cargo space is where the CX-5 falters. Open the tailgate to be greeted with 30.9 cubic feet behind the rear seats. Fold the seats to expand space to 59.6 cubic feet. It pales in comparison to the likes of the Honda CR-V (39.2 and 75.8 cubic feet) and Volkswagen’s redesigned Tiguan (37.6 and 73.5 cubic feet). The Grand Touring comes with a 7-inch touchscreen with the Mazda Connect infotainment system and a control knob. It does take some time to learn the various idiosyncrasies such as the touchscreen functions being locked out when the vehicle is on the move and having to jump through various menus to switch between various audio sources. Once you get the hang of the system, it becomes easy to use. Mazda Connect is beginning to show its age with the dark color palate, somewhat dated navigation interface, and the lack of Apple CarPlay and Android Auto integration. Mazda only offers the 2.5L Skyactiv-G four-cylinder engine with 187 horsepower and 185 pound-feet of torque. This is paired with a six-speed automatic and the choice of either front-wheel or Mazda’s i-Active all-wheel drive. The engine is where Mazda’s premium image takes a serious hit. Around town, the engine is very peppy and is willing to get speed quickly. But the powertrain feels somewhat winded when power was needed to make a pass or merge on an expressway. Mazda has been working on a diesel engine option that was expected to arrive in the second half of last year, but hasn’t come out at the time of this writing. A fix that I’m willing to propose is to offer the turbocharged 2.5L four from the CX-9. The six-speed automatic goes about its business with crisp and smooth shifts. Fuel economy for the CX-5 AWD is rated by the EPA at 23 City/29 Highway/26 Combined. My average for the week landed around 25.7 mpg. We have praised the previous-generation Mazda CX-5 as being one best driving crossovers. The new one continues that with agile handling and excellent body control. The steering provides excellent feedback and weight when driving down a winding road. Mazda has fitted their G-Vectoring Control that monitors steering and throttle input, and will reduce engine power to improve overall handling. But as I noted in my Mazda6 quick drive last year, I couldn’t tell if the system made a difference or not. The same is true when it comes to the CX-5. This sporting edge does mean the ride quality is slightly rough with a fair number of road imperfections being transmitted inside. The 19-inch wheels don’t help with this and it might be worth considering dropping down to the Touring for the smaller 17-inch wheels. At least Mazda is continuing to improve road and wind noise isolation. Compared to the last CX-5 I drove, there is a reduction in road and wind noise inside. It is almost as quiet as what you might find in a luxury model. If I was to recommend a CX-5 for most buyers in 2017, that would be the Grand Touring. While I find the price to be slightly high and the 19-inch wheels make the ride uncomfortable, it was the only way to get a number of active safety features such as radar cruise control and the smart city brake support. Thankfully for 2018, Mazda has migrated a number of those features down to the Touring and Sport trims. If you’re considering a 2018 CX-5, the Touring is your best bet as you’ll get most everything on the Grand Touring at a price that won’t break the bank. Has Mazda accomplished their hopes of becoming more premium? The answer is a bit mixed. For the positives, Mazda has been making great strides in improving the noise isolation in their vehicles and the new CX-5 is no exception. There is also the distinctive exterior shape, noticeable improvement in material quality, and the sharp driving dynamics that have made the CX-5 a darling of the automotive press. The negatives on the CX-5 include a slightly stiff ride, smallish cargo area, and certain missing features that would really help with the premium image Mazda is trying to project. But the biggest issue has to be the engine. While 2.5 Skyactiv-G is perfectly adequate around town, it really struggles when more speed is called for. Dropping either the long-delayed diesel or the CX-9’s turbo-four would really do wonders and help foster the premium image. The 2017 Mazda CX-5 is so close to the premium edge. It just needs a few more tweaks to reach it. Disclaimer: Mazda Provided the CX-5, Insurance, and One Tank of Gas Year: 2017 Make: Mazda Model: CX-5 Trim: Grand Touring AWD Engine: 2.5L Skyactiv-G Four-Cylinder Driveline: Six-Speed Automatic Horsepower @ RPM: 187 @ 6,000 Torque @ RPM: 186 @ 4,000 Fuel Economy: City/Highway/Combined - 23/29/26 Curb Weight: 3,693 lbs Location of Manufacture: Hiroshima, Japan Base Price: $30,695 As Tested Price: $34,380 (Includes $940.00 Destination Charge) Options: Premium Package - $1,830.00 Soul Red - $595.00 Retractable Cargo Cover $250.00 Cargo Mat - $70.00
