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

    Review: 2018 Mazda CX-9 vs. Volkswagen Atlas

    The three-row full-size crossover has taken the place of large SUVs as the vehicle of choice for growing families. Crossovers offer the tall ride height and large space, but not at the cost of fuel economy and ride quality. Recently, I spent a week in the 2018 Mazda CX-9 and Volkswagen Atlas. These two models could not be any different; one is focused on providing driving enjoyment, while the other is concerned about providing enough space for cargo and passengers. Trying to determine which one was the best would prove to be a difficult task. Exterior There is no contest between these two when it comes to design as the CX-9 blows the Atlas out of the water. The overall look balances aggressive and elegance traits. For the front, Mazda has angled the clip to give off a sporting profile while a large grille and a set of slim headlights accentuate this. Move around to the side and you’ll notice the CX-9 has quite a long front end and the rear roof pillars are angled slightly forward. These design cues help make the CX-9 look slightly smaller than it actually is. Someone once described a Volkswagen vehicle as “looking like a bit of a square, but a posh square.” That’s how I would sum up the Atlas’ design; it is basically a box on wheels. There are some nice touches such as the LED headlights that come standard on all models and chunky fenders. The 18-inch alloy wheels that come with the SE w/Technology look somewhat small on the Atlas, but that is likely due to the large size of the vehicle. Interior The Atlas’ interior very much follows the ideals of the exterior, which are uncomplicated and utilitarian. While it does fall flat when compared to the CX-9’s luxury design, Volkswagen nails the ergonomics. Most of the controls are within easy reach of driver and passenger. One touch that I really like is the climate control slightly angled upward. Not only does this make it easier to reach, but you can quickly glance down to see the current settings. There is only a small amount of soft-touch material used throughout the Atlas’ interior, the rest being made up of hard plastics. While that is slightly disappointing as other crossovers are adding more soft-touch materials, Volkswagen knows that kids are quite rough to vehicles. If there is one benefit to Volkswagen’s plain styling on the outside, it is the massive interior. I haven’t been in such a spacious three-row crossover since the last GM Lambda I drove. Beginning with the third-row, I found that my 5’9” frame actually fit with only my knees just touching the rear of the second-row. Moving the second row slightly forward allows for a little more legroom. Getting in and out of the third-row is very easy as the second-row tilts and moves forward, providing a wide space. This particular tester came with a second-row bench seat. A set of captain chairs are available as an option on SE and above. Sitting back here felt like I was in a limousine with abundant head and legroom. The seats slide and recline which allows passengers to find that right position. The only downside to both rear rows is there isn’t enough padding for long trips. For the front seat, the driver gets a ten-way power seat while the passenger makes do with only a power recline and manual adjustments. No complaints about comfort as the Atlas’ front seats had the right amount of padding and firmness for any trip length. The cargo area is quite huge. With all seats up, the Atlas offers 20.6 cubic feet of space. This increases to 55.5 cubic feet when the third-row is folded and 96.8 cubic feet with both rows folded. Only the new Chevrolet Traverse beats the Atlas with measurements of 23, 58.1, and 98.2 cubic feet. As a way to differentiate itself from other automakers, Mazda is trying to become more premium. This is clearly evident in the CX-9’s interior. The dash is beautiful with contouring used throughout, and a mixture of brushed aluminum and soft-touch plastics with a grain texture. If I were to cover up the Mazda badge on the steering wheel and ask you to identify the brand, you might think it was from a German automaker. Ergonomics aren’t quite as good as the Atlas as you have to reach for certain controls like those for the climate system. The CX-9’s front seats don’t feel quite as spacious when compared to the Atlas with a narrow cockpit and the rakish exterior are to blame. Still, most drivers should be able to find a position that works. The seats themselves have a sporting edge with increased side bolstering and firm cushions. I found the seats to be quite comfortable and didn’t have issues of not having enough support. Moving to the second row, Mazda only offers a bench seat configuration. This is disappointing considering all of the CX-9’s competitors offer captain chairs as an option. There is more than enough legroom for most passengers, but those six-feet and above will find headroom to be a bit tight. Getting into the third-row is slightly tough. Like the Atlas, the CX-9’s second row slides and tilts to allow access. But space is noticeably smaller and does require some gymnastics to pass through. Once seated, I found it to be quite cramped with little head and legroom. This is best reserved for small kids. Cargo area is another weak point to the CX-9. With both back seats up, there is only 14.4 cubic feet. This puts it behind most of the competition aside from the GMC Acadia which has 12.8. It doesn’t get any better when the seats are folded. With the third-row down, the CX-9 has 38.2 cubic feet. Fold down the second-row and it expands to 71.2 cubic feet. To use the GMC Acadia again, it offers 41.7 cubic feet when the third-row is folded and rises to 79 with both rows. Keep in mind, the Acadia is about six inches shorter than the CX-9. Infotainment All CX-9’s come equipped with the Mazda Connect infotainment system. The base Sport comes with a 7-inch touchscreen, while the Touring and above use a larger 8-inch screen. A rotary knob and set of redundant buttons on the center console control the system. Using Mazda Connect is a bit of a mixed bag. The interface is beginning to look a bit dated with the use of dark colors and a dull screen. Trying to use the touchscreen is an exercise in frustration as it is not easy to tell which parts are touch-enabled and not. On the upside, moving around Mazda Connect is a breeze when using the knob and buttons. Currently, Mazda doesn’t offer Apple CarPlay or Android Auto compatibility. Thankfully, this is being remedied with the 2019 model as Touring models and above will come with both. For the Atlas, Volkswagen offers three different systems. A 6.5-inch touchscreen is standard on the S. Moving up to either the SE, SE w/Technology, or SEL nets you an 8-inch screen. The top line SEL Premium adds navigation to the 8-inch system. All of the systems feature Apple CarPlay and Android Auto compatibility. The current Volkswagen system is one of the easiest to use thanks in part to intuitive menu structure and quick responses. Moving through menus or presets is easy as the system reacts to the swiping gesture like you would do on your smartphone. There are a couple of downsides to the Volkswagen system. One is there is no haptic feedback when pressing the shortcut buttons on either side of the screen. Also, the glass surface becomes littered with fingerprints very quickly. I did have an issue with the system when trying to use Apple CarPlay. At times, applications such as Spotify would freeze up. I could exit out to the CarPlay interface, but was unable to get the apps unfrozen until I shut the vehicle off. After resetting my iPhone, this problem went away. This leaves me wondering how much of this problem was with my phone and not the infotainment system. Powertrain Both of these crossovers are equipped with turbocharged four-cylinder engines. The CX-9 has a 2.5L producing either 227 or 250 (on premium fuel) horsepower and 310 pound-feet of torque. The Atlas has a 2.0L producing 235 horsepower and 258 pound-feet. An optional 3.6L V6 with 276 horsepower is available for the Atlas. For the Mazda, power is routed to a six-speed automatic and the choice of front or all-wheel drive. The Volkswagen makes do with an eight-speed automatic and front-wheel drive only. If you want AWD, you need the V6. Thanks to its higher torque figure, the CX-9 leaves the Atlas in the dust. There is barely any lag coming from the turbo-four. Instead, it delivers a linear throttle response and a steady stream of power. NVH levels are noticeably quieter than the Atlas’ turbo-four. The six-speed automatic delivers seamless shifts and is quick to downshift when you need extra power such as merging. The turbo-four in the Atlas seems slightly overwhelmed at first. When leaving a stop, I found that there was a fair amount of turbo-lag. This is only exacerbated if the stop-start system is turned on. Once the turbo was spooling, the four-cylinder did a surprising job of moving the 4,222 pound Atlas with no issue. Stab the throttle and the engine comes into life, delivering a smooth and constant stream of power. The eight-speed automatic provided quick and smooth shifts, although it was sometimes hesitant to downshift when more power was called for. Fuel Economy Both of these models are close in fuel economy. EPA says the CX-9 AWD should return 20 City/26 Highway/23 Combined, while the Atlas 2.0T will get 22/26/24. During the week, the CX-9 returned 22.5 mpg in mostly city driving and the Atlas got 27.3 mpg with a 60/40 mix of highway and city driving. The eight-speed transmission in the Atlas makes a huge difference. Ride & Handling The CX-9 is clearly the driver’s choice. On a winding road, the crossover feels quite nimble thanks to a well-tuned suspension. There is a slight amount of body roll due to the tall ride height, but nothing that will sway your confidence. Steering has some heft when turning and feels quite responsive. Despite the firm suspension, the CX-9’s ride is supple enough to iron out most bumps. Only large imperfections and bumps would make their way inside. Barely any wind and road noise made it inside the cabin. The Atlas isn’t far behind in handling. Volkswagen’s suspension turning helps keep body roll in check and makes the crossover feel smaller than it actually is. The only weak point is the steering which feels somewhat light when turning. Ride quality is slightly better than the CX-9 as Atlas feels like riding on a magic carpet when driving on bumpy roads. Some of this can be attributed to smaller wheels. There is slightly more wind noise coming inside the cabin. Value It would be unfair to directly compare these two crossovers due to the large gap in price. Instead, I will be comparing them with the other’s similar trim. The 2018 Volkswagen Atlas SE with Technology begins at $35,690 for the 2.0T FWD. With destination, my test car came to $36,615, The Technology adds a lot of desirable features such as three-zone climate control, adaptive cruise control, automatic emergency braking, blind spot monitoring with rear-cross traffic alert, forward collision warning, and lane departure alert. The Mazda CX-9 Touring is slightly less expensive at $35,995 with destination and matches the Atlas on standard features, including all of the safety kit. But we’re giving the Atlas the slight edge as you do get more space for not that much more money. Over at the CX-9, the Grand Touring AWD begins at $42,270. With a couple of options including the Soul Red paint, the as-tested price came to $43,905. The comparable Atlas V6 SEL with 4Motion is only $30 more expensive when you factor in destination. Both come closely matched in terms of equipment with the only differences being the Grand Touring has navigation, while the SEL comes with a panoramic sunroof. This one is a draw as it will come down whether space or luxury is more important to you. Verdict Coming in second is the Mazda CX-9. It may have the sharpest exterior in the class, a premium interior that could embarrass some luxury cars, and pleasing driving characteristics. But ultimately, the CX-9 falls down on the key thing buyers want; space. It trails most everyone in passenger and cargo space. That is ultimately the price you pay for all of the positives listed. For a first attempt, Volkswagen knocked it out of the park with the Atlas. It is a bit sluggish when leaving a stop and doesn’t have as luxurious of an interior as the CX-9. But Volkswagen gave the Atlas one of the largest interiors of the class, a chassis that balances a smooth ride with excellent body control, impressive fuel economy, and a price that won’t break the bank. Both of these crossovers are impressive and worthy of being at the top of the consideration list. But at the end of the day, the Atlas does the three-row crossover better than the CX-9. Disclaimer: Mazda and Volkswagen Provided the Vehicles, Insurance, and One Tank of Gas Year: 2018 Make: Mazda Model: CX-9 Trim: Grand Touring AWD Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder Driveline: Six-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium) Torque @ RPM: 310 @ 2,000 rpm Fuel Economy: City/Highway/Combined - 20/26/23 Curb Weight: 4,361 lbs Location of Manufacture: Hiroshima, Japan Base Price: $42,470 As Tested Price: $43,905 (Includes $940.00 Destination Charge) Options: Soul Red Metallic - $595.00 Cargo Mat - $100.00 Year: 2018 Make: Volkswagen Model: Atlas Trim: 2.0T SE w/Technology Engine: Turbocharged 2.0L DOHC 16-Valve TSI Four-Cylinder Driveline: Eight-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 235 @ 4,500 Torque @ RPM: 258 @ 1,600 Fuel Economy: City/Highway/Combined - 22/26/24 Curb Weight: 4,222 lbs Location of Manufacture: Chattanooga, TN Base Price: $35,690 As Tested Price: $36,615 (Includes $925.00 Destination Charge) Options: N/A
