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Found 269 results

  1. Quick Drive: 2017 Toyota RAV4 Hybrid XLE

    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
  2. 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
  3. The Favorites of 2017

    2017, a year many people would like to forget for one reason or another. Here at the Cheers & Gears Detroit bureau, it has been an excellent year in terms of the vehicles I have driven. Compared to last year, the number of vehicles that stopped by our garage dropped (35 vs.44 from last year), But most of the vehicles in one way or another proved to really impressive. This year, eight models would earn the honor being named a favorite. Cadillac CT6 Platinum Why is the CT6 a favorite? No matter how many Cadillac vehicles I have driven, I come back to the same, tired, cliche line - so close, yet so far. It comes down to some bizarre decision made during the development of a model whether in terms of the interior, powertrain, etc. But somehow, the CT6 Platinum was able to avoid this. The interior has to be one of the best efforts done by Cadillac with high-quality materials, top-notch build quality, and a handsome design. The performance was another high mark as the 3.0L twin-turbo V6 moved the CT6 with authority and handling is quite shocking for a vehicle of this size. I really would like to see Cadillac offer a softer suspension option (possibly air suspension) as most buyers of flagship sedans want something comfort oriented. If the CT6 is a preview of what Cadillac has planned down the road, then I believe the “Standard of the World” tagline should make a return. Chevrolet Cruze Premier/Cruze Turbodiesel Why is the Cruze a favorite? Chevrolet’s previous attempts at building a compact vehicle has ranged from mediocre to terrible. But the new Cruze showed Chevrolet put a lot of care and effort into their newest compact. The Cruze is quite the handsome vehicle and really comes to life when you option the RS package. Inside, Chevrolet added some really nice touches such as heated rear seats, Apple CarPlay and Android Auto compatibility, and high-quality plastics. The turbocharged 1.4L four-cylinder provided enough grunt for most driving situations. The turbodiesel was a huge improvement over the last one I drove. It was much quieter at idle and felt slightly quicker than the gas engine. The only downside to the diesel was the manual transmission which had a really short first gear. I liked the Cruze so much, that I’m seriously considering one when it comes time to replace my current vehicle. Chevrolet Malibu Hybrid Why is the Malibu Hybrid a favorite? The brakes. I know, picking a car as one of my favorites just for the brakes may seem like an odd reason. But seriously, the brakes in the Malibu Hybrid are the best of any hybrid vehicle I have driven as they feel like normal brakes with a linear feel. But there is more the Malibu Hybrid. For one, it doesn’t scream that it is a hybrid. The only indication is a small ‘H’ badge on the trunk lid. Otherwise, the hybrid version looks like your standard Malibu. A strong powertrain, similar handling characteristics, and a much nicer interior than the last Malibu I drove (thank you leather package) make for a very compelling package. The cherry on top? With an as-tested price of just $33,000, the Malibu Hybrid is quite the deal. Chrysler Pacifica Touring L/Pacifica Hybrid Platinum Why is the Pacifica a favorite? Fiat Chrysler Automobiles took quite the pummeling with their vehicles over the past year. But the Pacifica and Pacifica Hybrid were the bright spots for the automaker. The two vans were not only stylish inside and out, but Chrysler showed they hadn’t lost the practicality touch. All of the seats provide more than enough space for the tallest of passenger and cargo space is in line with other minivans. The standard Pacifica retains the Stow n’ Go seating for both rows of rear seats, while the Hybrid loses out on having them in the second-row due to the massive battery pack. Both vans excel at providing excellent performance and a very cushy ride. The Hybrid takes it one step further by allowing the van to travel on electric power only for 33 miles - I was able to squeeze out 34. Honda Ridgeline RTL-E Why is the Ridgeline a favorite? “To put it another way, the Honda Ridgeline is like Festivus from Seinfeld; they’re both for the rest of us.” That was how I ended my Honda Ridgeline review earlier this year and I still stand behind it. It may not fit the true definition of a pickup in terms of capability when compared to other trucks in the class. But for most people, the Ridgeline is very much capable for their needs as it provides an impressive max payload rating for the class and decent towing numbers. The Ridgeline has a couple of other tricks up its sleeve such as the in-bed trunk that provides a secure spot for carrying cargo, dual-action tailgate, and a ride that you expect to find in a sedan, not a truck. Toyota Prius Prime Plus Why is the Prius Prime a favorite? If I was to give an award out for most improved, the Prius Prime would be taking it home. When I drove the Prius Plug-In Hybrid a few years back, I couldn’t figure out why anyone should consider it due to its high price and limited range. Toyota addressed both with the Prime. A larger 95-cell, 8.8-kWh Lithium-ion battery pack bumps electric-only range from 11 to 25 miles, perfect for running errands around town. The electric-only mode also made the Prius Prime very zippy. I’m sure that I shocked some people by how fast the Prius Prime left the stop light. The price also came down considerably with my test vehicle sticking at $28,300, making this an impressive value. Volkswagen Golf R/Golf Wolfsburg/Golf Alltrack SEL Why is the Golf a favorite? The past couple of years when picking my favorites, a Golf has appeared. 2015 saw the GTI be christened with this honor, while the Sportwagen would follow a year later. 2017 saw the remainder of the Golf family come in for an evaluation and all of them would earn a place on my list. Despite the three models being designed with different use cases in mind, all of them have the same balance of sharp handling and comfortable ride that I loved about the previous Golfs. They also are quite practical due to their shape, offering loads of space for passengers and cargo. The Golf R is quite the monster in the snow with the 4Motion AWD system and boosted 2.0L turbo-four. The Wolfsburg is excellent value with the model coming with a lot of standard equipment such as leatherette, 6.5-inch touchscreen, sunroof, and blind-spot monitoring for a price that is very surprising. The Alltrack brings more capability to the Sportwagen with a slightly raised ride height and 4Motion AWD. It’s also the sweet spot in the Golf family with an impressive amount of standard equipment along with the option of various active safety features such as adaptive cruise control on all trims. Volvo S90 Inscription Why is the S90 a favorite? The S90 had a tough act to follow with the XC90 considered by many to be one of Volvo’s best efforts. Thankfully, the S90 was able to follow through with many of the same traits set forth by the crossover. The simple exterior is very handsome and features some nice touches such as rounded corners and the ‘Thor’s Hammer’ daytime-running lights. The interior is one of the nicest I have experienced with Nappa leather, matte wood trim, and the metal surrounds for the optional Bowers & Wilkins audio system. A smooth four-cylinder engine with twin-charging provides the performance and refinement of six-cylinder. I would say get the smaller wheels as the 20-inch ones fitted to my tester made the ride slightly rough. There was also a few vehicles that deserve an honorable mention. Fiat 124 Spider Abarth While the styling of the 124 Spider Abarth did put me off, I will admit that Fiat made a slightly better handling MX-5 Miata. The changes made to the suspension on the Abarth does wonders with the vehicle feeling very athletic. The big downside was turbocharged 1.4L four-cylinder as it had too much turbo lag to have any real fun. The optional automatic transmission doesn’t help matters due to the programming that loves to upshift quickly, leaving you without any turbo boost. Hyundai Elantra Sport Had I not fallen down a flight of stairs and fractured a bone in my right leg, I would have spent more time with the Elantra Sport. The small amount of time I did spend with it showed it to be a real improvement over the previous Elantra I drove last year. The small changes to the exterior did wonders and made the Elantra stand out. The turbocharged 1.6L four and seven-speed dual-clutch seemed to work in harmony with providing quick performance. Handling was the best part as Hyundai had finally figured out how to make a vehicle that handled superbly. I really do think the Sport would have been on my list had I not injured myself. Jeep Compass Limited Make no bones about it, the new Compass is such an improvement over the outgoing model. It is quite the looker outside and interior is noticeably improved in terms of space and quality. Ride and handling are nicely balanced. But the Compass has a huge weakness under the hood. The 2.4L four-cylinder has never been a favorite due to its poor performance and abysmal fuel economy figures. If FCA was to swap the 2.4L four-cylinder for something else, I think the Compass would be on my favorites list.
  4. The Favorites of 2017