  19. Mazda has a big dream for itself. It is trying to stand out from the competition by becoming more premium. The first steps of this process took place last year with a refreshed Mazda6 sedan. As we noted in our review at the time, the 6 made great strides in improving noise isolation and material quality. Now, the premium dream is coming more into focus with the redesigned CX-5. Mazda is making some big promises with claims of improved refinement and an upscale look and feel for the interior. We spent a week in a 2017 CX-5 Grand Touring to see if those promises are met. The past few years have seen Mazda designing some distinctive looking vehicles and the redesigned CX-5 is no exception. The overall shape is an evolution of the first-generation model with smoother lines and more curves. The small details such as the wider front grille, slim LED headlights, 19-inch aluminum wheels, and a rear tailgate design similar to the Mazda3 really set the CX-5 apart from the competition. The only item that slightly ruins the design is the oversized Mazda emblem on the front grille. This is due to the emblem holding the hardware for various active safety equipment such as the radar cruise control. Moving inside, it is clear Mazda has put a lot of effort in making the CX-5 a cut above the rest. The modern design and appointments such as the stitching on the dash and bright trim around the vents make for a very classy cabin. Most materials are soft-touch which add another level of the premium-ness Mazda is pushing. Controls fall readily to hand for both driver and front-seat passenger. The front seats in the Grand Touring come wrapped in leather upholstery and feature power adjustments and heat. It would be nice if Mazda had the option of ventilation to prop up their premium image, but we’re nitpicking here. The seats offer excellent support over long trips and plenty of head and legroom. Back seat passengers will have no complaints as head and legroom are very competitive with other models, and there is the option of heated seats. Cargo space is where the CX-5 falters. Open the tailgate to be greeted with 30.9 cubic feet behind the rear seats. Fold the seats to expand space to 59.6 cubic feet. It pales in comparison to the likes of the Honda CR-V (39.2 and 75.8 cubic feet) and Volkswagen’s redesigned Tiguan (37.6 and 73.5 cubic feet). The Grand Touring comes with a 7-inch touchscreen with the Mazda Connect infotainment system and a control knob. It does take some time to learn the various idiosyncrasies such as the touchscreen functions being locked out when the vehicle is on the move and having to jump through various menus to switch between various audio sources. Once you get the hang of the system, it becomes easy to use. Mazda Connect is beginning to show its age with the dark color palate, somewhat dated navigation interface, and the lack of Apple CarPlay and Android Auto integration. Mazda only offers the 2.5L Skyactiv-G four-cylinder engine with 187 horsepower and 185 pound-feet of torque. This is paired with a six-speed automatic and the choice of either front-wheel or Mazda’s i-Active all-wheel drive. The engine is where Mazda’s premium image takes a serious hit. Around town, the engine is very peppy and is willing to get speed quickly. But the powertrain feels somewhat winded when power was needed to make a pass or merge on an expressway. Mazda has been working on a diesel engine option that was expected to arrive in the second half of last year, but hasn’t come out at the time of this writing. A fix that I’m willing to propose is to offer the turbocharged 2.5L four from the CX-9. The six-speed automatic goes about its business with crisp and smooth shifts. Fuel economy for the CX-5 AWD is rated by the EPA at 23 City/29 Highway/26 Combined. My average for the week landed around 25.7 mpg. We have praised the previous-generation Mazda CX-5 as being one best driving crossovers. The new one continues that with agile handling and excellent body control. The steering provides excellent feedback and weight when driving down a winding road. Mazda has fitted their G-Vectoring Control that monitors steering and throttle input, and will reduce engine power to improve overall handling. But as I noted in my Mazda6 quick drive last year, I couldn’t tell if the system made a difference or not. The same is true when it comes to the CX-5. This sporting edge does mean the ride quality is slightly rough with a fair number of road imperfections being transmitted inside. The 19-inch wheels don’t help with this and it might be worth considering dropping down to the Touring for the smaller 17-inch wheels. At least Mazda is continuing to improve road and wind noise isolation. Compared to the last CX-5 I drove, there is a reduction in road and wind noise inside. It is almost as quiet as what you might find in a luxury model. If I was to recommend a CX-5 for most buyers in 2017, that would be the Grand Touring. While I find the price to be slightly high and the 19-inch wheels make the ride uncomfortable, it was the only way to get a number of active safety features such as radar cruise control and the smart city brake support. Thankfully for 2018, Mazda has migrated a number of those features down to the Touring