  3. Currently, Buick only offers their upscale Avenir trim on only the Enclave crossover. But that will be changing in the coming weeks as the brand has announced the 2018 LaCrosse Avenir. The LaCrosse Avenir stands out from its brethren with new mesh grille inserts, chrome "wings", 19-inch wheels (20-inch wheels are optional), and Avenir badging. Inside, Buick went all out by using chestnut-brown leather upholstery, embroidered headrests, and special sill plates. Like the Enclave Avenir, the LaCrosse Avenir comes fully loaded with a Bose audio system, panoramic moonroof, and the 3.6L V6 with 310 horsepower. Optional equipment includes all-wheel drive, a suite of active safety equipment, and Dynamic Drive Package. Pricing will be announced closer to the LaCrosse Avenir's launch. Source: Buick Press Release is on Page 2 Buick LaCrosse Avenir Makes World Debut Buick’s highest expression of luxury expands to flagship sedan LOS ANGELES ― With the arrival of the 2018 LaCrosse Avenir, Buick’s new sub-brand expands its offerings and provides customers a way to experience the highest expression of Buick luxury, regardless of whether they’re shopping for a car or SUV. First introduced with the 2018 Enclave that went on sale in October, Avenir features unique styling cues, an extensive set of standard features and exclusive premium materials for customers who want more. “Nine out of ten LaCrosse buyers are choosing one of the top two trim levels — customers are signaling they want more from Buick,” said Duncan Aldred, vice president of Global Buick and GMC. “With even more content and an elegant look, Avenir adds a unique name and appearance for those who want the best of our attainable luxury.” Like the Enclave Avenir, the LaCrosse Avenir’s design details were channeled from our award-winning concept cars for a more dramatic look, expressed through a unique three-dimensional mesh upper and lower grille paired with chrome wings. Avenir script badging on the front doors and exclusive 19-inch Pearl Nickel or available 20-inch Midnight Silver wheels create a commanding road presence and complement the LaCrosse’s timeless design. “Exterior styling is very important to LaCrosse buyers, and its sculpted beauty withstands passing trends,” says Bob Boniface, global director of Buick Exterior Design. “For Avenir, we focused on maintaining the timelessness of the LaCrosse, while giving these customers subtle and tasteful details that elevate this car to a new level.” Inside, Avenir-exclusive details include a Chestnut interior color theme, embroidered first-row headrests and Avenir-scripted sill plates. Features available on other LaCrosse models come standard on the Avenir, including a powerful 310-horsepower V-6, nine-speed automatic transmission, navigation and Bose Centerpoint Surround Sound premium audio, as well as a panoramic moonroof. Additional available features include Ebony interior, Intelligent Twin-Clutch AWD, Dynamic Drive Package featuring continuous variable real-time dampening control and a suite of advanced safety features. LaCrosse Avenir will arrive at dealers in early 2018. View full article
  4. I found myself in a bit of quandary when it came to writing the review for the 2018 Hyundai Accent and Kia Rio. Both of these models have been redesigned recently and despite the different exteriors, under the skin they share a number of key parts such as the engine and suspension. As I was going through my notes, I realized the answer was right in front of me; talk about the differences between the two and see which one does it better. Exterior Between the two vehicles, the Rio stands out considerably. Like the previous model, the new Rio has a fair amount of European influence with neatly proportioned body and clean lines. The front end is quite low and features a narrow top grille and deep slits in the bumper for a set of fog lights. 15-inch alloy wheels come standard on EX. Unlike the Accent, the Rio is still available in as a hatchback. The Accent goes for the safe approach with a simple three-box sedan design. This isn’t helped by the silver color on my test vehicle which makes it become somewhat anonymous. The only real design traits are in the front with a new grille shape that is appearing on new Hyundai models and cutouts in the bumper for accent trim on our base SE tester or foglights on higher trims. One way the Accent SE stands out from the Rio LX is painted door handles and mirror caps. Interior There are no frills to be found in the Accent’s interior. Like the outside, Hyundai went for a simple and honest design. Material quality is what you expect in the class - hard plastics on most surfaces. But the plastics have a solid feel. All Accents feature basic front seat adjustments - fore/aft, height (driver only), and recline. I was able to find a position that worked for me quite quickly. One item to be aware of is the SE doesn’t come with a telescoping adjustment for the steering wheel; SEL models and above get that feature. Space in the back is average for the class with a decent amount of headroom, but a limited amount of legroom. Kia added some style to the Rio’s interior with a sculpted dash featuring two-tone plastics. Hard plastics make up the majority of interior surfaces with a grain texture pattern. Like the Accent, the plastics have a very solid feel. The layout is simple with most controls in easy reach. Finding a comfortable position took no time with a basic set of seat adjustments and a tilt/telescoping steering wheel. However, I found the seats in the Rio to not be as supportive on long trips. The back seat mirrors the Accent; ok headroom and a small amount of legroom. Infotainment The Rio EX comes with a 7-inch infotainment system with Kia’s UVO infotainment system. No navigation system is offered, but you won’t need it as support for Android Auto and Apple CarPlay is standard. It will not take long to familiarize yourself with UVO thanks to a well-thought out interface and dedicated buttons for various features. Performance is impressive with the system responding very quickly to inputs. Over at the Accent SE, it comes with a 5-inch touchscreen radio. For the most part, the system was simple to use with redundant buttons for various functions, simple interface, and large touchscreen buttons. I only wished that the screen was slightly larger when I was scrolling through my iPod. One surprise was the SE getting Bluetooth as standard. Kia doesn’t offer Bluetooth on the base Rio LX. Powertrain Both the Accent and Rio use the same 1.6L inline-four engine producing 130 horsepower and 119 pound-feet of torque. What differs between the two is the transmission; the Accent SE comes with a six-speed manual while the Rio EX makes do with a six-speed automatic. Between the two, the Accent is noticeably quicker. The manual transmission allows the engine to flex what little muscle it has to get the vehicle up to speed. In the Rio, the automatic’s programming smothers the small amount of power to improve fuel economy. There is a Sport mode that holds onto gears longer, but it doesn’t make much of a difference. Neither of the transmissions can help the 1.6L on the freeway as the engine struggles to get up to speed at a decent rate. Fuel Economy EPA fuel economy figures are almost identical for the two models. Both return 28 mpg in the city and 37 on the highway. The difference is in the combined figure; the Rio returns 32, while the Accent returns 31. I got an average of 34 in the Rio and 33 in the Accent. Ride and Handling There are more similarities between the Rio and Accent when it comes to the driving experience. Both still employ struts in the front and a torsion-beam rear axle. But the body has been stiffened which helps with ride quality. Both models exhibited excellent isolation of most road imperfections. Handling is another place where the two surprised me. While not exhibiting the sporty characteristics of a Ford Fiesta, both the Accent and Rio show little body roll and feel quite nimble. The steering is light, but provides a decent amount of feedback when pushed. Pricing The 2018 Hyundai Accent begins at $14,995 for the base SE with manual transmission and climbs to $18,895 for the Limited. Our test SE with optional floor mats came to an as-tested price of $16,005. While it does cost $1,095 more than the base Rio LX, the Accent SE comes with more features such as Bluetooth, full power accessories, and a rear USB port. The 2018 Kia Rio kicks off at $13,900 for the LX sedan and climbs to $18,700 for the EX hatchback. The EX sedan tester came to an as-tested price of $19,425 with carpeted floor mats and destination. It is a bit hard to stomach the price tag when you can into some decently equipped compact sedans such as the Hyundai Elantra and Chevrolet Cruze for similar money. Even after you factor in the EX getting forward collision warning and automatic emergency braking, it’s still a tough sell. Verdict Trying to decide which of the two subcompacts was the winner in this piece was very difficult as they share so much. Beginning with the Rio EX, it is a very sharp looking subcompact with a fair amount of European influence and it is available as a hatchback. But the automatic transmission suffocates what little performance is on offer from the 1.6L engine. Plus the price tag of the EX is very difficult to swallow when you can step up into a compact for similar money. If it was the midlevel S, this would have been a closer fight. This brings us to the Accent SE. It's styling inside and out is a bit plain when pitted against the Rio. The lack of hatchback also makes the Accent a bit of hard sell to some buyers. But the list of standard features on the base model is very surprising. Plus, the manual transmission allows the engine to have some flexibility in most driving situations. Both models are towards the top in the subcompact class. But in this comparison, the base Accent SE nips the top-line Rio EX by a hair. Disclaimer: Hyundai and Kia Provided the Vehicles, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Accent Trim: SE Engine: 1.6L DOHC 16-valve GDI Inline-Four Driveline: Six-Speed Manual, Front-wheel Drive Horsepower @ RPM: 130 @ 6,300 Torque @ RPM: 119 @ 4,850 Fuel Economy: City/Highway/Combined - 28/37/31 Curb Weight: 2,502 lbs Location of Manufacture: Nuevo Leon, Mexico Base Price: $14,995 As Tested Price: $16,005 (Includes $885.00 Destination Charge) Options: Carpeted Floor Mats: $125.00 Year: 2018 Make: Kia Model: Rio Trim: EX Engine: 1.6L 16-valve GDI Inline-Four Driveline: Six-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 130 @ 6,300 Torque @ RPM: 119 @ 4,850 Fuel Economy: City/Highway/Combined - 28/37/32 Curb Weight: 2,714 lbs Location of Manufacture: Pesqueria, NL, Mexico Base Price: $18,400 As Tested Price: $19,425 (Includes $895.00 Destination Charge) Options: Carpeted Floor Mats - $130.00 View full article
  5. William Maley