    2017, a year many people would like to forget for one reason or another. Here at the Cheers & Gears Detroit bureau, it has been an excellent year in terms of the vehicles I have driven. Compared to last year, the number of vehicles that stopped by our garage dropped (35 vs.44 from last year), But most of the vehicles in one way or another proved to really impressive. This year, eight models would earn the honor being named a favorite. Cadillac CT6 Platinum Why is the CT6 a favorite? No matter how many Cadillac vehicles I have driven, I come back to the same, tired, cliche line - so close, yet so far. It comes down to some bizarre decision made during the development of a model whether in terms of the interior, powertrain, etc. But somehow, the CT6 Platinum was able to avoid this. The interior has to be one of the best efforts done by Cadillac with high-quality materials, top-notch build quality, and a handsome design. The performance was another high mark as the 3.0L twin-turbo V6 moved the CT6 with authority and handling is quite shocking for a vehicle of this size. I really would like to see Cadillac offer a softer suspension option (possibly air suspension) as most buyers of flagship sedans want something comfort oriented. If the CT6 is a preview of what Cadillac has planned down the road, then I believe the “Standard of the World” tagline should make a return. Chevrolet Cruze Premier/Cruze Turbodiesel Why is the Cruze a favorite? Chevrolet’s previous attempts at building a compact vehicle has ranged from mediocre to terrible. But the new Cruze showed Chevrolet put a lot of care and effort into their newest compact. The Cruze is quite the handsome vehicle and really comes to life when you option the RS package. Inside, Chevrolet added some really nice touches such as heated rear seats, Apple CarPlay and Android Auto compatibility, and high-quality plastics. The turbocharged 1.4L four-cylinder provided enough grunt for most driving situations. The turbodiesel was a huge improvement over the last one I drove. It was much quieter at idle and felt slightly quicker than the gas engine. The only downside to the diesel was the manual transmission which had a really short first gear. I liked the Cruze so much, that I’m seriously considering one when it comes time to replace my current vehicle. Chevrolet Malibu Hybrid Why is the Malibu Hybrid a favorite? The brakes. I know, picking a car as one of my favorites just for the brakes may seem like an odd reason. But seriously, the brakes in the Malibu Hybrid are the best of any hybrid vehicle I have driven as they feel like normal brakes with a linear feel. But there is more the Malibu Hybrid. For one, it doesn’t scream that it is a hybrid. The only indication is a small ‘H’ badge on the trunk lid. Otherwise, the hybrid version looks like your standard Malibu. A strong powertrain, similar handling characteristics, and a much nicer interior than the last Malibu I drove (thank you leather package) make for a very compelling package. The cherry on top? With an as-tested price of just $33,000, the Malibu Hybrid is quite the deal. Chrysler Pacifica Touring L/Pacifica Hybrid Platinum Why is the Pacifica a favorite? Fiat Chrysler Automobiles took quite the pummeling with their vehicles over the past year. But the Pacifica and Pacifica Hybrid were the bright spots for the automaker. The two vans were not only stylish inside and out, but Chrysler showed they hadn’t lost the practicality touch. All of the seats provide more than enough space for the tallest of passenger and cargo space is in line with other minivans. The standard Pacifica retains the Stow n’ Go seating for both rows of rear seats, while the Hybrid loses out on having them in the second-row due to the massive battery pack. Both vans excel at providing excellent performance and a very cushy ride. The Hybrid takes it one step further by allowing the van to travel on electric power only for 33 miles - I was able to squeeze out 34. Honda Ridgeline RTL-E Why is the Ridgeline a favorite? “To put it another way, the Honda Ridgeline is like Festivus from Seinfeld; they’re both for the rest of us.” That was how I ended my Honda Ridgeline review earlier this year and I still stand behind it. It may not fit the true definition of a pickup in terms of capability when compared to other trucks in the class. But for most people, the Ridgeline is very much capable for their needs as it provides an impressive max payload rating for the class and decent towing numbers. The Ridgeline has a couple of other tricks up its sleeve such as the in-bed trunk that provides a secure spot for carrying cargo, dual-action tailgate, and a ride that you expect to find in a sedan, not a truck. Toyota Prius Prime Plus Why is the Prius Prime a favorite? If I was to give an award out for most improved, the Prius Prime would be taking it home. When I drove the Prius Plug-In Hybrid a few years back, I couldn’t figure out why anyone should consider it due to its high price and limited range. Toyota addressed both with the Prime. A larger 95-cell, 8.8-kWh Lithium-ion battery pack bumps electric-only range from 11 to 25 miles, perfect for running errands around town. The electric-only mode also made the Prius Prime very zippy. I’m sure that I shocked some people by how fast the Prius Prime left the stop light. The price also came down considerably with my test vehicle sticking at $28,300, making this an impressive value. Volkswagen Golf R/Golf Wolfsburg/Golf Alltrack SEL Why is the Golf a favorite? The past couple of years when picking my favorites, a Golf has appeared. 2015 saw the GTI be christened with this honor, while the Sportwagen would follow a year later. 2017 saw the remainder of the Golf family come in for an evaluation and all of them would earn a place on my list. Despite the three models being designed with different use cases in mind, all of them have the same balance of sharp handling and comfortable ride that I loved about the previous Golfs. They also are quite practical due to their shape, offering loads of space for passengers and cargo. The Golf R is quite the monster in the snow with the 4Motion AWD system and boosted 2.0L turbo-four. The Wolfsburg is excellent value with the model coming with a lot of standard equipment such as leatherette, 6.5-inch touchscreen, sunroof, and blind-spot monitoring for a price that is very surprising. The Alltrack brings more capability to the Sportwagen with a slightly raised ride height and 4Motion AWD. It’s also the sweet spot in the Golf family with an impressive amount of standard equipment along with the option of various active safety features such as adaptive cruise control on all trims. Volvo S90 Inscription Why is the S90 a favorite? The S90 had a tough act to follow with the XC90 considered by many to be one of Volvo’s best efforts. Thankfully, the S90 was able to follow through with many of the same traits set forth by the crossover. The simple exterior is very handsome and features some nice touches such as rounded corners and the ‘Thor’s Hammer’ daytime-running lights. The interior is one of the nicest I have experienced with Nappa leather, matte wood trim, and the metal surrounds for the optional Bowers & Wilkins audio system. A smooth four-cylinder engine with twin-charging provides the performance and refinement of six-cylinder. I would say get the smaller wheels as the 20-inch ones fitted to my tester made the ride slightly rough. There was also a few vehicles that deserve an honorable mention. Fiat 124 Spider Abarth While the styling of the 124 Spider Abarth did put me off, I will admit that Fiat made a slightly better handling MX-5 Miata. The changes made to the suspension on the Abarth does wonders with the vehicle feeling very athletic. The big downside was turbocharged 1.4L four-cylinder as it had too much turbo lag to have any real fun. The optional automatic transmission doesn’t help matters due to the programming that loves to upshift quickly, leaving you without any turbo boost. Hyundai Elantra Sport Had I not fallen down a flight of stairs and fractured a bone in my right leg, I would have spent more time with the Elantra Sport. The small amount of time I did spend with it showed it to be a real improvement over the previous Elantra I drove last year. The small changes to the exterior did wonders and made the Elantra stand out. The turbocharged 1.6L four and seven-speed dual-clutch seemed to work in harmony with providing quick performance. Handling was the best part as Hyundai had finally figured out how to make a vehicle that handled superbly. I really do think the Sport would have been on my list had I not injured myself. Jeep Compass Limited Make no bones about it, the new Compass is such an improvement over the outgoing model. It is quite the looker outside and interior is noticeably improved in terms of space and quality. Ride and handling are nicely balanced. But the Compass has a huge weakness under the hood. The 2.4L four-cylinder has never been a favorite due to its poor performance and abysmal fuel economy figures. If FCA was to swap the 2.4L four-cylinder for something else, I think the Compass would be on my favorites list. View full article
  5. 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
  6. 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
  7. 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
  8. Quick Drive: 2017 Jeep Cherokee Overland