and Sport trims. If you’re considering a 2018 CX-5, the Touring is your best bet as you’ll get most everything on the Grand Touring at a price that won’t break the bank. Has Mazda accomplished their hopes of becoming more premium? The answer is a bit mixed. For the positives, Mazda has been making great strides in improving the noise isolation in their vehicles and the new CX-5 is no exception. There is also the distinctive exterior shape, noticeable improvement in material quality, and the sharp driving dynamics that have made the CX-5 a darling of the automotive press. The negatives on the CX-5 include a slightly stiff ride, smallish cargo area, and certain missing features that would really help with the premium image Mazda is trying to project. But the biggest issue has to be the engine. While 2.5 Skyactiv-G is perfectly adequate around town, it really struggles when more speed is called for. Dropping either the long-delayed diesel or the CX-9’s turbo-four would really do wonders and help foster the premium image. The 2017 Mazda CX-5 is so close to the premium edge. It just needs a few more tweaks to reach it. Disclaimer: Mazda Provided the CX-5, Insurance, and One Tank of Gas Year: 2017 Make: Mazda Model: CX-5 Trim: Grand Touring AWD Engine: 2.5L Skyactiv-G Four-Cylinder Driveline: Six-Speed Automatic Horsepower @ RPM: 187 @ 6,000 Torque @ RPM: 186 @ 4,000 Fuel Economy: City/Highway/Combined - 23/29/26 Curb Weight: 3,693 lbs Location of Manufacture: Hiroshima, Japan Base Price: $30,695 As Tested Price: $34,380 (Includes $940.00 Destination Charge) Options: Premium Package - $1,830.00 Soul Red - $595.00 Retractable Cargo Cover $250.00 Cargo Mat - $70.00 View full article
  20. Despite the popularity of compact crossovers, it seems somewhat odd there isn’t a large number of hybrid variants. In fact, there is only one available, the Toyota RAV4 Hybrid. Going hybrid usually means a hit in performance and cargo space. But in the case of the RAV4 Hybrid, it is quicker than the standard model and cargo space isn’t greatly affected. I spent some time with the RAV4 Hybrid over the holidays where it was driven to Northern Michigan and back. This is what I learned. The RAV4 Hybrid’s powertrain is comprised of a 2.5L four-cylinder, three electric motors (one acting as the engine starter and battery charger, the other two drive the wheels and provide AWD), and a Sealed Nickel-Metal Hydride battery pack. Total output is rated at 194 horsepower. Power is routed through a CVT. Fuel economy figures are noticeably better than the RAV4 SE AWD I drove last year - 34 City/30 Highway/32 Combined for the Hybrid vs. 22/29/25 for the standard RAV4. My average for the week landed around 30.7 MPG. I think the average could have been higher if Michigan had not experienced a cold snap where temperatures fell to single digits at times, causing the engine to run longer to keep the vehicle warm. The hybrid also feels slightly quicker than the standard RAV4 thanks to the electric motors providing instantaneous torque when leaving a stop. But merging on to a freeway or passing becomes a bit unpleasant as the engine pegs at high rpms to provide the power needed. This also brings forth a lot of noise from the engine and CVT. Doing a lot of driving on the freeway and country roads made me really appreciate the smooth and compliant ride of the RAV4 Hybrid. Most bumps and road imperfections are smoothed over. Some credit has to go to the 17-inch wheels on the XLE. Handling is competent as the suspension keeps body motions in check. However, the rubbery steering and low-rolling resistance tires will make drivers think twice about pushing the RAV4 Hybrid. The low-rolling resistance tires also hamper traction in snow. I could tell when driving in deep snow, the all-wheel drive was working a bit harder to keep the vehicle moving. If you live in a snowy area, I would highly recommend swapping the low-rolling resistance tires for a set of all-seasons or winter tires. At first glance, the RAV4 Hybrid looks like any other RAV4. It is only when you get closer that you will notice the blue-tinted emblems and ‘Hybrid’ badging on the front fenders and tailgate. The interior is much the same as any other RAV4 aside from a different gauge cluster and a button to activate the EV mode. This is ok as the RAV4 is an ok place to sit in with a utilitarian design that puts various controls within easy reach for driver and passenger. Materials are what you would expect to find in a vehicle of this class, a mix of soft and hard-touch plastics. The back seat is still a plus point to the RAV4 as there is plenty of head and legroom for most passengers. Cargo space in the hybrid is about 3 cubic feet smaller than the standard RAV4 due to the battery with the rear seats up or down. Still, the hybrid’s cargo space is one the of the largest in the compact crossover class and I was able to fit luggage for myself and my brother, along with gifts for various relatives with no issue. All RAV4 Hybrids come with Toyota’s Entune infotainment system with a 6.1-inch touchscreen. The system is becoming quite dated in terms of the interface and features - no Apple CarPlay or Android Auto for example. On the upside, Entune is easy to master thanks to a simple layout and physical shortcut buttons to various functions. 