    Review: 2018 Hyundai Sonata Limited

    Hyundai had set itself a high bar when it launched the sixth-generation Sonata for the 2010 model year. It stood out from a crowded field of midsize sedans with an exterior shape that resembled a Mercedes-Benz CLS-Class. The Sonata also boasted a comfortable interior, loads of technology features, a good selection of engines, and a nice balance between comfort and sport. Replacing this model would be a tough task and one Hyundai wasn’t able to meet. When the seventh-generation model rolled out at 2014 New York Auto Show, you could hear the cry of a sad trombone. The new Sonata had gone conservative in its design. Compared to Chevrolet, Honda, and Toyota that rolled out bold styling on their sedans, the Sonata went backwards with a conservative look. Hyundai realized they need to make some drastic changes to Sonata to give it a fighting chance not only against other sedans, but from the growing demand for crossovers of all sizes. This brings us to the 2018 Sonata Limited. It was time to find out if Hyundai had found that magic once again. This being a refresh, Hyundai couldn’t go completely crazy in terms of the design language, however the updates really help the Sonata have more presence. Up front is bolder with a new hexagonal grille surround, chrome grille slats, new sculpting on the hood, and deep cuts in the bumper for LED fog lights. The side profile retains the chrome trim that runs through the headlights and around the windows. Hyundai made some drastic changes for the rear by smoothing out the trunk lid and moving the placement of the license plate to the bumper. The Sonata’s interior retains the basic shape of the outgoing model, but changes have been made to freshen it up. The center stack boasts a revised control layout and all trims get a three-spoke steering wheel. Previously, only the Sport trim got this wheel design. It would have been nice if Hyundai was a little bit more adventurous with the design, but I’m willing to forgive some of this feeling as the controls fall easily into hand. Interior materials are about average for the class with a mix of hard and soft plastics. The front seats were designed with long-distance comfort in mind with a fair amount of seat padding and just the right amount of firmness. Power adjustments for both driver and passenger are standard on the Limited and offer a generous range of adjustments. Space in the back is quite roomy and there are some nice touches such as manual window shades. The Sonata has one of the largest trunks in the class with 16.3 cubic feet of space on offer. All Sonata’s come with a 7-inch touchscreen featuring Hyundai’s BlueLink infotainment system. Our test Sonata Limited had the optional 8-inch screen with navigation. The current BlueLink system has been with us for a few years and its interface is beginning to look somewhat dated, but the system is still one of the best when it comes to overall usability with large touchscreen buttons, bright screen, and a simple interface. Apple CarPlay and Android Auto are standard on all Sonatas except the base SE. Sonata offers one of the widest range of powertrains in the segment with three gas engines, a hybrid, and plug-in hybrid. Our Sonata Limited came with the base 2.4L inline-four producing 185 horsepower and 178 pound-feet of torque. This is paired with a six-speed automatic routing power to the front wheels. The engine provides adequate power for around town and rural driving. You will need to step on it when making a pass or merging onto a freeway as torque resides higher in the rev band. The six-speed automatic goes about its business smoothly and always knows what gear it needs to be in. Hyundai does offer an eight-speed automatic, but only if you opt for the turbocharged 2.0L. EPA fuel economy figures for the 2018 Sonata Limited are 25 City/35 Highway/28 Combined (SE models see a one mpg increase in highway and combined figures). My average for the week landed around 28.5 mpg. Hyundai did make some tweaks to the 2018 Sonata’s suspension including a revised rear suspension setup with thicker trailing arms and revised steering system. The end result is a Sonata that handles much better than the previous car. Body motion has noticeably decreased and the steering provides decent weight when turning. Thankfully, the tweaks made to the suspension haven’t affected the Sonata’s ride quality. Bumps and other road imperfections are soaked up before reaching passengers. Some of the credit has to go to Hyundai not going crazy on offering large wheels - the Limited seen here rides on 17-inch wheels. Road and wind noise are kept to near silent levels. My first impression seeing the 2018 Sonata was that Hyundai had improved it, but was still a bit short when compared to the work done by other automakers. Spending a week with the Sonata caused me to change my train of thought; It surprised me how much work Hyundai put into this mid-cycle refresh and brings the Sonata up to the point where I would say it is fighting for best-in-class honors. While the 2018 Sonata may lack most of the pizzazz found in the sixth-generation model, it does show that Hyundai has learned from its mistake and worked to reclaim some of the magic. Disclaimer: Hyundai Provided the Sonata, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Sonata Trim: Limited Engine: 2.4L GDI DOHC D-CVVT Four-Cylinder Driveline: Six-Speed Automatic. Front-Wheel Drive Horsepower @ RPM: 185 @ 6,000 Torque @ RPM: 178 @ 4,000 Fuel Economy: City/Highway/Combined - 25/35/28 Curb Weight: N/A Location of Manufacture: Montgomery, AL Base Price: $27,400 As Tested Price: $31,310 (Includes $885.00 Destination Charge) Options: Ultimate Package - $2,900.00 Carpeted Floor Mats - $125.00 View full article
  6. The 2018 Subaru Legacy finds itself in a difficult spot. Like other midsize sedans, the Legacy has been seeing its sales fall down as more buyers are trending towards trucks and utility vehicles. But Subaru is trying to stop the bleeding somewhat by introducing an updated Legacy with various improvements to the exterior and mechanical bits. Is it enough? Compared to the last Legacy I drove in 2015, the 2018 model has some minor changes. The front now comes with a wider grille, updated design for the headlights, and a new bumper. The 2.5i Sport adds blacked-out trim, fog lights, and a set of 18-inch wheels with painted inserts. This helps makes the very plain design stand-out slightly more. Subaru’s safe approach to design continues inside. There are only a couple of changes like a new steering wheel and updated controls for the climate system. While it lacks in overall excitement, the Legacy’s earns top marks in overall usability as controls are easy to find and reach. Material quality sees an improvement as Subaru has added more soft-touch plastics throughout. The Legacy’s interior feels quite spacious thanks in part to a large glass area and thin roof pillars. Those sitting in the front will find the seats to be a little too firm, but they do provide an excellent amount of support for any trip. The back seat has more than enough legroom for tall passengers. The same cannot be said for headroom as those over six-feet will find their heads touching the liner. Open up the trunk to find 15 cubic feet of space, slightly smaller than the Hyundai Sonata I reviewed a few weeks back. My Sport tester came with an 8-inch touchscreen featuring Subaru’s Starlink infotainment system. The system gains an upgraded processor to address complaints of Starlink being somewhat slow. It makes a big difference as the system starts up much faster and is more responsive when going to different functions. The system also earns points for being easy to use with large touchscreen tiles and shortcut buttons on either side. I did have an issue of Starlink not recognizing my iPhone 7 Plus. The system saw something was plugged into the USB port, but couldn’t figure out what it was. It took a reset of my phone and restarting the vehicle before it would work. After this, Starlink had no issues finding my phone and bringing up the CarPlay interface. Under the hood is a 2.5L boxer-four producing 175 horsepower and 174 pound-feet of torque. This is paired with Subaru’s Lineartronic CVT and Symmetrical all-wheel drive. Around town, the engine is very responsive and gets up to speed a decent clip. On the highway, the 2.5 struggles to get up to speed at a decent clip. A lot of the slowness can be attributed to the Legacy’s weight. My 2.5i Sport tips the scales at 3,538 pounds. This is 143 pounds heavier than a 2018 Toyota Camry XSE four-cylinder that I recently drove. The CVT Subaru uses is one of the best in the business. It doesn’t have the rubber-band issue - engine RPMs rise at a quick rate before falling during acceleration - and has been calibrated to have ‘steps’ to mimic a regular six-speed automatic. EPA fuel economy figures for the Legacy 2.5i are 25 City/34 Highway/29 Combined. I saw an average of 28.2 mpg on a 50/50 mix of city and highway driving. Despite this model being badged as a ‘Sport’, the Legacy doesn’t fully live up to this. There is a fair amount body lean when cornering and the steering is a bit too light in terms of weight. At least the AWD system provides tenacious grip to keep you on the road. You would be forgiven if you thought the Legacy was a luxury sedan due to its ride quality. Most bumps and imperfections are soaked up by the suspension. This comes down to a new set of dampers being fitted for 2018. Another improvement comes in the form of noise isolation. Subaru has added more sound-insulating material and acoustic glass for the 2018 model. The end result is barely any tire of wind noise coming inside. Some engine whine does come inside during hard acceleration. Subaru still leads the pack when it comes to active safety. The optional EyeSight driver-assist suite uses stereo cameras to see the road ahead and feed that data to the adaptive cruise control, lane departure warning, lane keep assist, and pre-collision braking systems. The adaptive cruise control system is one of the best as the system is able to adjust the speed and distance in a very smooth manner whenever the system detects a vehicle in front. The 2.5i Sport begins at $26,345. My tester came equipped with an option package that included the EyeSight suite, Blind-Spot Monitoring, Rear Active Braking, and Navigation for $2,095. That brings the as-tested price to $29,300. Taking into consideration the long list of standard equipment and the sporty touches, the Sport offers a lot of value. Subaru’s changes to the 2018 Legacy help improve what we would consider being a competent midsize sedan. There lies the problem with the Legacy. Unlike other manufacturers that have stepped their efforts in terms of design, features, and other elements to try and draw people back to midsize sedans, Subaru just did the basics and didn’t bring forth something compelling. Previously, you could argue that all-wheel drive was the Legacy’s trump card. But considering how many crossovers have that as an option, it just doesn’t work anymore. Subaru better have something special for the next-generation model due out in 2020 or we might have another casualty. Disclaimer: Subaru Provided the Legacy, Insurance, and One Tank of Gas Year: 2018 Make: Subaru Model: Legacy Trim: 2.5i Sport Engine: 2.5L DOHC Boxer-Four Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 175 @ 5,800 Torque @ RPM: 174 @ 4,000 Fuel Economy: City/Highway/Combined - 25/34/29 Curb Weight: 3,538 lbs Location of Manufacture: Lafayette, Indiana Base Price: $26,345 As Tested Price: $29,300 (Includes $860.00 Destination Charge) Options: EyeSight + Blind Spot Monitoring + Reverse Automatic Braking + High Beam Assist + Navigation - $2,095 View full article
  7. William Maley