    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
  9. Previous Page Next Page As the 2017 Los Angeles auto show wraps up today, let's take a look back at the new vehicles we saw. Part one, the largest grouping by far, the mainstream crossovers and SUVs. 2018 Nissan Kicks The Details: The Kicks has been sold in the South American market for a few years. It migrates north to replace the Nissan Juke. It comes with a 1.6 liter engine and CVT routing all 125 stampeding horses and 115 lb-ft of torque through the front wheels. Why it Matters: A rolling mass-market crossover cliche; Floating roof, genuine simulated contrast stitching, flat bottom steering wheel. Product planners pulled out all the stops when faced with trying to make a crossover that could only be had with front-wheel drive and a 125 hp 4-cylinder interesting and relevant. Expect performance to be sedentary and price to be cheap. The 2018 Kicks probably sell well for price alone, but the Kia Soul seems more interesting if AWD is not on the shopping list and Renegade or Ecosport if AWD is needed. Click here to read more about the 2018 Nissan Kicks. Competitors: Kia Soul, Chevrolet Trax, Jeep Renegade, Toyota C-HR, Honda HR-V, Ford EcoSport, Mazda CX-3, Ambien, Tylenol PM 2018 Jeep Wrangler The Details: New Turbo-4, updated V6, 8-speed auto or 6-speed manual, 3.0 liter diesel coming, plug-in hybrid coming. Lots more details at our 2018 Jeep Wrangler article. Why it Matters: The Wrangler was easily the most iconic vehicle shown at the 2017 LA Auto Show. FCA finally modernized the Wrangler, a feat hard to do with tons of purists out there. I think they have managed to pull it off in such a way that brings the Wrangler up to date and will still satisfy all but the staunchest of luddites. The Wrangler has been a segment of one for years with the only close competitor being the Toyota 4Runner. Click here to read more about the 2018 Jeep Wrangler Competitors: Toyota 4Runner, Mercedes-Benz G-Wagon with a 66% discount Next up: Subaru Ascent and Volkswagen Tiguan R-Line 2019 Subaru Ascent The Details: Subaru gets back into the mid-size crossover game with a conventional looking 3-row. Power only comes from an all new direct injected 260 hp, 277 lb-ft turbocharged boxer 4-cylinder. AWD and CVT are standard. Why it Matters: Subaru’s last attempt at a mid-size crossover bombed hard. It was odd looking, over priced, and had terrible fuel economy. This time Subaru took the safe route, put their Forester on the copy machine and enlarged it 150%. Of the mass-market crossovers I visited during the show, the new Ascent had one of the nicest interiors I encountered. That said, it will need that asset because it is definitely on the smaller side of the segment. People shopping the Chevrolet Traverse or Honda Pilot will probably find this Subaru to be too cramped. Subaru is one of the strongest growing brands in the US and the new Ascent is going to add to that momentum. Click here to read more information about the 2019 Subaru Ascent Competitors: Every mainstream 3-row crossover made, but especially the Mazda CX-9, Toyota Highlander, Kia Sorento, Volkswagen Atlas ,and Nissan Pathfinder 2018 Volkswagen Tiguan R-Line The Details: A sport appearance package for your smallish-midsize Volkswagen crossover. 19” wheels for R-Line SEL trims and 20” wheels for R-Line SEL Premium trims. Sportier bumpers with ample gloss black applique, black headliner, R-Line logos plastered on everything. Otherwise, it’s the same as any new Tiguan available at your local VW dealer since July. Click here to read more information about the Volkswagen Tiguan Why it matters: Audi tastes and Volkswagen budget? Say no more! Competitors: Every small crossover made, but especially Mazda CX-5 and Nissan Rogue Next up: Hyundai Kona, Mitsubishi Eclipse Cross, Kia Sorento 2018 Hyundai Kona The Details: A funky new compact crossover from Hyundai that you’ll either love or hate the looks of. All of the standard stuff is there, two choices of 4-cylinder, turbocharged and not, Front-wheel drive or all-wheel drive, floating roof treatment. Why it matters: A Hyundai designer and Jeep designer snuck into a Citroen design studio one night and made a baby. As crowded as the compact crossover segment is getting, there are a lot of forgettable entries. Hyundai made sure you won’t forget theirs. Click here to read more about the 2018 Hyundai Kona Competitors: Mitsubishi Eclipse Cross, Toyota C-HR, Chevrolet Trax, Ford Ecosport, used Pontiac Azteks 2018 Mitsubishi Eclipse Cross The Details: A compact crossover with more of an emphasis on sport than most of its peers. A 1.5 liter turbo direct-injected 4-cylinder offers a compelling 152 horsepower and 184 lb-ft of torque at 2,000 rpm. Super All-Wheel Control, Mitsubishi’s selectable all-wheel drive system offers a bit more control over exactly what the wheels are up to. The transmission is a CVT. All trims except the base model get Android Auto and Apple Car Play. Why it matters: I knew the Mitsubishi Eclipse. The Mitsubishi Eclipse was a friend of mine. You sir, are no Mitsubishi Eclipse. That said, Mitsubishi is clinging on for dear life in the US market at the moment, and sports hatchbacks are not where the money is at right now. Name issues aside, the Eclipse Cross was one of the bigger surprises for me at the 2017 LA Auto Show. It looks great in person, the interior is up-market for the segment, the powertrain sounds promising, and pricing is set to start at $23,295. Mitsubishi could have a hit on their hands if they manage to get the word out. Click here to read more about the 2018 Mitsubishi Eclipse Cross Competitors: Jeep Renegade, Mazda CX3, Honda HR-V, Chevrolet Trax, Ford Eco-Sport, Subaru CrossTrek 2019 Kia Sorento The Details: The 2.0T is gone. The 2.4 4-cylinder and 3.3 V6 continue on, but now paired with a new Kia designed 8-speed automatic. Light interior and exterior refresh that won’t be noticeable to most people. Diesel option is on the way. Why it Matters: The Sorento is Kia’s 4th best selling models clocking in almost 92k units for 2017 so far. This incremental refresh keeps it up to date and relevant in a competitive market. The Sorento is Kia’s largest crossover, but like the Subaru Ascent, it is on the small side of the 3-row crossover segment. It’s most compelling feature being price and warranty. Click here to read more about the 2019 Kia Sorento Competitors: Subaru Ascent, Hyundai Santa Fe, Mazda CX9, Toyota Highlander, Mitsubishi Outlander Previous Page Next Page View full article
  10. Previous Page Next Page As the 2017 Los Angeles auto show wraps up today, let's take a look back at the new vehicles we saw. Part one, the largest grouping by far, the mainstream crossovers and SUVs. 2018 Nissan Kicks The Details: The Kicks has been sold in the South American market for a few years. It migrates north to replace the Nissan Juke. It comes with a 1.6 liter engine and CVT routing all 125 stampeding horses and 115 lb-ft of torque through the front wheels. Why it Matters: A rolling mass-market crossover cliche; Floating roof, genuine simulated contrast stitching, flat bottom steering wheel. Product planners pulled out all the stops when faced with trying to make a crossover that could only be had with front-wheel drive and a 125 hp 4-cylinder interesting and relevant. Expect performance to be sedentary and price to be cheap. The 2018 Kicks probably sell well for price alone, but the Kia Soul seems more interesting if AWD is not on the shopping list and Renegade or Ecosport if AWD is needed. Click here to read more about the 2018 Nissan Kicks. Competitors: Kia Soul, Chevrolet Trax, Jeep Renegade, Toyota C-HR, Honda HR-V, Ford EcoSport, Mazda CX-3, Ambien, Tylenol PM 2018 Jeep Wrangler The Details: New Turbo-4, updated V6, 8-speed auto or 6-speed manual, 3.0 liter diesel coming, plug-in hybrid coming. Lots more details at our 2018 Jeep Wrangler article. Why it Matters: The Wrangler was easily the most iconic vehicle shown at the 2017 LA Auto Show. FCA finally modernized the Wrangler, a feat hard to do with tons of purists out there. I think they have managed to pull it off in such a way that brings the Wrangler up to date and will still satisfy all but the staunchest of luddites. The Wrangler has been a segment of one for years with the only close competitor being the Toyota 4Runner. Click here to read more about the 2018 Jeep Wrangler Competitors: Toyota 4Runner, Mercedes-Benz G-Wagon with a 66% discount Next up: Subaru Ascent and Volkswagen Tiguan R-Line 2019 Subaru Ascent The Details: Subaru gets back into the mid-size crossover game with a conventional looking 3-row. Power only comes from an all new direct injected 260 hp, 277 lb-ft turbocharged boxer 4-cylinder. AWD and CVT are standard. Why it Matters: Subaru’s last attempt at a mid-size crossover bombed hard. It was odd looking, over priced, and had terrible fuel economy. This time Subaru took the safe route, put their Forester on the copy machine and enlarged it 150%. Of the mass-market crossovers I visited during the show, the new Ascent had one of the nicest interiors I encountered. That said, it will need that asset because it is definitely on the smaller side of the segment. People shopping the Chevrolet Traverse or Honda Pilot will probably find this Subaru to be too cramped. Subaru is one of the strongest growing brands in the US and the new Ascent is going to add to that momentum. Click here to read more information about the 2019 Subaru Ascent Competitors: Every mainstream 3-row crossover made, but especially the Mazda CX-9, Toyota Highlander, Kia Sorento, Volkswagen Atlas ,and Nissan Pathfinder 2018 Volkswagen Tiguan R-Line The Details: A sport appearance package for your smallish-midsize Volkswagen crossover. 19” wheels for R-Line SEL trims and 20” wheels for R-Line SEL Premium trims. Sportier bumpers with ample gloss black applique, black headliner, R-Line logos plastered on everything. Otherwise, it’s the same as any new Tiguan available at your local VW dealer since July. Click here to read more information about the Volkswagen Tiguan Why it matters: Audi tastes and Volkswagen budget? Say no more! Competitors: Every small crossover made, but especially Mazda CX-5 and Nissan Rogue Next up: Hyundai Kona, Mitsubishi Eclipse Cross, Kia Sorento 2018 Hyundai Kona The Details: A funky new compact crossover from Hyundai that you’ll either love or hate the looks of. All of the standard stuff is there, two choices of 4-cylinder, turbocharged and not, Front-wheel drive or all-wheel drive, floating roof treatment. Why it matters: A Hyundai designer and Jeep designer snuck into a Citroen design studio one night and made a baby. As crowded as the compact crossover segment is getting, there are a lot of forgettable entries. Hyundai made sure you won’t forget theirs. Click here to read more about the 2018 Hyundai Kona Competitors: Mitsubishi Eclipse Cross, Toyota C-HR, Chevrolet Trax, Ford Ecosport, used Pontiac Azteks 2018 Mitsubishi Eclipse Cross The Details: A compact crossover with more of an emphasis on sport than most of its peers. A 1.5 liter turbo direct-injected 4-cylinder offers a compelling 152 horsepower and 184 lb-ft of torque at 2,000 rpm. Super All-Wheel Control, Mitsubishi’s selectable all-wheel drive system offers a bit more control over exactly what the wheels are up to. The transmission is a CVT. All trims except the base model get Android Auto and Apple Car Play. Why it matters: I knew the Mitsubishi Eclipse. The Mitsubishi Eclipse was a friend of mine. You sir, are no Mitsubishi Eclipse. That said, Mitsubishi is clinging on for dear life in the US market at the moment, and sports hatchbacks are not where the money is at right now. Name issues aside, the Eclipse Cross was one of the bigger surprises for me at the 2017 LA Auto Show. It looks great in person, the interior is up-market for the segment, the powertrain sounds promising, and pricing is set to start at $23,295. Mitsubishi could have a hit on their hands if they manage to get the word out. Click here to read more about the 2018 Mitsubishi Eclipse Cross Competitors: Jeep Renegade, Mazda CX3, Honda HR-V, Chevrolet Trax, Ford Eco-Sport, Subaru CrossTrek 2019 Kia Sorento The Details: The 2.0T is gone. The 2.4 4-cylinder and 3.3 V6 continue on, but now paired with a new Kia designed 8-speed automatic. Light interior and exterior refresh that won’t be noticeable to most people. Diesel option is on the way. Why it Matters: The Sorento is Kia’s 4th best selling models clocking in almost 92k units for 2017 so far. This incremental refresh keeps it up to date and relevant in a competitive market. The Sorento is Kia’s largest crossover, but like the Subaru Ascent, it is on the small side of the 3-row crossover segment. It’s most compelling feature being price and warranty. Click here to read more about the 2019 Kia Sorento Competitors: Subaru Ascent, Hyundai Santa Fe, Mazda CX9, Toyota Highlander, Mitsubishi Outlander Previous Page Next Page
  11. Review: 2017 Fiat 124 Spider Abarth

    Ever since Mazda launched the MX-5 Miata back in 1989, competitors have been trying their best to out-maneuver it.; whether that is through better design, handling, or more power. While all have come and gone, while the Miata is still kicking around. What do you do in this case? If you can't beat them, join 'em. That's the case with Fiat as a few years ago, they would take the place of Alfa Romeo of developing a new roadster using the Miata as a base. The end result is the 124 Spider. Fiat’s designers wanted to do a modern interpretation of the 124 Spider designed by the legendary Pininfarina design house. The problem was trying to get that design to work with the MX-5 Miata’s structure. To pull this off, designers would add five inches to the overall length of the 124 Spider. The front end features many of the design touches found on the original 124 Spider with teardrop headlights, trapezoidal grille, raised fenders, and twin-power bulges on the hood. Around back is where the design begins to fall apart. The overall shape and certain choices such as the overhanging trunk lid don't fully mesh with the front. It looks like Fiat had two design teams working on either end of the vehicle, but put a curtain between them so they couldn’t see what the other was doing. The Abarth version of the 124 Spider does get some special touches to help it stand out from the other trims. They include a darker grille opening, 17-inch alloy wheels finished in a dark gray, and a quad-tip exhaust system. The only item we would change is making the Abarth badges smaller. The large size really detracts from the iconic look Fiat is trying go for. Putting the soft top down in the 124 Spider is very easy. Simply unlatch the mechanism holding the top in place and fold it back into its little storage space. Raising the top is just as painless as you just need to pull a latch behind the seats and pull the top forward. It will only take a few tries before you’re able to put the top up and down in just a few seconds. Moving inside, the only real differences between the 124 Spider and MX-5 Miata are the Fiat badge on the steering wheel, different fonts used for the gauges, and soft-touch plastics on the top of the door panels. Otherwise, the 124 Spider features the same layout and quirks of its donor vehicle. Controls readily fall to hand for either driver or passenger. Abarth models come with a 7-inch touchscreen with the Mazda Connect infotainment as standard equipment. On the plus side, Mazda Connect is easy to grasp thanks to an intuitive interface and a simple control knob. Downsides include the lack of Apple CarPlay and Android Auto;, and the awkward placement of the control knob. It will get in the way whenever you are shifting gears with either transmission. Snug is the keyword when describing the experience of sitting inside the 124 Spider. I’m 5’ 8” and had to set the driver’s seat almost all the way back to not feel cramped. Once I was able to find the right seat and steering positions, it felt like I was a part of the vehicle and not sitting on top of it. The passenger will complain about the lack of legroom as the transmission tunnel protrudes into the footwell. The seats themselves provide excellent support and will hold you in during an enthusiastic drive. The motivation for the 124 Spider is provided by Fiat’s turbocharged 1.4L MultiAir four-cylinder. The Abarth produces 164 horsepower and 184 pound-feet of torque. The base Classica and up-level Lusso see a small decrease in horsepower to 160. The difference comes down to the Abarth featuring a different exhaust system. Our tester featured the optional six-speed automatic with steering wheel paddles. A six-speed manual comes standard. Although the 124 Spider has higher power figures than the Miata, it isn’t that much faster. Reviewers who have run 0-60 tests say the Miata does it under six seconds, while the 124 Spider takes over six seconds. There are two reasons for this: First, the Miata is lighter than the 124 Spider by an average of about 120 pounds. Second is the engine has a bad case of turbo lag. The turbo doesn’t fully spool up until about 2,000 to 2,500 rpm, leaving you wondering where all of this power is when leaving a stop. Once it’s going, power is delivered in a smooth and somewhat linear fashion. The automatic transmission is another weak point of this powertrain. It loves to upshift early and leaves you without any turbo boost. This can be rectified by using the paddles on the steering wheel or throwing the automatic into the manual shift mode. The manual transmission is the better choice as it allows more flexibility with the engine. EPA fuel economy figures for the 124 Spider stand at 25 City/36 Highway/29 Combined. Our average for the week landed around 28 MPG. If there is one place that the 124 Spider Abarth can give the MX-5 Miata a run for its money, it is in the handling. The Abarth feels more athletic and confident when entering a corner with little body roll and fast transitions thanks to a sport-tuned suspension. Steering is the same as Miata with excellent road feel and quick turning. The downside to the athletic handling is a very stiff ride. Road imperfections are directly transmitted to those sitting inside. There is also an abundance of wind and road noise coming inside the 124 Spider. In some ways, the 124 Spider is better than the MX-5 Miata. The Abarth provides crisper handling and the interior is slightly nicer than what you’ll find in the Miata. But in other areas, the Miata is the better vehicle. The turbo lag from the turbocharged 1.4L saps a bit of the fun out of the vehicle and the design is somewhat unflattering. We can understand why someone would pick the 124 Spider Abarth over the Miata as it is something different. But is it the better Miata? The answer is no. Disclaimer: Fiat Provided the 124 Spider, Insurance, and One Tank of Gas Year: 2017 Make: Fiat Model: 124 Spider Trim: Abarth Engine: Turbocharged 1.4L MultiAir Inline-Four Driveline: Six-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 164 @ 5,500 Torque @ RPM: 184 @ 3,200 Fuel Economy: City/Highway/Combined - 25/36/29 Curb Weight: 2,516 lbs Location of Manufacture: Hiroshima, Japan Base Price: $28,195 As Tested Price: $30,540 (Includes $995.00 Destination Charge) Options: 6-Speed AISIN Automatic RWD Transmission - $1,350.00 View full article
  12. Review: 2017 Fiat 124 Spider Abarth