2017 saw Toyota make a number of active safety features standard on all RAV4s. That includes radar cruise control, pre-collision system with pedestrian detection, automatic high beams, and lane keep assist. I would like to see blind spot monitoring added to this suite. The 2017 RAV4 Hybrid begins at $29,030 for the base XLE, about $4,000 more than the RAV4 XLE. Taking into consideration the noticeable fuel economy increase and better performance, I would be willing to spend the extra cash. Disclaimer: Toyota Provided the RAV4 Hybrid, Insurance, and One Tank of Gas Year: 2017 Make: Toyota Model: RAV4 Hybrid Trim: XLE Engine: 2.5L Atkinson-Cycle 16-Valve DOHC with Dual VVT-i Four-Cylinder, Two 650V Electric Motors Driveline: CVT, AWD Horsepower @ RPM: 150 @ 5,700 (Gas), 105 kW (Front Electric Motor), 50 kW (Rear Electric Motor), 194 (Combined Output) Torque @ RPM: 152 @ 4,400 (Gas) Fuel Economy: City/Highway/Combined - 34/30/32 Curb Weight: 3,925 lbs Location of Manufacture: Obu, Aichi, Japan Base Price: $29,030 As Tested Price: $31,965 (Includes $940.00 Destination Charge) Options: Convenience Package - $1,905.00 Tonneau Cover - $90.00
  21. Despite the popularity of compact crossovers, it seems somewhat odd there isn’t a large number of hybrid variants. In fact, there is only one available, the Toyota RAV4 Hybrid. Going hybrid usually means a hit in performance and cargo space. But in the case of the RAV4 Hybrid, it is quicker than the standard model and cargo space isn’t greatly affected. I spent some time with the RAV4 Hybrid over the holidays where it was driven to Northern Michigan and back. This is what I learned. The RAV4 Hybrid’s powertrain is comprised of a 2.5L four-cylinder, three electric motors (one acting as the engine starter and battery charger, the other two drive the wheels and provide AWD), and a Sealed Nickel-Metal Hydride battery pack. Total output is rated at 194 horsepower. Power is routed through a CVT. Fuel economy figures are noticeably better than the RAV4 SE AWD I drove last year - 34 City/30 Highway/32 Combined for the Hybrid vs. 22/29/25 for the standard RAV4. My average for the week landed around 30.7 MPG. I think the average could have been higher if Michigan had not experienced a cold snap where temperatures fell to single digits at times, causing the engine to run longer to keep the vehicle warm. The hybrid also feels slightly quicker than the standard RAV4 thanks to the electric motors providing instantaneous torque when leaving a stop. But merging on to a freeway or passing becomes a bit unpleasant as the engine pegs at high rpms to provide the power needed. This also brings forth a lot of noise from the engine and CVT. Doing a lot of driving on the freeway and country roads made me really appreciate the smooth and compliant ride of the RAV4 Hybrid. Most bumps and road imperfections are smoothed over. Some credit has to go to the 17-inch wheels on the XLE. Handling is competent as the suspension keeps body motions in check. However, the rubbery steering and low-rolling resistance tires will make drivers think twice about pushing the RAV4 Hybrid. The low-rolling resistance tires also hamper traction in snow. I could tell when driving in deep snow, the all-wheel drive was working a bit harder to keep the vehicle moving. If you live in a snowy area, I would highly recommend swapping the low-rolling resistance tires for a set of all-seasons or winter tires. At first glance, the RAV4 Hybrid looks like any other RAV4. It is only when you get closer that you will notice the blue-tinted emblems and ‘Hybrid’ badging on the front fenders and tailgate. The interior is much the same as any other RAV4 aside from a different gauge cluster and a button to activate the EV mode. This is ok as the RAV4 is an ok place to sit in with a utilitarian design that puts various controls within easy reach for driver and passenger. Materials are what you would expect to find in a vehicle of this class, a mix of soft and hard-touch plastics. The back seat is still a plus point to the RAV4 as there is plenty of head and legroom for most passengers. Cargo space in the hybrid is about 3 cubic feet smaller than the standard RAV4 due to the battery with the rear seats up or down. Still, the hybrid’s cargo space is one the of the largest in the compact crossover class and I was able to fit luggage for myself and my brother, along with gifts for various relatives with no issue. All RAV4 Hybrids come with Toyota’s Entune infotainment system with a 6.1-inch touchscreen. The system is becoming quite dated in terms of the interface and features - no Apple CarPlay or Android Auto for example. On the upside, Entune is easy to master thanks to a simple layout and physical shortcut buttons to various functions. 