    Quick Drive: 2018 Subaru Legacy 2.5i Sport

    The 2018 Subaru Legacy finds itself in a difficult spot. Like other midsize sedans, the Legacy has been seeing its sales fall down as more buyers are trending towards trucks and utility vehicles. But Subaru is trying to stop the bleeding somewhat by introducing an updated Legacy with various improvements to the exterior and mechanical bits. Is it enough? Compared to the last Legacy I drove in 2015, the 2018 model has some minor changes. The front now comes with a wider grille, updated design for the headlights, and a new bumper. The 2.5i Sport adds blacked-out trim, fog lights, and a set of 18-inch wheels with painted inserts. This helps makes the very plain design stand-out slightly more. Subaru’s safe approach to design continues inside. There are only a couple of changes like a new steering wheel and updated controls for the climate system. While it lacks in overall excitement, the Legacy’s earns top marks in overall usability as controls are easy to find and reach. Material quality sees an improvement as Subaru has added more soft-touch plastics throughout. The Legacy’s interior feels quite spacious thanks in part to a large glass area and thin roof pillars. Those sitting in the front will find the seats to be a little too firm, but they do provide an excellent amount of support for any trip. The back seat has more than enough legroom for tall passengers. The same cannot be said for headroom as those over six-feet will find their heads touching the liner. Open up the trunk to find 15 cubic feet of space, slightly smaller than the Hyundai Sonata I reviewed a few weeks back. My Sport tester came with an 8-inch touchscreen featuring Subaru’s Starlink infotainment system. The system gains an upgraded processor to address complaints of Starlink being somewhat slow. It makes a big difference as the system starts up much faster and is more responsive when going to different functions. The system also earns points for being easy to use with large touchscreen tiles and shortcut buttons on either side. I did have an issue of Starlink not recognizing my iPhone 7 Plus. The system saw something was plugged into the USB port, but couldn’t figure out what it was. It took a reset of my phone and restarting the vehicle before it would work. After this, Starlink had no issues finding my phone and bringing up the CarPlay interface. Under the hood is a 2.5L boxer-four producing 175 horsepower and 174 pound-feet of torque. This is paired with Subaru’s Lineartronic CVT and Symmetrical all-wheel drive. Around town, the engine is very responsive and gets up to speed a decent clip. On the highway, the 2.5 struggles to get up to speed at a decent clip. A lot of the slowness can be attributed to the Legacy’s weight. My 2.5i Sport tips the scales at 3,538 pounds. This is 143 pounds heavier than a 2018 Toyota Camry XSE four-cylinder that I recently drove. The CVT Subaru uses is one of the best in the business. It doesn’t have the rubber-band issue - engine RPMs rise at a quick rate before falling during acceleration - and has been calibrated to have ‘steps’ to mimic a regular six-speed automatic. EPA fuel economy figures for the Legacy 2.5i are 25 City/34 Highway/29 Combined. I saw an average of 28.2 mpg on a 50/50 mix of city and highway driving. Despite this model being badged as a ‘Sport’, the Legacy doesn’t fully live up to this. There is a fair amount body lean when cornering and the steering is a bit too light in terms of weight. At least the AWD system provides tenacious grip to keep you on the road. You would be forgiven if you thought the Legacy was a luxury sedan due to its ride quality. Most bumps and imperfections are soaked up by the suspension. This comes down to a new set of dampers being fitted for 2018. Another improvement comes in the form of noise isolation. Subaru has added more sound-insulating material and acoustic glass for the 2018 model. The end result is barely any tire of wind noise coming inside. Some engine whine does come inside during hard acceleration. Subaru still leads the pack when it comes to active safety. The optional EyeSight driver-assist suite uses stereo cameras to see the road ahead and feed that data to the adaptive cruise control, lane departure warning, lane keep assist, and pre-collision braking systems. The adaptive cruise control system is one of the best as the system is able to adjust the speed and distance in a very smooth manner whenever the system detects a vehicle in front. The 2.5i Sport begins at $26,345. My tester came equipped with an option package that included the EyeSight suite, Blind-Spot Monitoring, Rear Active Braking, and Navigation for $2,095. That brings the as-tested price to $29,300. Taking into consideration the long list of standard equipment and the sporty touches, the Sport offers a lot of value. Subaru’s changes to the 2018 Legacy help improve what we would consider being a competent midsize sedan. There lies the problem with the Legacy. Unlike other manufacturers that have stepped their efforts in terms of design, features, and other elements to try and draw people back to midsize sedans, Subaru just did the basics and didn’t bring forth something compelling. Previously, you could argue that all-wheel drive was the Legacy’s trump card. But considering how many crossovers have that as an option, it just doesn’t work anymore. Subaru better have something special for the next-generation model due out in 2020 or we might have another casualty. Disclaimer: Subaru Provided the Legacy, Insurance, and One Tank of Gas Year: 2018 Make: Subaru Model: Legacy Trim: 2.5i Sport Engine: 2.5L DOHC Boxer-Four Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 175 @ 5,800 Torque @ RPM: 174 @ 4,000 Fuel Economy: City/Highway/Combined - 25/34/29 Curb Weight: 3,538 lbs Location of Manufacture: Lafayette, Indiana Base Price: $26,345 As Tested Price: $29,300 (Includes $860.00 Destination Charge) Options: EyeSight + Blind Spot Monitoring + Reverse Automatic Braking + High Beam Assist + Navigation - $2,095
  8. William Maley

    Review: 2018 Toyota C-HR XLE Premium

    I need to get something out of the way before diving into the review of the 2018 Toyota C-HR. Originally the C-HR was to join Scion’s lineup, but the C-HR would become a Toyota as the Scion brand would shut its doors in late 2016. With this change of brands, does this leave the C-HR with an identity crisis? The C-HR is short for ‘Coupe High Roof’ and the design makes that very clear. Proportions are very similar to a coupe with a long front and stubby back. Other coupe details to be aware of are a set of wider fenders, a sloping roofline, and a rear spoiler. It makes for a very polarizing design that many will agree catches your eye for better or worse Toyota’s designers must have been infatuated with diamonds as you’ll notice this shape throughout the C-HR. Key examples include the pattern on the cloth seats and arrangement of buttons on the steering wheel. The center stack is slightly angled towards the driver to emphasize a sporty nature. Material quality is about average with a mix of soft-touch plastics on the dash, and hard plastics for the door panels and center console. The C-HR’s ergonomics are excellent as controls are laid out logically and easy to use. I found the front seats are lacking in lower-body support. I’m 5’9” and after driving the C-HR for an hour, I found my thighs and legs started to ache. This comes down to a short bottom cushion. Shorter drivers will likely not run into this issue. ‘Claustrophobic’ is the word to describe the C-HR’s back seat as the small rear windows make it feel small. Not helping is the limited amount of legroom as I found my knees touching the backside of the front seat. CH-R’s cargo space is in the middle of the class when the rear seats are up at 19 cubic feet. To give some perspective, the Mazda CX-3 is the smallest at 12.4 cubic feet, while the Honda HR-V has the largest at 24.3. Fold the rear seats and the C-HR is at the bottom of the class with 36.4 cubic feet. The Mazda CX-3 has 9.1 cubic feet more space when its rear seats are folded. All C-HRs come equipped with a 7-inch touchscreen radio with the basics; AM/FM, Bluetooth, and inputs for USB and aux cords. While I found the system to be intuitive to use with a simple menu structure and decent performance, I did find myself wishing Toyota had included Apple CarPlay and Android Auto or the option of a larger system with navigation. Powering the C-HR is a 2.0L four-cylinder with 144 horsepower and 139 pound-feet of torque. This is paired with a CVT and front-wheel drive. All-wheel drive is nowhere to be found despite the C-HR offering it in markets outside the U.S. Driving in town, the C-HR feels lively thanks to a responsive throttle. But above these speeds, the C-HR reveals a major weakness; put your foot down and the engine takes its sweet time to get up to speed - taking over 11 seconds to hit 60 mph. This makes certain tasks such as passing a slower vehicle treacherous. Under hard acceleration, the CVT is quite loud. Toyota does offer other engines for the C-HR elsewhere, including a hybrid. Reading through various test drives, the hybrid is slightly quicker; recording a 0-60 time of 11 seconds. Fuel economy figures for the 2018 C-HR are 27 City/31 Highway/29 Combined. My average for the week landed at 28.1 mpg. Like most new and redesigned Toyota models, the C-HR rides on the modular TGNA platform. I have praised this platform on both the Prius and Prius Prime as it makes them feel playful on a winding road. This extends to the C-HR. Despite a higher ride height, body motions are kept in check when cornering. Steering feels precise and has ample weight when turning. Ride quality is on the firm side, but it will not beat up passengers. A fair amount of tire and wind noise comes inside when driving on the expressway. The Toyota C-HR is quite expensive for a subcompact crossovers. The base XLE begins at $22,500. My XLE Premium tester begins at $24,350 and with some added accessories, the final price was $25,633. That’s without leather seats, navigation, or a sunroof. Toyota is quick to point out that the C-HR does come equipped with a number of active safety features such as adaptive cruise control and lane keep assist as standard. That only helps the base XLE when it comes to arguing value. The XLE Premium has a tougher time since you can get into a well equipped Hyundai Kona Limited FWD with a sunroof, leather seats, a 7-inch touchscreen with Apple CarPlay and Android Auto integration; and 18-inch alloy wheels for only $53 more. You do miss out on the active safety features since as you can only get those on the top-line Ultimate, but the Kona presents a better value than the C-HR when you compare features bit by bit. The Toyota C-HR left me very frustrated as the week came to a close. The crossover has some charm with sharp driving dynamics and a very willing chassis. But it is clear that the C-HR feels more like a Scion than a Toyota as it was built to be cost-effective as it doesn’t offer any options. What you see is what you get. The problem is that competitors offer more equipment for similar money. The C-HR also trails competitors in terms of cargo capacity and performance. I do believe there is a crossover that can stand out from the growing field of subcompact models, but Toyota needs to think of the C-HR as one of their own models, not as a Scion. Disclaimer: Toyota Provided the C-HR, Insurance, and One Tank of Gas Year: 2018 Make: Toyota Model: C-HR Trim: XLE Premium Engine: 2.0L DOHC, 16-Valve Four-Cylinder with Valvematic Driveline: CVT, Front-Wheel Drive Horsepower @ RPM: 144 @ 6,100 Torque @ RPM: 139 @ 3,900 Fuel Economy: City/Highway/Combined - 27/31/29 Curb Weight: 3,300 lbs Location of Manufacture: Arifiye, Sakarya, Turkey Base Price: $24,350 As Tested Price: $25,633 (Includes $960.00 Destination Charge) Options: Carpeted Floormats and Cargo Mat - $194.00 Mudguards - $129.00 View full article
  9. William Maley