    Ever since Mazda launched the MX-5 Miata back in 1989, competitors have been trying their best to out-maneuver it.; whether that is through better design, handling, or more power. While all have come and gone, while the Miata is still kicking around. What do you do in this case? If you can't beat them, join 'em. That's the case with Fiat as a few years ago, they would take the place of Alfa Romeo of developing a new roadster using the Miata as a base. The end result is the 124 Spider. Fiat’s designers wanted to do a modern interpretation of the 124 Spider designed by the legendary Pininfarina design house. The problem was trying to get that design to work with the MX-5 Miata’s structure. To pull this off, designers would add five inches to the overall length of the 124 Spider. The front end features many of the design touches found on the original 124 Spider with teardrop headlights, trapezoidal grille, raised fenders, and twin-power bulges on the hood. Around back is where the design begins to fall apart. The overall shape and certain choices such as the overhanging trunk lid don't fully mesh with the front. It looks like Fiat had two design teams working on either end of the vehicle, but put a curtain between them so they couldn’t see what the other was doing. The Abarth version of the 124 Spider does get some special touches to help it stand out from the other trims. They include a darker grille opening, 17-inch alloy wheels finished in a dark gray, and a quad-tip exhaust system. The only item we would change is making the Abarth badges smaller. The large size really detracts from the iconic look Fiat is trying go for. Putting the soft top down in the 124 Spider is very easy. Simply unlatch the mechanism holding the top in place and fold it back into its little storage space. Raising the top is just as painless as you just need to pull a latch behind the seats and pull the top forward. It will only take a few tries before you’re able to put the top up and down in just a few seconds. Moving inside, the only real differences between the 124 Spider and MX-5 Miata are the Fiat badge on the steering wheel, different fonts used for the gauges, and soft-touch plastics on the top of the door panels. Otherwise, the 124 Spider features the same layout and quirks of its donor vehicle. Controls readily fall to hand for either driver or passenger. Abarth models come with a 7-inch touchscreen with the Mazda Connect infotainment as standard equipment. On the plus side, Mazda Connect is easy to grasp thanks to an intuitive interface and a simple control knob. Downsides include the lack of Apple CarPlay and Android Auto;, and the awkward placement of the control knob. It will get in the way whenever you are shifting gears with either transmission. Snug is the keyword when describing the experience of sitting inside the 124 Spider. I’m 5’ 8” and had to set the driver’s seat almost all the way back to not feel cramped. Once I was able to find the right seat and steering positions, it felt like I was a part of the vehicle and not sitting on top of it. The passenger will complain about the lack of legroom as the transmission tunnel protrudes into the footwell. The seats themselves provide excellent support and will hold you in during an enthusiastic drive. The motivation for the 124 Spider is provided by Fiat’s turbocharged 1.4L MultiAir four-cylinder. The Abarth produces 164 horsepower and 184 pound-feet of torque. The base Classica and up-level Lusso see a small decrease in horsepower to 160. The difference comes down to the Abarth featuring a different exhaust system. Our tester featured the optional six-speed automatic with steering wheel paddles. A six-speed manual comes standard. Although the 124 Spider has higher power figures than the Miata, it isn’t that much faster. Reviewers who have run 0-60 tests say the Miata does it under six seconds, while the 124 Spider takes over six seconds. There are two reasons for this: First, the Miata is lighter than the 124 Spider by an average of about 120 pounds. Second is the engine has a bad case of turbo lag. The turbo doesn’t fully spool up until about 2,000 to 2,500 rpm, leaving you wondering where all of this power is when leaving a stop. Once it’s going, power is delivered in a smooth and somewhat linear fashion. The automatic transmission is another weak point of this powertrain. It loves to upshift early and leaves you without any turbo boost. This can be rectified by using the paddles on the steering wheel or throwing the automatic into the manual shift mode. The manual transmission is the better choice as it allows more flexibility with the engine. EPA fuel economy figures for the 124 Spider stand at 25 City/36 Highway/29 Combined. Our average for the week landed around 28 MPG. If there is one place that the 124 Spider Abarth can give the MX-5 Miata a run for its money, it is in the handling. The Abarth feels more athletic and confident when entering a corner with little body roll and fast transitions thanks to a sport-tuned suspension. Steering is the same as Miata with excellent road feel and quick turning. The downside to the athletic handling is a very stiff ride. Road imperfections are directly transmitted to those sitting inside. There is also an abundance of wind and road noise coming inside the 124 Spider. In some ways, the 124 Spider is better than the MX-5 Miata. The Abarth provides crisper handling and the interior is slightly nicer than what you’ll find in the Miata. But in other areas, the Miata is the better vehicle. The turbo lag from the turbocharged 1.4L saps a bit of the fun out of the vehicle and the design is somewhat unflattering. We can understand why someone would pick the 124 Spider Abarth over the Miata as it is something different. But is it the better Miata? The answer is no. Disclaimer: Fiat Provided the 124 Spider, Insurance, and One Tank of Gas Year: 2017 Make: Fiat Model: 124 Spider Trim: Abarth Engine: Turbocharged 1.4L MultiAir Inline-Four Driveline: Six-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 164 @ 5,500 Torque @ RPM: 184 @ 3,200 Fuel Economy: City/Highway/Combined - 25/36/29 Curb Weight: 2,516 lbs Location of Manufacture: Hiroshima, Japan Base Price: $28,195 As Tested Price: $30,540 (Includes $995.00 Destination Charge) Options: 6-Speed AISIN Automatic RWD Transmission - $1,350.00
  13. Most wagon options in the U.S. fall under the slightly-lifted off-road category. The reason is quite simple as buyers like the looks and capability on offer when compared to standard wagons. Case in point is the latest member of the Golf family, the Alltrack. Volkswagen recently revealed that 75 percent of Golf SportWagens sold in the U.S. are Alltracks. We happen to be big fans of the Golf SportWagen as it builds upon many of strong points of the regular Golf by making it more practical. Can the Golf Alltrack do the same? The small changes made to the Golf Alltrack’s exterior help make it stand out somewhat. It begins with the slight 0.6-inch increase in ride height and a larger tire and wheel combination. Our SEL tester feature 18-inch wheels, while the S and SE make do with 17-inch wheels. Other exterior changes include new bumpers and lower body cladding. Volkswagen didn’t make any changes to the Alltrack’s interior which is a good thing. It retains the clean if a somewhat boring design that makes it easy to find the various controls. Build and material quality is very solid. SEL models get a 6.5-inch touchscreen with Volkswagen’s Car-Net infotainment system and navigation. We like how fast the system is with switching between various functions, physical shortcut buttons, and integration with Apple CarPlay and Android Auto. Car-Net loses some points for low-resolution graphics and the navigation system looking very dated. The seats are quite comfortable with excellent support and good bolstering to keep you planted when traversing down a winding road. Head and legroom are excellent in both rows of seats. A turbocharged 1.8L four-cylinder with 170 horsepower and 199 pound-feet of torque provides the motivation for the Golf Alltrack. This is paired with a six-speed DSG transmission (a six-speed manual is available on the S and SE) and Volkswagen’s 4Motion all-wheel drive system. Despite being about 300 pounds heavier than the SportWagen, the Alltrack doesn’t break a sweat. It feels just as fast as the SportWagen we drove last year with strong acceleration throughout the rpm band. The DSG still exhibits some sluggishness when leaving a stop, but improves when you’re up to speed with rapid and smooth shifts. Fuel economy is disappointing with EPA figures of 22 City/30 Highway/25 Combined. We saw an average of 25 MPG with a mix of 70 percent city and 30 percent highway driving. Ride and handling characteristics is much like the standard Golf and SportWagen. No matter the road surface, the Alltrack’s suspension was able to provide a comfortable ride. Around corners, the Alltrack does show a little bit of body roll. However, it feels as agile as the standard SportWagen and the steering is quick to respond to inputs. The Golf Alltrack begins at $25,850 for the base S with manual transmission. Our loaded SEL tester totaled $35,705 with the Driver Assistance and Light package. That’s a lot of money for a compact off-road wagon, especially considering you can get into a larger Subaru Outback 2.5i Limited with the excellent EyeSight active safety system for around the same money. If we were buying a Golf Alltrack, we would drop down to the S with the DSG and order the Driver Assistance package, bring the total price to just over $28,500. The Alltrack is a worthy addition to the Golf family as it provides something a bit more capable while retaining many of the plus points of the standard Golf. We do wish the DSG was smoother during low-speed driving and fuel economy was slightly better. Disclaimer: Volkswagen Provided the Golf Alltrack, Insurance, and One Tank of Gas Year: 2017 Make: Volkswagen Model: Golf Alltrack Trim: SEL Engine: Turbocharged 1.8L TSI DOHC Four-Cylinder Driveline: Six-Speed DSG, All-Wheel Drive Horsepower @ RPM: 170 @ 4,500 Torque @ RPM: 199 @ 1,600 Fuel Economy: City/Highway/Combined - 22/30/25 Curb Weight: 3,351 lbs Location of Manufacture: N/A Base Price: $32,890 As Tested Price: $35,705 (Includes $820.00 Destination Charge) Options: SEL Driver Assistance & Lighting Package - $1,995.00 View full article
  14. Quick Drive: 2017 Volkswagen Golf Alltrack