2017 saw Toyota make a number of active safety features standard on all RAV4s. That includes radar cruise control, pre-collision system with pedestrian detection, automatic high beams, and lane keep assist. I would like to see blind spot monitoring added to this suite. The 2017 RAV4 Hybrid begins at $29,030 for the base XLE, about $4,000 more than the RAV4 XLE. Taking into consideration the noticeable fuel economy increase and better performance, I would be willing to spend the extra cash. Disclaimer: Toyota Provided the RAV4 Hybrid, Insurance, and One Tank of Gas Year: 2017 Make: Toyota Model: RAV4 Hybrid Trim: XLE Engine: 2.5L Atkinson-Cycle 16-Valve DOHC with Dual VVT-i Four-Cylinder, Two 650V Electric Motors Driveline: CVT, AWD Horsepower @ RPM: 150 @ 5,700 (Gas), 105 kW (Front Electric Motor), 50 kW (Rear Electric Motor), 194 (Combined Output) Torque @ RPM: 152 @ 4,400 (Gas) Fuel Economy: City/Highway/Combined - 34/30/32 Curb Weight: 3,925 lbs Location of Manufacture: Obu, Aichi, Japan Base Price: $29,030 As Tested Price: $31,965 (Includes $940.00 Destination Charge) Options: Convenience Package - $1,905.00 Tonneau Cover - $90.00 View full article
  22. It feels a bit odd to be spending some time in the 2017 Cadillac ATS coupe after driving the CT6 earlier this year. In a way, it felt like I was stepping back into the past where Cadillac was making some dumb decisions that ultimately would hurt their vehicles. The ATS coupe is a prime example of this where Cadillac had a legitimate challenger to likes of the BMW 3/4-Series and Audi A5 in terms of performance and handling. But some bone-headed decisions would regulate it to the mid-pack. The ATS Coupe is still quite the looker. It features the classic rear-wheel drive proportions of a long front end and a short rear deck.The low roofline and raised belt line give off an impression of aggressive elegance. Our test car came with a set of machined-finished, 18-inch wheels that help the design pop. Move inside and it is clear that the interior hasn’t aged so well. For example, the sheet of piano black trim with the silver capacitive touch buttons really look out of place. The trim is also a magnet for fingerprints. Cadillac’s designers deserve a bit of credit for providing a nice mix of materials such as the Bordello Red leather upholstery, suede microfiber covering parts of the dash and door panels, and carbon fiber trim. The front seats are very comfortable for long trips and do an excellent job of holding you in during an enthusiastic drive. The rear seats are best left to be used for additional storage as leg and headroom are minuscule. Trunk space is quite small for the class at 10.4 cubic feet. CUE is still a bit of a mixed bag. While the overall usability is better with quicker response times and the ability to use Apple CarPlay and Android Auto, the touch capacitive buttons are still hit and miss in terms of responding. Power comes from a 2.0L turbo-four producing 272 horsepower and 295 pound-feet. We had the eight-speed automatic that was introduced last year, but a six-speed manual is available as an option. The 2.0L turbo is a punchy performer. Power comes at a smooth and steady rate. The engine does lose some points under hard acceleration as it is not refined as some competitors. The eight-speed automatic is the weak point for the ATS. It is slow to downshift when you need the thrust to pass a slower vehicle. We have to assume this comes down to the programming which is tuned more for fuel economy than performance. Gear changes, for the most part, are seamless. One area that Cadillac hasn’t messed with is the ATS’ handling. The coupe is a willing accomplice down a twisty road with sharp reflexes, little body roll, and steering that provides the right balance of steering feel and weight. We had the optional V-Sport Suspension package which adds a performance suspension and a set of summer-only, run-flat tires which only improves the handling. The downside to this handling goodness is a very stiff ride. Compared to the last ATS we drove (not the ATS-V), this coupe transmitted more bumps and imperfections, making for a very uncomfortable ride. Some of this can be laid at the V-Sport Suspension package. The ATS coupe seen here is the Luxury model - one step above the base model. It carries a base price of $41,395. Our test car was loaded with $12,055 in options, bringing the as-tested price to $54,445. You might be wondering why not jump into the Premium Luxury or Premium Performance if you’re planning to spend that much cash. That is because those two trims only come with the 3.6L V6. If you want the 2.0L turbo, you have to go either the base ATS or Luxury. If I was to buy this car, I would skip the V-Sport suspension package, performance exhaust kit, slotted rotor and brake pad upgrade, and the 18-inch wheels. That would drop the price to a somewhat reasonable $48,490. Disclaimer: Cadillac Provided the ATS Coupe, Insurance, and One Tank of Gas (Author's Note: And that is the final review for 2017. (Hooray!) I'll be revealing my favorite vehicles before the end of the year, so stay tuned. As for 2018, there will be