    Review: 2018 Toyota C-HR XLE Premium

    I need to get something out of the way before diving into the review of the 2018 Toyota C-HR. Originally the C-HR was to join Scion’s lineup, but the C-HR would become a Toyota as the Scion brand would shut its doors in late 2016. With this change of brands, does this leave the C-HR with an identity crisis? The C-HR is short for ‘Coupe High Roof’ and the design makes that very clear. Proportions are very similar to a coupe with a long front and stubby back. Other coupe details to be aware of are a set of wider fenders, a sloping roofline, and a rear spoiler. It makes for a very polarizing design that many will agree catches your eye for better or worse Toyota’s designers must have been infatuated with diamonds as you’ll notice this shape throughout the C-HR. Key examples include the pattern on the cloth seats and arrangement of buttons on the steering wheel. The center stack is slightly angled towards the driver to emphasize a sporty nature. Material quality is about average with a mix of soft-touch plastics on the dash, and hard plastics for the door panels and center console. The C-HR’s ergonomics are excellent as controls are laid out logically and easy to use. I found the front seats are lacking in lower-body support. I’m 5’9” and after driving the C-HR for an hour, I found my thighs and legs started to ache. This comes down to a short bottom cushion. Shorter drivers will likely not run into this issue. ‘Claustrophobic’ is the word to describe the C-HR’s back seat as the small rear windows make it feel small. Not helping is the limited amount of legroom as I found my knees touching the backside of the front seat. CH-R’s cargo space is in the middle of the class when the rear seats are up at 19 cubic feet. To give some perspective, the Mazda CX-3 is the smallest at 12.4 cubic feet, while the Honda HR-V has the largest at 24.3. Fold the rear seats and the C-HR is at the bottom of the class with 36.4 cubic feet. The Mazda CX-3 has 9.1 cubic feet more space when its rear seats are folded. All C-HRs come equipped with a 7-inch touchscreen radio with the basics; AM/FM, Bluetooth, and inputs for USB and aux cords. While I found the system to be intuitive to use with a simple menu structure and decent performance, I did find myself wishing Toyota had included Apple CarPlay and Android Auto or the option of a larger system with navigation. Powering the C-HR is a 2.0L four-cylinder with 144 horsepower and 139 pound-feet of torque. This is paired with a CVT and front-wheel drive. All-wheel drive is nowhere to be found despite the C-HR offering it in markets outside the U.S. Driving in town, the C-HR feels lively thanks to a responsive throttle. But above these speeds, the C-HR reveals a major weakness; put your foot down and the engine takes its sweet time to get up to speed - taking over 11 seconds to hit 60 mph. This makes certain tasks such as passing a slower vehicle treacherous. Under hard acceleration, the CVT is quite loud. Toyota does offer other engines for the C-HR elsewhere, including a hybrid. Reading through various test drives, the hybrid is slightly quicker; recording a 0-60 time of 11 seconds. Fuel economy figures for the 2018 C-HR are 27 City/31 Highway/29 Combined. My average for the week landed at 28.1 mpg. Like most new and redesigned Toyota models, the C-HR rides on the modular TGNA platform. I have praised this platform on both the Prius and Prius Prime as it makes them feel playful on a winding road. This extends to the C-HR. Despite a higher ride height, body motions are kept in check when cornering. Steering feels precise and has ample weight when turning. Ride quality is on the firm side, but it will not beat up passengers. A fair amount of tire and wind noise comes inside when driving on the expressway. The Toyota C-HR is quite expensive for a subcompact crossovers. The base XLE begins at $22,500. My XLE Premium tester begins at $24,350 and with some added accessories, the final price was $25,633. That’s without leather seats, navigation, or a sunroof. Toyota is quick to point out that the C-HR does come equipped with a number of active safety features such as adaptive cruise control and lane keep assist as standard. That only helps the base XLE when it comes to arguing value. The XLE Premium has a tougher time since you can get into a well equipped Hyundai Kona Limited FWD with a sunroof, leather seats, a 7-inch touchscreen with Apple CarPlay and Android Auto integration; and 18-inch alloy wheels for only $53 more. You do miss out on the active safety features since as you can only get those on the top-line Ultimate, but the Kona presents a better value than the C-HR when you compare features bit by bit. The Toyota C-HR left me very frustrated as the week came to a close. The crossover has some charm with sharp driving dynamics and a very willing chassis. But it is clear that the C-HR feels more like a Scion than a Toyota as it was built to be cost-effective as it doesn’t offer any options. What you see is what you get. The problem is that competitors offer more equipment for similar money. The C-HR also trails competitors in terms of cargo capacity and performance. I do believe there is a crossover that can stand out from the growing field of subcompact models, but Toyota needs to think of the C-HR as one of their own models, not as a Scion. Disclaimer: Toyota Provided the C-HR, Insurance, and One Tank of Gas Year: 2018 Make: Toyota Model: C-HR Trim: XLE Premium Engine: 2.0L DOHC, 16-Valve Four-Cylinder with Valvematic Driveline: CVT, Front-Wheel Drive Horsepower @ RPM: 144 @ 6,100 Torque @ RPM: 139 @ 3,900 Fuel Economy: City/Highway/Combined - 27/31/29 Curb Weight: 3,300 lbs Location of Manufacture: Arifiye, Sakarya, Turkey Base Price: $24,350 As Tested Price: $25,633 (Includes $960.00 Destination Charge) Options: Carpeted Floormats and Cargo Mat - $194.00 Mudguards - $129.00
  10. William Maley