    Most wagon options in the U.S. fall under the slightly-lifted off-road category. The reason is quite simple as buyers like the looks and capability on offer when compared to standard wagons. Case in point is the latest member of the Golf family, the Alltrack. Volkswagen recently revealed that 75 percent of Golf SportWagens sold in the U.S. are Alltracks. We happen to be big fans of the Golf SportWagen as it builds upon many of strong points of the regular Golf by making it more practical. Can the Golf Alltrack do the same? The small changes made to the Golf Alltrack’s exterior help make it stand out somewhat. It begins with the slight 0.6-inch increase in ride height and a larger tire and wheel combination. Our SEL tester feature 18-inch wheels, while the S and SE make do with 17-inch wheels. Other exterior changes include new bumpers and lower body cladding. Volkswagen didn’t make any changes to the Alltrack’s interior which is a good thing. It retains the clean if a somewhat boring design that makes it easy to find the various controls. Build and material quality is very solid. SEL models get a 6.5-inch touchscreen with Volkswagen’s Car-Net infotainment system and navigation. We like how fast the system is with switching between various functions, physical shortcut buttons, and integration with Apple CarPlay and Android Auto. Car-Net loses some points for low-resolution graphics and the navigation system looking very dated. The seats are quite comfortable with excellent support and good bolstering to keep you planted when traversing down a winding road. Head and legroom are excellent in both rows of seats. A turbocharged 1.8L four-cylinder with 170 horsepower and 199 pound-feet of torque provides the motivation for the Golf Alltrack. This is paired with a six-speed DSG transmission (a six-speed manual is available on the S and SE) and Volkswagen’s 4Motion all-wheel drive system. Despite being about 300 pounds heavier than the SportWagen, the Alltrack doesn’t break a sweat. It feels just as fast as the SportWagen we drove last year with strong acceleration throughout the rpm band. The DSG still exhibits some sluggishness when leaving a stop, but improves when you’re up to speed with rapid and smooth shifts. Fuel economy is disappointing with EPA figures of 22 City/30 Highway/25 Combined. We saw an average of 25 MPG with a mix of 70 percent city and 30 percent highway driving. Ride and handling characteristics is much like the standard Golf and SportWagen. No matter the road surface, the Alltrack’s suspension was able to provide a comfortable ride. Around corners, the Alltrack does show a little bit of body roll. However, it feels as agile as the standard SportWagen and the steering is quick to respond to inputs. The Golf Alltrack begins at $25,850 for the base S with manual transmission. Our loaded SEL tester totaled $35,705 with the Driver Assistance and Light package. That’s a lot of money for a compact off-road wagon, especially considering you can get into a larger Subaru Outback 2.5i Limited with the excellent EyeSight active safety system for around the same money. If we were buying a Golf Alltrack, we would drop down to the S with the DSG and order the Driver Assistance package, bring the total price to just over $28,500. The Alltrack is a worthy addition to the Golf family as it provides something a bit more capable while retaining many of the plus points of the standard Golf. We do wish the DSG was smoother during low-speed driving and fuel economy was slightly better. Disclaimer: Volkswagen Provided the Golf Alltrack, Insurance, and One Tank of Gas Year: 2017 Make: Volkswagen Model: Golf Alltrack Trim: SEL Engine: Turbocharged 1.8L TSI DOHC Four-Cylinder Driveline: Six-Speed DSG, All-Wheel Drive Horsepower @ RPM: 170 @ 4,500 Torque @ RPM: 199 @ 1,600 Fuel Economy: City/Highway/Combined - 22/30/25 Curb Weight: 3,351 lbs Location of Manufacture: N/A Base Price: $32,890 As Tested Price: $35,705 (Includes $820.00 Destination Charge) Options: SEL Driver Assistance & Lighting Package - $1,995.00
  15. Review: 2017 Jeep Compass Limited 4X4

    There are some vehicles that leave you scratching your head, wondering why is anyone buying them. A perfect example is the previous-generation Jeep Compass. The model had a long list of negatives ranging from a very cheap interior to powertrains that could be beaten by a snail. But a number of folks bought the Compass and its sister car, the Patriot, in droves. It offered the looks and the image of owning a Jeep vehicle without the downsides of owning something that provided a rough ride or was too expensive. Almost a decade later, we have the new Compass which hopes to right the wrongs of the previous model. We spent a week in the Limited trim to see if Jeep was able to. First impressions seem promising when it comes to the exterior. There is a lot of Grand Cherokee in the Compass’ shape with similar profiles, angled front end, and rear tailgate. Our Limited tester came with 18-inch aluminum wheels and two-tone paint that helps make the model pop. Compared to the last Compass, the new model is slightly shorter (173.2 vs. 175.1-inches). A big complaint about the Compass/Patriot was their interiors. It was easy to tell they were built to the lowest cost possible with cheap plastics, a short list of standard features, and odd design decisions. The new Compass thankfully fixes many of those mistakes. Step inside and it becomes quite clear that Jeep focused on making the Compass a special place to be in. Again, there is a lot of Grand Cherokee influence with a similar dash design and the extensive use of soft-touch materials. We like the contrasting trim pieces around the vents that help make the interior not feel as dark. One thing we’re not so keen on is the low placement of HVAC and audio controls in the center stack. It is a bit of reach to adjust the temperature or change the volume. In terms of seating, you feel that you’re sitting on top of the Compass, not inside it. This is due to Jeep raising the seats to provide the high-riding experience of an SUV. The front seats provide decent support for long trips and optional power adjustments make it easier to find the right position. In the back, there is plenty of legroom for those over 6-feet. Headroom is tight for taller passengers if you get the optional panoramic sunroof. Cargo space measures out to 27 cubic feet with the rear seats up and 61 cubic feet folded. Our test Compass came with the 8.4-inch UConnect system. Recently updated for the 2018 model year, the system features an updated interface and integration with Apple CarPlay and Android Auto. Unlike other FCA vehicles equipped with UConnect, the system in the Compass was problematic. For starters, the system had trouble trying to pair an iPhone 7 Plus via Bluetooth. The system would try to connect to the phone for about 30 seconds and then give up. On the third attempt, UConnect froze and I had to shut off the vehicle and walk away for a minute before the system turned off. After doing some troubleshooting, I realized that I had too many UConnect pairings on my phone and deleted them all. After this, the system was able to connect to connect to my phone with no issues. Yes, this is only a problem to those of us who review a number of new cars. But other problems with this system would pop up such as the system taking a few moments to bring up certain functions, being unable to find my iPod or iPhone when plugged in, and the system crashing when I was trying to bring up navigation. I believe these most of these issues are isolated to this vehicle, but it doesn’t leave a good impression with the new version of UConnect. There is only one engine available for the Compass, a 2.4L four-cylinder with 180 horsepower and 175 pound-feet of torque. Our Limited came equipped with a nine-speed automatic and all-wheel drive. Front-wheel drive models have the choice between a six-speed manual or automatic. This engine has been a weak point in many Fiat Chrysler Automobiles’ vehicles we have driven and the Compass is no exception. Acceleration is very anemic as the engine takes its sweet time to get up to speed. The engine is also very noisy when accelerating but thankfully quiets down when cruising at a steady speed. The nine-speed automatic is well-behaved for the most part as it smoothly and quickly upshifts to help boost fuel economy. There is some hesitation when it comes to downshifting. Fuel economy is not a strong suit for the Compass. EPA ratings for the nine-speed and AWD combination stands at 22 City/30 Highway/25 Combined. Our average for the week landed at 23 MPG. The tall height may hint that the Compass is a bit of handful when cornering, but the model is surprisingly agile. There is some lean when cornering, but the Compass feels planted and controlled. The steering feels nicely weighted and responds quickly to inputs. In terms of the ride, the Compass’ suspension is able to smooth over most bumps with no issue. We sadly didn’t get the chance to try the Compass’ off-road capability. AWD models come with Jeep’s Selec-Terrain system that offers four different driving modes that alter various settings. Those who have taken the Compass off the beaten path say it is surprisingly capable. The second-generation Jeep Compass is worlds better than the original model. A lot of the changes made to this model have been for the better with a sharp-looking exterior, pleasant interior, and surprising driving dynamics. But there are two issues that hold the Compass back from reaching greatness. First is the 2.4 four-cylinder engine which feels sluggish and fuel economy is somewhat poor. FCA really needs to come up with a replacement for the 2.4 ASAP. Second is the price. The Compass Limited starts at $28,995 and our as-tested price came to $34,955. This makes a bit of a poor value, especially when the Hyundai Tucson Limited we reviewed a few weeks ago was only $300 more. Given the choice, we would pick the Hyundai. Despite the changes made by the Jeep, the Compass is relegated to mid-pack. If they can get a new engine and work on the value argument, then the Compass could be a real threat. Disclaimer: Jeep Provided the Compass, Insurance, and One Tank of Gas Year: 2017 Make: Jeep Model: Compass Trim: Limited 4X4 Engine: 2.4L MultiAir 16-Valve Four-Cylinder Driveline: Nine-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 180 @ 6,400 Torque @ RPM: 175 @ 3,900 Fuel Economy: City/Highway/Combined - 22/30/25 Curb Weight: 3,327 lbs Location of Manufacture: Toluca, Mexico Base Price: $28,995 As Tested Price: $34,955 (Includes $1,095 Destination Charge) Options: 19" x 7.5" Polished Black Pocket Aluminum Wheels - $895.00 Advanced Safety & Lighting Group - $895.00 Navigation Group - $895.00 Safety and Security Group - $745.00 Beats Premium Audio System - $695.00 Power Liftgate - $495.00 Compact Spare Tire - $245.00 View full article
  16. Review: 2017 Jeep Compass Limited 4X4