a mix of some leftover 2017 models mixed in with the first batch of 2018 models. Expect to see reviews start back up around the Detroit Auto Show. In the meantime, have a safe and joyous holiday. -WM) Year: 2017 Make: Cadillac Model: ATS Coupe Trim: 2.0T Luxury Engine: Turbocharged 2.0L DI VVT Four-Cylinder Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 272 @ 5,500 Torque @ RPM: 295 @ 3,000 - 4,600 Fuel Economy: City/Highway/Combined - Curb Weight: 3,571 lbs Location of Manufacture: Lansing, Michigan Base Price: $41,395 As Tested Price: $54,445 (Includes $995.00 Destination Charge) Options: V-Sport Suspension Package - $2,265.00 Performance Exhaust Kit - $1,650.00 Safety & Security Package - $1,500.00 Morello Red Semi-Aniline Leather - $1,295.00 Slotted Rotor and Brake Pad Upgrade Package - $1,190.00 Power Sunroof - $1,050.00 18" Bright Machined-Finish Alloy Wheels - $850.00 Black Chrome Accented Grille - $820.00 V-Series Rear Spoiler - $665.00 Phantom Gray Metallic - $595.00 Black Chrome Rear Trim - $175.00
  23. It feels a bit odd to be spending some time in the 2017 Cadillac ATS coupe after driving the CT6 earlier this year. In a way, it felt like I was stepping back into the past where Cadillac was making some dumb decisions that ultimately would hurt their vehicles. The ATS coupe is a prime example of this where Cadillac had a legitimate challenger to likes of the BMW 3/4-Series and Audi A5 in terms of performance and handling. But some bone-headed decisions would regulate it to the mid-pack. The ATS Coupe is still quite the looker. It features the classic rear-wheel drive proportions of a long front end and a short rear deck.The low roofline and raised belt line give off an impression of aggressive elegance. Our test car came with a set of machined-finished, 18-inch wheels that help the design pop. Move inside and it is clear that the interior hasn’t aged so well. For example, the sheet of piano black trim with the silver capacitive touch buttons really look out of place. The trim is also a magnet for fingerprints. Cadillac’s designers deserve a bit of credit for providing a nice mix of materials such as the Bordello Red leather upholstery, suede microfiber covering parts of the dash and door panels, and carbon fiber trim. The front seats are very comfortable for long trips and do an excellent job of holding you in during an enthusiastic drive. The rear seats are best left to be used for additional storage as leg and headroom are minuscule. Trunk space is quite small for the class at 10.4 cubic feet. CUE is still a bit of a mixed bag. While the overall usability is better with quicker response times and the ability to use Apple CarPlay and Android Auto, the touch capacitive buttons are still hit and miss in terms of responding. Power comes from a 2.0L turbo-four producing 272 horsepower and 295 pound-feet. We had the eight-speed automatic that was introduced last year, but a six-speed manual is available as an option. The 2.0L turbo is a punchy performer. Power comes at a smooth and steady rate. The engine does lose some points under hard acceleration as it is not refined as some competitors. The eight-speed automatic is the weak point for the ATS. It is slow to downshift when you need the thrust to pass a slower vehicle. We have to assume this comes down to the programming which is tuned more for fuel economy than performance. Gear changes, for the most part, are seamless. One area that Cadillac hasn’t messed with is the ATS’ handling. The coupe is a willing accomplice down a twisty road with sharp reflexes, little body roll, and steering that provides the right balance of steering feel and weight. We had the optional V-Sport Suspension package which adds a performance suspension and a set of summer-only, run-flat tires which only improves the handling. The downside to this handling goodness is a very stiff ride. Compared to the last ATS we drove (not the ATS-V), this coupe transmitted more bumps and imperfections, making for a very uncomfortable ride. Some of this can be laid at the V-Sport Suspension package. The ATS coupe seen here is the Luxury model - one step above the base model. It carries a base price of $41,395. Our test car was loaded with $12,055 in options, bringing the as-tested price to $54,445. You might be wondering why not jump into the Premium Luxury or Premium Performance if you’re planning to spend that much cash. That is because those two trims only come with the 3.6L V6. If you want the 2.0L turbo, you have to go either the base ATS or Luxury. If I was to buy this car, I would skip the V-Sport suspension package, performance exhaust kit, slotted rotor and brake pad upgrade, and the 18-inch wheels. That would drop the price to a somewhat reasonable $48,490. Disclaimer: Cadillac Provided the ATS Coupe, Insurance, and One Tank of Gas (Author's Note: And that is the final review for 2017. (Hooray!) I'll be revealing my favorite vehicles before the end of the year, so stay tuned. As for 2018, there will be a mix of some leftover 2017 models mixed in with the first batch of 2018 