    Review: 2018 Hyundai Sonata Limited

    Hyundai had set itself a high bar when it launched the sixth-generation Sonata for the 2010 model year. It stood out from a crowded field of midsize sedans with an exterior shape that resembled a Mercedes-Benz CLS-Class. The Sonata also boasted a comfortable interior, loads of technology features, a good selection of engines, and a nice balance between comfort and sport. Replacing this model would be a tough task and one Hyundai wasn’t able to meet. When the seventh-generation model rolled out at 2014 New York Auto Show, you could hear the cry of a sad trombone. The new Sonata had gone conservative in its design. Compared to Chevrolet, Honda, and Toyota that rolled out bold styling on their sedans, the Sonata went backwards with a conservative look. Hyundai realized they need to make some drastic changes to Sonata to give it a fighting chance not only against other sedans, but from the growing demand for crossovers of all sizes. This brings us to the 2018 Sonata Limited. It was time to find out if Hyundai had found that magic once again. This being a refresh, Hyundai couldn’t go completely crazy in terms of the design language, however the updates really help the Sonata have more presence. Up front is bolder with a new hexagonal grille surround, chrome grille slats, new sculpting on the hood, and deep cuts in the bumper for LED fog lights. The side profile retains the chrome trim that runs through the headlights and around the windows. Hyundai made some drastic changes for the rear by smoothing out the trunk lid and moving the placement of the license plate to the bumper. The Sonata’s interior retains the basic shape of the outgoing model, but changes have been made to freshen it up. The center stack boasts a revised control layout and all trims get a three-spoke steering wheel. Previously, only the Sport trim got this wheel design. It would have been nice if Hyundai was a little bit more adventurous with the design, but I’m willing to forgive some of this feeling as the controls fall easily into hand. Interior materials are about average for the class with a mix of hard and soft plastics. The front seats were designed with long-distance comfort in mind with a fair amount of seat padding and just the right amount of firmness. Power adjustments for both driver and passenger are standard on the Limited and offer a generous range of adjustments. Space in the back is quite roomy and there are some nice touches such as manual window shades. The Sonata has one of the largest trunks in the class with 16.3 cubic feet of space on offer. All Sonata’s come with a 7-inch touchscreen featuring Hyundai’s BlueLink infotainment system. Our test Sonata Limited had the optional 8-inch screen with navigation. The current BlueLink system has been with us for a few years and its interface is beginning to look somewhat dated, but the system is still one of the best when it comes to overall usability with large touchscreen buttons, bright screen, and a simple interface. Apple CarPlay and Android Auto are standard on all Sonatas except the base SE. Sonata offers one of the widest range of powertrains in the segment with three gas engines, a hybrid, and plug-in hybrid. Our Sonata Limited came with the base 2.4L inline-four producing 185 horsepower and 178 pound-feet of torque. This is paired with a six-speed automatic routing power to the front wheels. The engine provides adequate power for around town and rural driving. You will need to step on it when making a pass or merging onto a freeway as torque resides higher in the rev band. The six-speed automatic goes about its business smoothly and always knows what gear it needs to be in. Hyundai does offer an eight-speed automatic, but only if you opt for the turbocharged 2.0L. EPA fuel economy figures for the 2018 Sonata Limited are 25 City/35 Highway/28 Combined (SE models see a one mpg increase in highway and combined figures). My average for the week landed around 28.5 mpg. Hyundai did make some tweaks to the 2018 Sonata’s suspension including a revised rear suspension setup with thicker trailing arms and revised steering system. The end result is a Sonata that handles much better than the previous car. Body motion has noticeably decreased and the steering provides decent weight when turning. Thankfully, the tweaks made to the suspension haven’t affected the Sonata’s ride quality. Bumps and other road imperfections are soaked up before reaching passengers. Some of the credit has to go to Hyundai not going crazy on offering large wheels - the Limited seen here rides on 17-inch wheels. Road and wind noise are kept to near silent levels. My first impression seeing the 2018 Sonata was that Hyundai had improved it, but was still a bit short when compared to the work done by other automakers. Spending a week with the Sonata caused me to change my train of thought; It surprised me how much work Hyundai put into this mid-cycle refresh and brings the Sonata up to the point where I would say it is fighting for best-in-class honors. While the 2018 Sonata may lack most of the pizzazz found in the sixth-generation model, it does show that Hyundai has learned from its mistake and worked to reclaim some of the magic. Disclaimer: Hyundai Provided the Sonata, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Sonata Trim: Limited Engine: 2.4L GDI DOHC D-CVVT Four-Cylinder Driveline: Six-Speed Automatic. Front-Wheel Drive Horsepower @ RPM: 185 @ 6,000 Torque @ RPM: 178 @ 4,000 Fuel Economy: City/Highway/Combined - 25/35/28 Curb Weight: N/A Location of Manufacture: Montgomery, AL Base Price: $27,400 As Tested Price: $31,310 (Includes $885.00 Destination Charge) Options: Ultimate Package - $2,900.00 Carpeted Floor Mats - $125.00
  11. William Maley