    There are some vehicles that leave you scratching your head, wondering why is anyone buying them. A perfect example is the previous-generation Jeep Compass. The model had a long list of negatives ranging from a very cheap interior to powertrains that could be beaten by a snail. But a number of folks bought the Compass and its sister car, the Patriot, in droves. It offered the looks and the image of owning a Jeep vehicle without the downsides of owning something that provided a rough ride or was too expensive. Almost a decade later, we have the new Compass which hopes to right the wrongs of the previous model. We spent a week in the Limited trim to see if Jeep was able to. First impressions seem promising when it comes to the exterior. There is a lot of Grand Cherokee in the Compass’ shape with similar profiles, angled front end, and rear tailgate. Our Limited tester came with 18-inch aluminum wheels and two-tone paint that helps make the model pop. Compared to the last Compass, the new model is slightly shorter (173.2 vs. 175.1-inches). A big complaint about the Compass/Patriot was their interiors. It was easy to tell they were built to the lowest cost possible with cheap plastics, a short list of standard features, and odd design decisions. The new Compass thankfully fixes many of those mistakes. Step inside and it becomes quite clear that Jeep focused on making the Compass a special place to be in. Again, there is a lot of Grand Cherokee influence with a similar dash design and the extensive use of soft-touch materials. We like the contrasting trim pieces around the vents that help make the interior not feel as dark. One thing we’re not so keen on is the low placement of HVAC and audio controls in the center stack. It is a bit of reach to adjust the temperature or change the volume. In terms of seating, you feel that you’re sitting on top of the Compass, not inside it. This is due to Jeep raising the seats to provide the high-riding experience of an SUV. The front seats provide decent support for long trips and optional power adjustments make it easier to find the right position. In the back, there is plenty of legroom for those over 6-feet. Headroom is tight for taller passengers if you get the optional panoramic sunroof. Cargo space measures out to 27 cubic feet with the rear seats up and 61 cubic feet folded. Our test Compass came with the 8.4-inch UConnect system. Recently updated for the 2018 model year, the system features an updated interface and integration with Apple CarPlay and Android Auto. Unlike other FCA vehicles equipped with UConnect, the system in the Compass was problematic. For starters, the system had trouble trying to pair an iPhone 7 Plus via Bluetooth. The system would try to connect to the phone for about 30 seconds and then give up. On the third attempt, UConnect froze and I had to shut off the vehicle and walk away for a minute before the system turned off. After doing some troubleshooting, I realized that I had too many UConnect pairings on my phone and deleted them all. After this, the system was able to connect to connect to my phone with no issues. Yes, this is only a problem to those of us who review a number of new cars. But other problems with this system would pop up such as the system taking a few moments to bring up certain functions, being unable to find my iPod or iPhone when plugged in, and the system crashing when I was trying to bring up navigation. I believe these most of these issues are isolated to this vehicle, but it doesn’t leave a good impression with the new version of UConnect. There is only one engine available for the Compass, a 2.4L four-cylinder with 180 horsepower and 175 pound-feet of torque. Our Limited came equipped with a nine-speed automatic and all-wheel drive. Front-wheel drive models have the choice between a six-speed manual or automatic. This engine has been a weak point in many Fiat Chrysler Automobiles’ vehicles we have driven and the Compass is no exception. Acceleration is very anemic as the engine takes its sweet time to get up to speed. The engine is also very noisy when accelerating but thankfully quiets down when cruising at a steady speed. The nine-speed automatic is well-behaved for the most part as it smoothly and quickly upshifts to help boost fuel economy. There is some hesitation when it comes to downshifting. Fuel economy is not a strong suit for the Compass. EPA ratings for the nine-speed and AWD combination stands at 22 City/30 Highway/25 Combined. Our average for the week landed at 23 MPG. The tall height may hint that the Compass is a bit of handful when cornering, but the model is surprisingly agile. There is some lean when cornering, but the Compass feels planted and controlled. The steering feels nicely weighted and responds quickly to inputs. In terms of the ride, the Compass’ suspension is able to smooth over most bumps with no issue. We sadly didn’t get the chance to try the Compass’ off-road capability. AWD models come with Jeep’s Selec-Terrain system that offers four different driving modes that alter various settings. Those who have taken the Compass off the beaten path say it is surprisingly capable. The second-generation Jeep Compass is worlds better than the original model. A lot of the changes made to this model have been for the better with a sharp-looking exterior, pleasant interior, and surprising driving dynamics. But there are two issues that hold the Compass back from reaching greatness. First is the 2.4 four-cylinder engine which feels sluggish and fuel economy is somewhat poor. FCA really needs to come up with a replacement for the 2.4 ASAP. Second is the price. The Compass Limited starts at $28,995 and our as-tested price came to $34,955. This makes a bit of a poor value, especially when the Hyundai Tucson Limited we reviewed a few weeks ago was only $300 more. Given the choice, we would pick the Hyundai. Despite the changes made by the Jeep, the Compass is relegated to mid-pack. If they can get a new engine and work on the value argument, then the Compass could be a real threat. Disclaimer: Jeep Provided the Compass, Insurance, and One Tank of Gas Year: 2017 Make: Jeep Model: Compass Trim: Limited 4X4 Engine: 2.4L MultiAir 16-Valve Four-Cylinder Driveline: Nine-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 180 @ 6,400 Torque @ RPM: 175 @ 3,900 Fuel Economy: City/Highway/Combined - 22/30/25 Curb Weight: 3,327 lbs Location of Manufacture: Toluca, Mexico Base Price: $28,995 As Tested Price: $34,955 (Includes $1,095 Destination Charge) Options: 19" x 7.5" Polished Black Pocket Aluminum Wheels - $895.00 Advanced Safety & Lighting Group - $895.00 Navigation Group - $895.00 Safety and Security Group - $745.00 Beats Premium Audio System - $695.00 Power Liftgate - $495.00 Compact Spare Tire - $245.00
  17. Quick Drive: 2017 Kia Soul Exclaim

    I happen to be a big fan of the Kia Soul. Its daring looks, spacious interior, and overall value make it an interesting option in the compact class. It seems many others would agree as the Soul is one of Kia’s best selling models. To help keep it up there, Kia has introduced a new turbo engine for the top-line Exclaim (!) model along with minor changes for 2017. Let's see how these changes affect the Soul. Aside from the turbo engine, Kia made some design tweaks to the Exclaim to have it stand out from other Soul trims. This includes a new front bumper, red accents, 18-inch alloy wheels, a twin-tip exhaust, and exclusive colors like this copper color seen here. The little changes really make the Soul stand out even further than before. Moving on to the turbo engine, it is a 1.6L four-cylinder packing 201 horsepower and 195 pound-feet of torque. This is only paired with a seven-speed dual-clutch transmission. If you really want a manual with your turbo-four, Kia will gladly sell you a Forte5 SX which features the same engine. There is a brief moment of turbo lag when you step on the accelerator, but the engine comes into its own after this with power building smoothly. There are no issues with getting up to speed when merging or making a pass. The dual-clutch transmission is a bit of a mixed bag. In stop-and-go traffic, the transmission exhibits some jerkiness and lazy shifts. We also noticed the transmission was slow to respond in terms of downshifting, making us think the programming for this transmission was focused on fuel economy. At higher speeds, the transmission is better with rapid and smooth shifts. The turbo engine has the highest fuel economy fuel economy figures in the Soul lineup with an EPA rating of 26 City/31 Highway/28 Combined. We saw an average of 25.3 mpg during our week in mostly city driving, which is slightly disappointing. With the turbo engine and racy looks, you might think that this particular Soul is fun to drive. Sorry to burst your bubble, but that is not the case. Out on a winding road, the Soul is competent with minimal body roll and okay steering. This would be ok if it weren’t for the sporty image that is being portrayed by the exterior. We do wish that Kia had made some changes to the suspension to make it slightly sportier. The upside to not messing with the Soul’s suspension is it mostly retains the smooth and comfortable ride of other models. Mostly is the keyword as the 18-inch wheels do introduce some harshness to the Soul’s ride. There is a fair amount of wind and road noise, most of this due to the Soul’s boxy shape. The Soul’s interior is still as sharp looking as it first was when the current model was launched in 2013. Little touches such as the uniquely styled air vents and orange accent stitching give the Soul a bit of whimsy. The extensive use of soft-touch materials gives off an aura of quality. Driver and passenger get power seats which make finding a comfortable position very easy. Those sitting in the back will appreciate the large amount of head and legroom, due to the Soul’s boxy shape. Our test Soul came with optional Technology Package that includes an 8-inch touchscreen with Kia’s UVO infotainment system and navigation. It is beginning to show its age in terms of the graphics, but it is still one of the most intuitive systems on sale today. A simple layout and redundant physical buttons make it breeze to use. Apple CarPlay and Android Auto integration is an added bonus. The Exclaim begins at $22,650 and comes well equipped. Standard features include automatic climate control, 7-inch touchscreen with UVO, Bluetooth, leather and cloth wrapped seats, push-button start with proximity key, and automatic headlights. Opt for the technology to get the 8-inch system, blind spot monitoring with rear-cross traffic alert, heated seats and steering wheel, and power folding mirrors. For only $26,995, you get a nicely equipped vehicle. Our test vehicle is slightly more expensive at $27,620 due to an optional panoramic sunroof which we would skip. Disclaimer: Kia Provided the Soul, Insurance, and One Tank of Gas Year: 2017 Make: Kia Model: Soul Trim: ! (Exclaim) Engine: Turbocharged 1.6L GDI Four-Cylinder Driveline: Front-Wheel Drive, Seven-Speed Dual-Clutch Automatic Horsepower @ RPM: 201 @ 6,000 Torque @ RPM: 195 @ 1,500 - 4,500 Fuel Economy: City/Highway/Combined - 26/31/28 Curb Weight: 3,232 lbs Location of Manufacture: Gwangju, South Korea Base Price: $22,650 As Tested Price: $27,620 (Includes $850.00 Destination Charge) Options: Technology Package - $3,000.00 Panoramic Sunroof - $1,000.00 Carpeted Floor Mars - $120.00 View full article
  18. Quick Drive: 2017 Kia Soul Exclaim