models. Expect to see reviews start back up around the Detroit Auto Show. In the meantime, have a safe and joyous holiday. -WM) Year: 2017 Make: Cadillac Model: ATS Coupe Trim: 2.0T Luxury Engine: Turbocharged 2.0L DI VVT Four-Cylinder Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 272 @ 5,500 Torque @ RPM: 295 @ 3,000 - 4,600 Fuel Economy: City/Highway/Combined - Curb Weight: 3,571 lbs Location of Manufacture: Lansing, Michigan Base Price: $41,395 As Tested Price: $54,445 (Includes $995.00 Destination Charge) Options: V-Sport Suspension Package - $2,265.00 Performance Exhaust Kit - $1,650.00 Safety & Security Package - $1,500.00 Morello Red Semi-Aniline Leather - $1,295.00 Slotted Rotor and Brake Pad Upgrade Package - $1,190.00 Power Sunroof - $1,050.00 18" Bright Machined-Finish Alloy Wheels - $850.00 Black Chrome Accented Grille - $820.00 V-Series Rear Spoiler - $665.00 Phantom Gray Metallic - $595.00 Black Chrome Rear Trim - $175.00 View full article
  24. One thing Jeep is very good at is providing different variations of their models to fit a buyer’s desire and budget. The Grand Cherokee is an excellent example with seven different models on offer. Jeep is using this same strategy for the Cherokee with seven different trims ranging from the base Sport to luxurious Overland. We spent some time in the Overland to see if a luxury version of the Cherokee makes any sense. The Overland model stands out from other Cherokees as the lower body cladding is painted in the same color as the body. Depending on what color you select, it will either make the Cherokee look good or just a giant blob - the latter being the case for our silver test vehicle. A set of 18-inch polished aluminum wheels come standard and add a nice touch of class. Compared to other Cherokee’s I’ve driven, the Overland does feel a little bit more luxurious. This comes down to some of the appointments used such as cream leather upholstery for the seats and door panels, a texture dash cover finished in brown, and accent stitching. Overland models get power seats for driver and passenger. This makes it easy to find a comfortable position thanks to the adjustments on offer. Backseat passengers also get their own set of adjustments - reclining, and sliding the seat forward and back. Passengers will have no complaints in terms of space or overall comfort. One area that a fair number of people will complain about is cargo space. The Cherokee is towards the bottom of the class with only 24.6 cubic feet of space behind the rear seats and 54.9 cubic feet when folded. This comes down Jeep making certain compromises to be able to fit all of the off-road hardware to the Cherokee. The 8.4-inch UConnect system fitted to the Cherokee is the previous-generation version. While you do miss out on Apple CarPlay and Android Auto, UConnect still comes with one of easiest interfaces to wrap your head around with large touch buttons and redundant physical shortcut buttons. Powering the Cherokee Overland is a 3.2L V6 with 271 horsepower and 239 pound-feet of torque. This is paired with a nine-speed automatic transmission and Jeep’s Active Drive II 4WD system. With this Cherokee tipping the scales at 4,046 pounds, the V6 is the right engine for the job. It offers enough performance for everyday driving and is one of the most refined engines in the class. The nine-speed automatic provides smooth and quick upshifts. Downshifts are another story as the transmission seems somewhat reluctant whenever merging or making a pass. The Cherokee has some of the worst fuel economy numbers in the class with EPA figures of 18 City/26 Highway/21 Combined. I was able to eek out 22 MPG during my week of driving in mostly urban areas. Ride comfort is a plus point to the Cherokee as the suspension absorbs most impacts from bumps and other road imperfections. Road and wind noise are kept to very acceptable levels. One area that Cherokee does surprisingly well is in handling. Despite its off-road credentials, the Cherokee handles with confidence with a limited amount of body roll. The steering is precise and has some decent weight. Still, the Cherokee lacks the fun element you would find in competitors such as the Mazda CX-5. The Overland trim is quite expensive with a starting price of $38,690 with 4WD. This particular model seen here came with an as-tested price of $43,690 with a few options ticked such as the Active Drive II system, Technology Package (includes adaptive cruise control, automatic emergency braking, parking assist, and rain-sensing wipers), and a panoramic sunroof. For that kind of cash, you can get into a Jeep Grand Cherokee Limited 4X4 that offers slightly more power and returns similar fuel economy figures. The Overland is nice a variant of the Cherokee. But there is no way it can justify a price tag of nearly $44,000. If you really want a nice Cherokee, drop down to the Limited and go easy on the options list. Disclaimer: Jeep Provided the Cherokee, Insurance, and One Tank of Gas Year: 2017 Make: Jeep Model: Cherokee Trim: Overland Engine: 3.2L DOHC 24-Valve V6 Driveline: Nine-Speed Automatic, 4WD Horsepower @ RPM: 271 @ 6,500 Torque @ RPM: 239 @ 4,400 Fuel Economy: City/Highway/Combined - 18/26/21 Curb Weight: 4,046 lbs Location of Manufacture: Belvidere, Illinois Base Price: $37,695 As Tested Price: $43,690 (Includes $1,095.00 Destination Charge) Options: CommandView Dual-Pane Panoramic Sunroof - $1,755.00 Technology Group - $1,645.00 Jeep Active Drive II - $1,205.00 Heavy Duty Package Group - $295.00