    Review: 2018 Hyundai Accent SE vs. Kia Rio EX

    I found myself in a bit of quandary when it came to writing the review for the 2018 Hyundai Accent and Kia Rio. Both of these models have been redesigned recently and despite the different exteriors, under the skin they share a number of key parts such as the engine and suspension. As I was going through my notes, I realized the answer was right in front of me; talk about the differences between the two and see which one does it better. Exterior Between the two vehicles, the Rio stands out considerably. Like the previous model, the new Rio has a fair amount of European influence with neatly proportioned body and clean lines. The front end is quite low and features a narrow top grille and deep slits in the bumper for a set of fog lights. 15-inch alloy wheels come standard on EX. Unlike the Accent, the Rio is still available in as a hatchback. The Accent goes for the safe approach with a simple three-box sedan design. This isn’t helped by the silver color on my test vehicle which makes it become somewhat anonymous. The only real design traits are in the front with a new grille shape that is appearing on new Hyundai models and cutouts in the bumper for accent trim on our base SE tester or foglights on higher trims. One way the Accent SE stands out from the Rio LX is painted door handles and mirror caps. Interior There are no frills to be found in the Accent’s interior. Like the outside, Hyundai went for a simple and honest design. Material quality is what you expect in the class - hard plastics on most surfaces. But the plastics have a solid feel. All Accents feature basic front seat adjustments - fore/aft, height (driver only), and recline. I was able to find a position that worked for me quite quickly. One item to be aware of is the SE doesn’t come with a telescoping adjustment for the steering wheel; SEL models and above get that feature. Space in the back is average for the class with a decent amount of headroom, but a limited amount of legroom. Kia added some style to the Rio’s interior with a sculpted dash featuring two-tone plastics. Hard plastics make up the majority of interior surfaces with a grain texture pattern. Like the Accent, the plastics have a very solid feel. The layout is simple with most controls in easy reach. Finding a comfortable position took no time with a basic set of seat adjustments and a tilt/telescoping steering wheel. However, I found the seats in the Rio to not be as supportive on long trips. The back seat mirrors the Accent; ok headroom and a small amount of legroom. Infotainment The Rio EX comes with a 7-inch infotainment system with Kia’s UVO infotainment system. No navigation system is offered, but you won’t need it as support for Android Auto and Apple CarPlay is standard. It will not take long to familiarize yourself with UVO thanks to a well-thought out interface and dedicated buttons for various features. Performance is impressive with the system responding very quickly to inputs. Over at the Accent SE, it comes with a 5-inch touchscreen radio. For the most part, the system was simple to use with redundant buttons for various functions, simple interface, and large touchscreen buttons. I only wished that the screen was slightly larger when I was scrolling through my iPod. One surprise was the SE getting Bluetooth as standard. Kia doesn’t offer Bluetooth on the base Rio LX. Powertrain Both the Accent and Rio use the same 1.6L inline-four engine producing 130 horsepower and 119 pound-feet of torque. What differs between the two is the transmission; the Accent SE comes with a six-speed manual while the Rio EX makes do with a six-speed automatic. Between the two, the Accent is noticeably quicker. The manual transmission allows the engine to flex what little muscle it has to get the vehicle up to speed. In the Rio, the automatic’s programming smothers the small amount of power to improve fuel economy. There is a Sport mode that holds onto gears longer, but it doesn’t make much of a difference. Neither of the transmissions can help the 1.6L on the freeway as the engine struggles to get up to speed at a decent rate. Fuel Economy EPA fuel economy figures are almost identical for the two models. Both return 28 mpg in the city and 37 on the highway. The difference is in the combined figure; the Rio returns 32, while the Accent returns 31. I got an average of 34 in the Rio and 33 in the Accent. Ride and Handling There are more similarities between the Rio and Accent when it comes to the driving experience. Both still employ struts in the front and a torsion-beam rear axle. But the body has been stiffened which helps with ride quality. Both models exhibited excellent isolation of most road imperfections. Handling is another place where the two surprised me. While not exhibiting the sporty characteristics of a Ford Fiesta, both the Accent and Rio show little body roll and feel quite nimble. The steering is light, but provides a decent amount of feedback when pushed. Pricing The 2018 Hyundai Accent begins at $14,995 for the base SE with manual transmission and climbs to $18,895 for the Limited. Our test SE with optional floor mats came to an as-tested price of $16,005. While it does cost $1,095 more than the base Rio LX, the Accent SE comes with more features such as Bluetooth, full power accessories, and a rear USB port. The 2018 Kia Rio kicks off at $13,900 for the LX sedan and climbs to $18,700 for the EX hatchback. The EX sedan tester came to an as-tested price of $19,425 with carpeted floor mats and destination. It is a bit hard to stomach the price tag when you can into some decently equipped compact sedans such as the Hyundai Elantra and Chevrolet Cruze for similar money. Even after you factor in the EX getting forward collision warning and automatic emergency braking, it’s still a tough sell. Verdict Trying to decide which of the two subcompacts was the winner in this piece was very difficult as they share so much. Beginning with the Rio EX, it is a very sharp looking subcompact with a fair amount of European influence and it is available as a hatchback. But the automatic transmission suffocates what little performance is on offer from the 1.6L engine. Plus the price tag of the EX is very difficult to swallow when you can step up into a compact for similar money. If it was the midlevel S, this would have been a closer fight. This brings us to the Accent SE. It's styling inside and out is a bit plain when pitted against the Rio. The lack of hatchback also makes the Accent a bit of hard sell to some buyers. But the list of standard features on the base model is very surprising. Plus, the manual transmission allows the engine to have some flexibility in most driving situations. Both models are towards the top in the subcompact class. But in this comparison, the base Accent SE nips the top-line Rio EX by a hair. Disclaimer: Hyundai and Kia Provided the Vehicles, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Accent Trim: SE Engine: 1.6L DOHC 16-valve GDI Inline-Four Driveline: Six-Speed Manual, Front-wheel Drive Horsepower @ RPM: 130 @ 6,300 Torque @ RPM: 119 @ 4,850 Fuel Economy: City/Highway/Combined - 28/37/31 Curb Weight: 2,502 lbs Location of Manufacture: Nuevo Leon, Mexico Base Price: $14,995 As Tested Price: $16,005 (Includes $885.00 Destination Charge) Options: Carpeted Floor Mats: $125.00 Year: 2018 Make: Kia Model: Rio Trim: EX Engine: 1.6L 16-valve GDI Inline-Four Driveline: Six-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 130 @ 6,300 Torque @ RPM: 119 @ 4,850 Fuel Economy: City/Highway/Combined - 28/37/32 Curb Weight: 2,714 lbs Location of Manufacture: Pesqueria, NL, Mexico Base Price: $18,400 As Tested Price: $19,425 (Includes $895.00 Destination Charge) Options: Carpeted Floor Mats - $130.00