    I happen to be a big fan of the Kia Soul. Its daring looks, spacious interior, and overall value make it an interesting option in the compact class. It seems many others would agree as the Soul is one of Kia’s best selling models. To help keep it up there, Kia has introduced a new turbo engine for the top-line Exclaim (!) model along with minor changes for 2017. Let's see how these changes affect the Soul. Aside from the turbo engine, Kia made some design tweaks to the Exclaim to have it stand out from other Soul trims. This includes a new front bumper, red accents, 18-inch alloy wheels, a twin-tip exhaust, and exclusive colors like this copper color seen here. The little changes really make the Soul stand out even further than before. Moving on to the turbo engine, it is a 1.6L four-cylinder packing 201 horsepower and 195 pound-feet of torque. This is only paired with a seven-speed dual-clutch transmission. If you really want a manual with your turbo-four, Kia will gladly sell you a Forte5 SX which features the same engine. There is a brief moment of turbo lag when you step on the accelerator, but the engine comes into its own after this with power building smoothly. There are no issues with getting up to speed when merging or making a pass. The dual-clutch transmission is a bit of a mixed bag. In stop-and-go traffic, the transmission exhibits some jerkiness and lazy shifts. We also noticed the transmission was slow to respond in terms of downshifting, making us think the programming for this transmission was focused on fuel economy. At higher speeds, the transmission is better with rapid and smooth shifts. The turbo engine has the highest fuel economy fuel economy figures in the Soul lineup with an EPA rating of 26 City/31 Highway/28 Combined. We saw an average of 25.3 mpg during our week in mostly city driving, which is slightly disappointing. With the turbo engine and racy looks, you might think that this particular Soul is fun to drive. Sorry to burst your bubble, but that is not the case. Out on a winding road, the Soul is competent with minimal body roll and okay steering. This would be ok if it weren’t for the sporty image that is being portrayed by the exterior. We do wish that Kia had made some changes to the suspension to make it slightly sportier. The upside to not messing with the Soul’s suspension is it mostly retains the smooth and comfortable ride of other models. Mostly is the keyword as the 18-inch wheels do introduce some harshness to the Soul’s ride. There is a fair amount of wind and road noise, most of this due to the Soul’s boxy shape. The Soul’s interior is still as sharp looking as it first was when the current model was launched in 2013. Little touches such as the uniquely styled air vents and orange accent stitching give the Soul a bit of whimsy. The extensive use of soft-touch materials gives off an aura of quality. Driver and passenger get power seats which make finding a comfortable position very easy. Those sitting in the back will appreciate the large amount of head and legroom, due to the Soul’s boxy shape. Our test Soul came with optional Technology Package that includes an 8-inch touchscreen with Kia’s UVO infotainment system and navigation. It is beginning to show its age in terms of the graphics, but it is still one of the most intuitive systems on sale today. A simple layout and redundant physical buttons make it breeze to use. Apple CarPlay and Android Auto integration is an added bonus. The Exclaim begins at $22,650 and comes well equipped. Standard features include automatic climate control, 7-inch touchscreen with UVO, Bluetooth, leather and cloth wrapped seats, push-button start with proximity key, and automatic headlights. Opt for the technology to get the 8-inch system, blind spot monitoring with rear-cross traffic alert, heated seats and steering wheel, and power folding mirrors. For only $26,995, you get a nicely equipped vehicle. Our test vehicle is slightly more expensive at $27,620 due to an optional panoramic sunroof which we would skip. Disclaimer: Kia Provided the Soul, Insurance, and One Tank of Gas Year: 2017 Make: Kia Model: Soul Trim: ! (Exclaim) Engine: Turbocharged 1.6L GDI Four-Cylinder Driveline: Front-Wheel Drive, Seven-Speed Dual-Clutch Automatic Horsepower @ RPM: 201 @ 6,000 Torque @ RPM: 195 @ 1,500 - 4,500 Fuel Economy: City/Highway/Combined - 26/31/28 Curb Weight: 3,232 lbs Location of Manufacture: Gwangju, South Korea Base Price: $22,650 As Tested Price: $27,620 (Includes $850.00 Destination Charge) Options: Technology Package - $3,000.00 Panoramic Sunroof - $1,000.00 Carpeted Floor Mars - $120.00
  19. 2017 Cruze Hatchback Premier (1.4T/6A) Odo - 8051 mi We just took the Cruze on a 1,000 mile road trip (from Baltimore to Myrtle Beach and back) and this was my first extended, in-depth experience driving and living with the car for a week. I'll break down the review into sections if you want to skip around. Fuel Economy (EPA rated 28 city/37 highway): *Premium gas/mobil 1 oil used. Manual recommends regular gas, dexos approved synthetic oil. On our trip, we achieved 39.3 mpg leaving Baltimore and 41.0 mpg coming back, based on the gauge cluster. My wife reports that it's fairly accurate, if optimistic by an mpg. Hand calculation is pretty much out the window because we have to hit 3 different gas stations with wildly different pump shut-offs and then we burn half a tank around town for the week. Sorry, I'm just not that invested when I know we can trust the gauge cluster. We did not hypermile whatsoever, just used cruise control as much as possible. We passed slow traffic and drove aggressively when the situation called for it. No sitting behind slow traffic or drafting large trucks to fluff the numbers. We drove 7-10 over the speed limit, with most of the journey being 65 and 70 mph zones. - From what I can tell, 75 mph seems to be the 40 mpg cutoff. - 60 to 70 mph is the sweet spot for crushing the EPA highway rating. - The gauge cluster's "Best 50 mile average mpg" indicated we set a new high score of 49 mpg. Engine/Transmission 1.4T DI VVT is rated 153 hp/177 tq C&D test numbers for the premier hatchback auto: 0-60 in 7.7 sec, 1/4 mile in 16 @ 84 mph. In my experience, the direct-injected 1.4T provides more than adequate acceleration and feels peppy. The tires will peel out a bit when floored from a stop, and the engine offers strong torque for low-stress highway merging or passing even with 2 people and probably 150 lbs of luggage. I also drove with 4 adult occupants and acceleration remained adequate around town without revving hard. At full throttle, the engine starts getting out of breath above 5500 rpm. The transmission is more eco-tuned than I'd like, but the logic is a far cry from the mess of GM's first 6-speeds. Downshifting to accelerate takes a bit of prodding, but the downshift is drama free with a progressive surge of turbo torque that follows. After 6 hours on the road, we hit stop and go traffic briefly and under 25 mph the transmission tripped over itself a few times noticeably enough for my wife to point it out. Can't really be replicated on demand. Steering/Handling The electric power system in the Cruze has good heft to it, and the predictable turn-in seems to mask the electric numbness. It's easy to drive, which is a comment I found myself coming back to frequently in my thoughts behind the wheel. It's not sporty, but it nails easy driving and commuting. The tires are all-season performance firestone firehawk GTs in 225/45R17 size. They handle securely, but make a lot of road noise in an otherwise quiet car. Michelins or Continentals will make a world of difference. Brakes One of the weak points of the car is the brake pedal. It sits an inch further forward than the gas pedal, which is very awkward in use. There's also too much play between gentle slowing and heavy braking. It feels like you're pushing through the floor to stop quickly. Mechanically, the car has 4-wheel disk brakes, and they stop the car with authority. Pedal placement and feel is really the problem. Conclusion My wife and I really like the car. I keep coming back to the "easy to drive" sentiment, fun wasn't the goal here and I already have a car for that. It's very happy commuting and eating up highway miles at 40 mpg. I was comfortable in the seats for 8 hours of driving, which is very rare. The acceleration power straddles base versus optional engines of other cars like the Civic and Mazda 3 without sacrifice to maximum fuel economy, which is a good balance that hasn't left us wanting. With a set of good tires and perhaps a tune in the far future, this car will be hanging around well beyond the last payment.
  20. The Toyota Highlander may not be the flashiest or fun to drive. But it has many qualities to make it one of Toyota’s best selling models such as functional and spacious interior, long list of standard equipment, and high-reliability marks. Last year, Toyota unveiled an updated Highlander with tweaks to the exterior, revised V6, and more safety. Considering it has been a few years since we last checked out the Highlander, it seemed a revisit was in order. The 2017 Highlander boasts new front and rear fascias to give it a more SUV-appearance and we think Toyota has mostly succeeded in this regard. The only issue is the front end reminding us too much of a Cylon from the original Battlestar Galactica TV. Thank the new grille design for this. Move inside and the Highlander is the same as we last saw it back in 2014 when we did our original review. This is both good and bad. The good is that the controls for the various functions are easy to use. The center console features a huge storage bin that you can easily fit a large purse or a laptop computer. A shelf underneath climate controls provides a nice space to throw small items such as a smartphone. The bad is that the controls for certain functions are not in easy reach for the drive. We also not fans of the capacitive touch buttons around the 8-inch touchscreen as they didn’t always respond. There were times we found ourselves hitting the buttons two to three times to get something to happen. The infotainment system itself is beginning to look somewhat dated with an interface that looks like it comes from the Windows XP era and the screen is somewhat dim. But we cannot argue that the system is easy to use thanks to a simple layout. Passengers sitting in the front and second-row seats will appreciate the large amount of head and legroom on offer. Also, the seats themselves are padded quite nicely. We do wish the second-row was mounted slightly higher for better long-distance comfort. The third-row seat as the seats aren’t that comfortable due to the thin amount of padding. Legroom is also quite tight with only 27.7-inches of space, meaning this is a space best reserved for small kids. Most Highlanders like our XLE AWD tester will feature Toyota’s latest 3.5L V6 that comes with direct and port fuel-injection and an upgraded valve train. The end result is 295 horsepower and 263 pound-feet of torque - up 25 and 15 respectively. This is paired with a new eight-speed automatic. Other engines include a four-cylinder for the base LE and a hybrid powertrain. Toyota’s V6 engine is one our favorites as it provides impressive acceleration and a steady stream of power up to redline. This updated engine is no exception as it feels slightly quicker than the last Highlander we drove. The powertrain stumbles somewhat due to the eight-speed automatic’s programming. Toyota went for something that focuses on fuel economy which means the transmission is quick to upshift, but slow to downshift. This means you’ll be waiting for a moment or two for the transmission to get its act together when trying to merge onto a freeway. You might be fooled into thinking that you’re riding in a Lexus considering the smooth ride of the Highlander. Bumps are turned into minor ripples. Little road and wind noise that come inside. The Highlander is a vehicle you want to keep in its comfort zone when it comes to handling. Push it in a corner and you’ll experience excessive body roll. One thing Toyota deserves credit for the 2018 Highlander is having a number of active features standard across the entire Highlander lineup. This includes adaptive cruise control, automatic high beams, pre-collision warning with pedestrian detection and automatic braking; and lane departure warning with lane keep assist. The only item we would like to see added to this list is blind spot monitoring. You can only get it on XLE models and above. Disclaimer: Toyota Provided the Highlander, Insurance, and One Tank of Gas Year: 2017 Make: Toyota Model: Highlander Trim: XLE AWD Engine: 3.5L DOHC D-4S with Dual VVT-i V6 Driveline: Eight-Speed Automatic, Horsepower @ RPM: 295 @ 6,600 Torque @ RPM: 263 @ 4,700 Fuel Economy: City/Highway/Combined - 20/26/22 Curb Weight: 4,430 lbs Location of Manufacture: Princeton, Indiana Base Price: $39,980 As Tested Price: $43,184 (Includes $960.00 Destination Charge) Options: Rear Seat BluRay Entertainment System - $1,810.00 Carpet Floor Mats & Cargo Mat - $225.00 Body Side Molding - $209.00 View full article
  21. Quick Drive: 2017 Toyota Highlander XLE AWD