  25. One thing Jeep is very good at is providing different variations of their models to fit a buyer’s desire and budget. The Grand Cherokee is an excellent example with seven different models on offer. Jeep is using this same strategy for the Cherokee with seven different trims ranging from the base Sport to luxurious Overland. We spent some time in the Overland to see if a luxury version of the Cherokee makes any sense. The Overland model stands out from other Cherokees as the lower body cladding is painted in the same color as the body. Depending on what color you select, it will either make the Cherokee look good or just a giant blob - the latter being the case for our silver test vehicle. A set of 18-inch polished aluminum wheels come standard and add a nice touch of class. Compared to other Cherokee’s I’ve driven, the Overland does feel a little bit more luxurious. This comes down to some of the appointments used such as cream leather upholstery for the seats and door panels, a texture dash cover finished in brown, and accent stitching. Overland models get power seats for driver and passenger. This makes it easy to find a comfortable position thanks to the adjustments on offer. Backseat passengers also get their own set of adjustments - reclining, and sliding the seat forward and back. Passengers will have no complaints in terms of space or overall comfort. One area that a fair number of people will complain about is cargo space. The Cherokee is towards the bottom of the class with only 24.6 cubic feet of space behind the rear seats and 54.9 cubic feet when folded. This comes down Jeep making certain compromises to be able to fit all of the off-road hardware to the Cherokee. The 8.4-inch UConnect system fitted to the Cherokee is the previous-generation version. While you do miss out on Apple CarPlay and Android Auto, UConnect still comes with one of easiest interfaces to wrap your head around with large touch buttons and redundant physical shortcut buttons. Powering the Cherokee Overland is a 3.2L V6 with 271 horsepower and 239 pound-feet of torque. This is paired with a nine-speed automatic transmission and Jeep’s Active Drive II 4WD system. With this Cherokee tipping the scales at 4,046 pounds, the V6 is the right engine for the job. It offers enough performance for everyday driving and is one of the most refined engines in the class. The nine-speed automatic provides smooth and quick upshifts. Downshifts are another story as the transmission seems somewhat reluctant whenever merging or making a pass. The Cherokee has some of the worst fuel economy numbers in the class with EPA figures of 18 City/26 Highway/21 Combined. I was able to eek out 22 MPG during my week of driving in mostly urban areas. Ride comfort is a plus point to the Cherokee as the suspension absorbs most impacts from bumps and other road imperfections. Road and wind noise are kept to very acceptable levels. One area that Cherokee does surprisingly well is in handling. Despite its off-road credentials, the Cherokee handles with confidence with a limited amount of body roll. The steering is precise and has some decent weight. Still, the Cherokee lacks the fun element you would find in competitors such as the Mazda CX-5. The Overland trim is quite expensive with a starting price of $38,690 with 4WD. This particular model seen here came with an as-tested price of $43,690 with a few options ticked such as the Active Drive II system, Technology Package (includes adaptive cruise control, automatic emergency braking, parking assist, and rain-sensing wipers), and a panoramic sunroof. For that kind of cash, you can get into a Jeep Grand Cherokee Limited 4X4 that offers slightly more power and returns similar fuel economy figures. The Overland is nice a variant of the Cherokee. But there is no way it can justify a price tag of nearly $44,000. If you really want a nice Cherokee, drop down to the Limited and go easy on the options list. Disclaimer: Jeep Provided the Cherokee, Insurance, and One Tank of Gas Year: 2017 Make: Jeep Model: Cherokee Trim: Overland Engine: 3.2L DOHC 24-Valve V6 Driveline: Nine-Speed Automatic, 4WD Horsepower @ RPM: 271 @ 6,500 Torque @ RPM: 239 @ 4,400 Fuel Economy: City/Highway/Combined - 18/26/21 Curb Weight: 4,046 lbs Location of Manufacture: Belvidere, Illinois Base Price: $37,695 As Tested Price: $43,690 (Includes $1,095.00 Destination Charge) Options: CommandView Dual-Pane Panoramic Sunroof - $1,755.00 Technology Group - $1,645.00 Jeep Active Drive II - $1,205.00 Heavy Duty Package Group - $295.00 View full article

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