    The Toyota Highlander may not be the flashiest or fun to drive. But it has many qualities to make it one of Toyota’s best selling models such as functional and spacious interior, long list of standard equipment, and high-reliability marks. Last year, Toyota unveiled an updated Highlander with tweaks to the exterior, revised V6, and more safety. Considering it has been a few years since we last checked out the Highlander, it seemed a revisit was in order. The 2017 Highlander boasts new front and rear fascias to give it a more SUV-appearance and we think Toyota has mostly succeeded in this regard. The only issue is the front end reminding us too much of a Cylon from the original Battlestar Galactica TV. Thank the new grille design for this. Move inside and the Highlander is the same as we last saw it back in 2014 when we did our original review. This is both good and bad. The good is that the controls for the various functions are easy to use. The center console features a huge storage bin that you can easily fit a large purse or a laptop computer. A shelf underneath climate controls provides a nice space to throw small items such as a smartphone. The bad is that the controls for certain functions are not in easy reach for the drive. We also not fans of the capacitive touch buttons around the 8-inch touchscreen as they didn’t always respond. There were times we found ourselves hitting the buttons two to three times to get something to happen. The infotainment system itself is beginning to look somewhat dated with an interface that looks like it comes from the Windows XP era and the screen is somewhat dim. But we cannot argue that the system is easy to use thanks to a simple layout. Passengers sitting in the front and second-row seats will appreciate the large amount of head and legroom on offer. Also, the seats themselves are padded quite nicely. We do wish the second-row was mounted slightly higher for better long-distance comfort. The third-row seat as the seats aren’t that comfortable due to the thin amount of padding. Legroom is also quite tight with only 27.7-inches of space, meaning this is a space best reserved for small kids. Most Highlanders like our XLE AWD tester will feature Toyota’s latest 3.5L V6 that comes with direct and port fuel-injection and an upgraded valve train. The end result is 295 horsepower and 263 pound-feet of torque - up 25 and 15 respectively. This is paired with a new eight-speed automatic. Other engines include a four-cylinder for the base LE and a hybrid powertrain. Toyota’s V6 engine is one our favorites as it provides impressive acceleration and a steady stream of power up to redline. This updated engine is no exception as it feels slightly quicker than the last Highlander we drove. The powertrain stumbles somewhat due to the eight-speed automatic’s programming. Toyota went for something that focuses on fuel economy which means the transmission is quick to upshift, but slow to downshift. This means you’ll be waiting for a moment or two for the transmission to get its act together when trying to merge onto a freeway. You might be fooled into thinking that you’re riding in a Lexus considering the smooth ride of the Highlander. Bumps are turned into minor ripples. Little road and wind noise that come inside. The Highlander is a vehicle you want to keep in its comfort zone when it comes to handling. Push it in a corner and you’ll experience excessive body roll. One thing Toyota deserves credit for the 2018 Highlander is having a number of active features standard across the entire Highlander lineup. This includes adaptive cruise control, automatic high beams, pre-collision warning with pedestrian detection and automatic braking; and lane departure warning with lane keep assist. The only item we would like to see added to this list is blind spot monitoring. You can only get it on XLE models and above. Disclaimer: Toyota Provided the Highlander, Insurance, and One Tank of Gas Year: 2017 Make: Toyota Model: Highlander Trim: XLE AWD Engine: 3.5L DOHC D-4S with Dual VVT-i V6 Driveline: Eight-Speed Automatic, Horsepower @ RPM: 295 @ 6,600 Torque @ RPM: 263 @ 4,700 Fuel Economy: City/Highway/Combined - 20/26/22 Curb Weight: 4,430 lbs Location of Manufacture: Princeton, Indiana Base Price: $39,980 As Tested Price: $43,184 (Includes $960.00 Destination Charge) Options: Rear Seat BluRay Entertainment System - $1,810.00 Carpet Floor Mats & Cargo Mat - $225.00 Body Side Molding - $209.00
  22. We had high hopes for the Hyundai Tucson when we did a first drive back in August 2015. But when we did our full review last April, we ended it by saying the model wasn’t “the slam dunk we thought it was.” This was due to some key issues such as a small cargo area, a tough value argument and a dual-clutch transmission having some hesitating issues. A year later, we find ourselves revisiting the Tucson. There has been a software update to the transmission, along with some minor changes to the infotainment system and interior. A quick refresher on the Tucson’s powertrain lineup: A 2.0L four-cylinder producing 164 horsepower and 151 pound-feet of torque is used on the base SE and SE Plus. The rest of the Tucson lineup features a turbocharged 1.6L four-cylinder with 175 horsepower and 195 pound-feet of torque. A six-speed automatic comes standard on the 2.0L, while the turbo 1.6 gets a seven-speed dual-clutch transmission. The engine does show some turbo lag when leaving a stop, but it will soon pick up steam and move the Tucson at a pretty decent rate. The engine doesn’t feel overtaxed when you need to make a pass. The seven-speed dual-clutch transmission still has issues. While Hyundai has reduced some of the hesitation issues we experienced in the last Tucson via a software update, there is still a fair amount of this when leaving from a dead stop. We also noticed some rough upshifts during our week. At least the ride and handling characteristics have not changed since our last test. The Tucson still provides one of the smoothest rides in the class, even with the Limited’s 19-inch wheels. It doesn’t flinch when going around a corner as body motions are kept in check. A Mazda CX-5 would be more fun to drive as it is quicker when transitioning from one corner to another and the steering has the right amount of weight and feel. Road and wind noise are kept to very acceptable levels. The interior remains mostly unchanged except for a couple of minor things. The 8-inch touchscreen system now features Android Auto and Apple CarPlay compatibility. We’re impressed with how fast the system was able to find the iPhone and bring up the CarPlay interface. The other change deals with more soft-touch materials being added to various parts of the interior. There is still a fair amount of hard plastics, even on the high-end Limited model which is very disappointing. There is still a lot to like about the Tucson’s interior. Space is plentiful for those sitting in the front or rear seats, even with the optional panoramic sunroof. The list of standard equipment is quite extensive as well. Limited models get automatic headlights, power and heated front seats, an 8-speaker Infinity sound system, dual-zone automatic climate control, proximity key with push-button start, and blind-spot monitoring. Cargo space still trails competitors with only 31 cubic feet with the rear seats up and 61.9 cubic feet when folded. The CR-V offers 35.2 and 70.9 cubic feet respectively. The Limited seen here came with a $35,210 as-tested price, which is about average for a fully-loaded crossover in this class. But the Tucson becomes a bit of a tough sell when dropping to the lower trims as you cannot get certain features. As we noted in our full review last year, “if you want navigation or dual-zone climate control on the Sport, you’re out of luck.” Despite some of the changes made for 2017, our verdict is much the same as the 2016 Tucson. There is a lot to like about the Tucson, but there are still some issues the company needs to address - smoothing out the dual-clutch and trying to make the model a better value. Disclaimer: Hyundai Provided the Tucson, Insurance, and One Tank of Gas Year: 2017 Make: Hyundai Model: Tucson Trim: Limited AWD Engine: Turbocharged 1.6L GDI Four-Cylinder Driveline: Seven-Speed Dual-Clutch Automatic, All-Wheel Drive Horsepower @ RPM: 175 @ 5,500 Torque @ RPM: 195 @ 1,500-4,500 Fuel Economy: City/Highway/Combined - 24/28/25 Curb Weight: 3,686 lbs Location of Manufacture: Ulsan, South Korea Base Price: $31,175 As Tested Price: $35,201 (Includes $895.00 Destination Charge) Options: Ultimate Package - $2,750.00 Cargo Cover - $190.00 Reversible Cargo Tray - $100.00 Rear Bumper Applique - $70.00 First Aid Kit - $30.00 View full article
  23. Quick Drive: 2017 Hyundai Tucson Limited

    We had high hopes for the Hyundai Tucson when we did a first drive back in August 2015. But when we did our full review last April, we ended it by saying the model wasn’t “the slam dunk we thought it was.” This was due to some key issues such as a small cargo area, a tough value argument and a dual-clutch transmission having some hesitating issues. A year later, we find ourselves revisiting the Tucson. There has been a software update to the transmission, along with some minor changes to the infotainment system and interior. A quick refresher on the Tucson’s powertrain lineup: A 2.0L four-cylinder producing 164 horsepower and 151 pound-feet of torque is used on the base SE and SE Plus. The rest of the Tucson lineup features a turbocharged 1.6L four-cylinder with 175 horsepower and 195 pound-feet of torque. A six-speed automatic comes standard on the 2.0L, while the turbo 1.6 gets a seven-speed dual-clutch transmission. The engine does show some turbo lag when leaving a stop, but it will soon pick up steam and move the Tucson at a pretty decent rate. The engine doesn’t feel overtaxed when you need to make a pass. The seven-speed dual-clutch transmission still has issues. While Hyundai has reduced some of the hesitation issues we experienced in the last Tucson via a software update, there is still a fair amount of this when leaving from a dead stop. We also noticed some rough upshifts during our week. At least the ride and handling characteristics have not changed since our last test. The Tucson still provides one of the smoothest rides in the class, even with the Limited’s 19-inch wheels. It doesn’t flinch when going around a corner as body motions are kept in check. A Mazda CX-5 would be more fun to drive as it is quicker when transitioning from one corner to another and the steering has the right amount of weight and feel. Road and wind noise are kept to very acceptable levels. The interior remains mostly unchanged except for a couple of minor things. The 8-inch touchscreen system now features Android Auto and Apple CarPlay compatibility. We’re impressed with how fast the system was able to find the iPhone and bring up the CarPlay interface. The other change deals with more soft-touch materials being added to various parts of the interior. There is still a fair amount of hard plastics, even on the high-end Limited model which is very disappointing. There is still a lot to like about the Tucson’s interior. Space is plentiful for those sitting in the front or rear seats, even with the optional panoramic sunroof. The list of standard equipment is quite extensive as well. Limited models get automatic headlights, power and heated front seats, an 8-speaker Infinity sound system, dual-zone automatic climate control, proximity key with push-button start, and blind-spot monitoring. Cargo space still trails competitors with only 31 cubic feet with the rear seats up and 61.9 cubic feet when folded. The CR-V offers 35.2 and 70.9 cubic feet respectively. The Limited seen here came with a $35,210 as-tested price, which is about average for a fully-loaded crossover in this class. But the Tucson becomes a bit of a tough sell when dropping to the lower trims as you cannot get certain features. As we noted in our full review last year, “if you want navigation or dual-zone climate control on the Sport, you’re out of luck.” Despite some of the changes made for 2017, our verdict is much the same as the 2016 Tucson. There is a lot to like about the Tucson, but there are still some issues the company needs to address - smoothing out the dual-clutch and trying to make the model a better value. Disclaimer: Hyundai Provided the Tucson, Insurance, and One Tank of Gas Year: 2017 Make: Hyundai Model: Tucson Trim: Limited AWD Engine: Turbocharged 1.6L GDI Four-Cylinder Driveline: Seven-Speed Dual-Clutch Automatic, All-Wheel Drive Horsepower @ RPM: 175 @ 5,500 Torque @ RPM: 195 @ 1,500-4,500 Fuel Economy: City/Highway/Combined - 24/28/25 Curb Weight: 3,686 lbs Location of Manufacture: Ulsan, South Korea Base Price: $31,175 As Tested Price: $35,201 (Includes $895.00 Destination Charge) Options: Ultimate Package - $2,750.00 Cargo Cover - $190.00 Reversible Cargo Tray - $100.00 Rear Bumper Applique - $70.00 First Aid Kit - $30.00
  24. 2017 Ram 1500 EcoDiesels Are Hitting Dealers

    After nearly a year-long hiatus, 2017 Ram 1500s with the EcoDiesel option are beginning to show up on dealer lots. According to Automotive News, some dealers started seeing EcoDiesel models arriving towards the end of last month. Other dealers are still waiting for the EcoDiesel models to show up. Back in January, the EPA accused Fiat Chrysler Automobiles of violating emission regulations by failing to disclose eight different software programs used in the EcoDiesel. The agency alleged the software allowed Ram 1500s and Jeep Grand Cherokee EcoDiesels to produce excess pollution. Then in May, the Justice Department filed a civil suit against FCA over the software. FCA has been working with the EPA and California Air Resources Board to try and settle this dispute. The company sent new emissions control software that would be used in the 2017 models to the EPA in May. If approved, FCA would install this software on 2014 to 2016 models. In late July, the EPA gave FCA the ok to begin selling Ram 1500s and Grand Cherokee EcoDiesels with the new software. It should be noted that FCA began building Ram 1500s with the EcoDiesel back in early July in anticipation of getting the ok. Though it is unclear why FCA waited over two months before shipping them out to dealers. But this good news may be short lived. A spokeswoman for the EPA told Automotive News that the 2018 models have yet to be certified. Source: Automotive News (Subscription Required)
  25. After nearly a year-long hiatus, 2017 Ram 1500s with the EcoDiesel option are beginning to show up on dealer lots. According to Automotive News, some dealers started seeing EcoDiesel models arriving towards the end of last month. Other dealers are still waiting for the EcoDiesel models to show up. Back in January, the EPA accused Fiat Chrysler Automobiles of violating emission regulations by failing to disclose eight different software programs used in the EcoDiesel. The agency alleged the software allowed Ram 1500s and Jeep Grand Cherokee EcoDiesels to produce excess pollution. Then in May, the Justice Department filed a civil suit against FCA over the software. FCA has been working with the EPA and California Air Resources Board to try and settle this dispute. The company sent new emissions control software that would be used in the 2017 models to the EPA in May. If approved, FCA would install this software on 2014 to 2016 models. In late July, the EPA gave FCA the ok to begin selling Ram 1500s and Grand Cherokee EcoDiesels with the new software. It should be noted that FCA began building Ram 1500s with the EcoDiesel back in early July in anticipation of getting the ok. Though it is unclear why FCA waited over two months before shipping them out to dealers. But this good news may be short lived. A spokeswoman for the EPA told Automotive News that the 2018 models have yet to be certified. Source: Automotive News (Subscription Required) View full article

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