  12. Sport is one of the most misused terms in the automotive segment. It could mean that a vehicle has been given a once-over in terms of the engine and suspension to give it an edge. But it could also mean that a vehicle has been gifted a body kit to make it look sporty. This brings us to the 2018 Genesis G80 Sport. Which version of sport did they decide to go with? Exterior changes on the G80 Sport are small with a copper grille surround, mesh grille, a more aggressive front bumper, 19-inch multi-spoke wheels, quad-exhaust tips, and exclusive colors like the Polar Ice on this vehicle. The small changes really transform the G80 into something a bit sinister. Inside, the G80 Sport swaps the standard steering wheel for a three-spoke sport version, new transmission selector, aluminum pedals, and carbon-fiber accents. The rest of the interior is standard G80 with a clean dash, controls within easy reach, and plenty of rear legroom. Headroom is at a premium due to the standard sunroof. Passengers in the front get a set of sport seats with increased bolstering. It makes a huge difference as you don’t feel like you’re going to fall out on a twisty road. The seats also retain the long road-trip comfort that I have praised previously in the G80 3.8. Sport models come with a 9.2-inch touchscreen infotainment system and controller knob. This system is towards the top of the class with an intuitive interface and fast processing for various functions. One of biggest complaints with the last G80 I reviewed was the lack of Apple CarPlay and Android Auto compatibility. This has been addressed in 2018 model as both come standard. Genesis has also added a second USB port for those sitting in the front which means you’re not fighting with your passenger as to who gets to charge their phone. Now, they just need to add some for those in the back seat. Power comes from a new 3.3L twin-turbo V6 engine producing 365 horsepower and 376 pound-feet of torque. This is paired up with an eight-speed automatic and in my test car, Genesis’ HTRAC all-wheel drive system. Rear-wheel drive is standard. When you step on the accelerator, you might not think that a turbo engine resides under the hood as there is no turbo lag or a deaden throttle response. The engine just gets up and goes on its merry way. It would have been nice if there was some sort of exhaust note to go with the new engine. No complaints about the eight-speed automatic. It delivers smooth and quick shifts. Fuel economy is still a weak point for Genesis. The Sport with AWD is rated by the EPA at 17 City/24 Highway/20 Combined. My average for the week landed around 19.8 mpg with a 60/40 mix of city and highway driving. Opting for RWD only boosts the highway figure to 25. For the suspension, Genesis retuned the Continuous Damping Control (CDC) system to help minimize body motions. It makes some difference when the car is put into Sport mode and dampers firm up to reduce body motion. But it cannot fully overcome the biggest problem with the G80, weight. The Sport AWD tester tips the scales 4,674 pounds. Sticking with RWD only drops overall weight by 155 pounds. It is noticeable around corners as the G80 doesn’t glide, but lumbers. The steering would have benefited greatly from having a bit more weight and feel. On the upside, the G80 Sport’s ride is surprisingly smooth. Despite the larger wheels and altered CDC system, most bumps and imperfections were turned into mere ripples. The Sport sits between the 3.8L and 5.0L in the G80 lineup. Pricing begins at $55,250 for the RWD model and $57,750 for the HTRAC AWD model. This particular test car came to an as-tested price of $58,725 after destination. This is an impressive value when you take into consideration the long list of standard equipment - heated and ventilated front seats, 17-speaker Lexicon audio system, color heads-up display, LED head and taillights, sunshades for the rear passengers, multi-view camera system, and adaptive cruise control. Plus, all Genesis models have a 3 year/36,000 mile complimentary maintenance plan and service valet which pickups your vehicle to be serviced. For the most part, the 2018 Genesis G80 Sport delivers on ‘sport’ with an aggressive exterior and punchy twin-turbo V6. Ultimately, the handling is where the G80 Sport falters somewhat. I think if Genesis was able to put the G80 on a bit of a diet, it would do wonders. But that doesn’t look like that will happen until the next-generation model that is expected to arrive in the next few years. Disclaimer: Genesis Provided the G80 Sport, Insurance, and One Tank of Gas Year: 2018 Make: Genesis Model: G80 Trim: Sport AWD Engine: 3.3L Twin Turbo DOHC 24-Valve V6 with D-CVVT Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 365 @ 6,000 Torque @ RPM: 376 @ 1,300-4,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: 4,674 lbs Location of Manufacture: Ulsan, South Korea Base Price: $57,750 As Tested Price: $58,725 (Includes $875.00 Destination Charge) Options: N/A View full article
  13. William Maley

    Quick Drive: 2018 Genesis G80 Sport AWD

    Sport is one of the most misused terms in the automotive segment. It could mean that a vehicle has been given a once-over in terms of the engine and suspension to give it an edge. But it could also mean that a vehicle has been gifted a body kit to make it look sporty. This brings us to the 2018 Genesis G80 Sport. Which version of sport did they decide to go with? Exterior changes on the G80 Sport are small with a copper grille surround, mesh grille, a more aggressive front bumper, 19-inch multi-spoke wheels, quad-exhaust tips, and exclusive colors like the Polar Ice on this vehicle. The small changes really transform the G80 into something a bit sinister. Inside, the G80 Sport swaps the standard steering wheel for a three-spoke sport version, new transmission selector, aluminum pedals, and carbon-fiber accents. The rest of the interior is standard G80 with a clean dash, controls within easy reach, and plenty of rear legroom. Headroom is at a premium due to the standard sunroof. Passengers in the front get a set of sport seats with increased bolstering. It makes a huge difference as you don’t feel like you’re going to fall out on a twisty road. The seats also retain the long road-trip comfort that I have praised previously in the G80 3.8. Sport models come with a 9.2-inch touchscreen infotainment system and controller knob. This system is towards the top of the class with an intuitive interface and fast processing for various functions. One of biggest complaints with the last G80 I reviewed was the lack of Apple CarPlay and Android Auto compatibility. This has been addressed in 2018 model as both come standard. Genesis has also added a second USB port for those sitting in the front which means you’re not fighting with your passenger as to who gets to charge their phone. Now, they just need to add some for those in the back seat. Power comes from a new 3.3L twin-turbo V6 engine producing 365 horsepower and 376 pound-feet of torque. This is paired up with an eight-speed automatic and in my test car, Genesis’ HTRAC all-wheel drive system. Rear-wheel drive is standard. When you step on the accelerator, you might not think that a turbo engine resides under the hood as there is no turbo lag or a deaden throttle response. The engine just gets up and goes on its merry way. It would have been nice if there was some sort of exhaust note to go with the new engine. No complaints about the eight-speed automatic. It delivers smooth and quick shifts. Fuel economy is still a weak point for Genesis. The Sport with AWD is rated by the EPA at 17 City/24 Highway/20 Combined. My average for the week landed around 19.8 mpg with a 60/40 mix of city and highway driving. Opting for RWD only boosts the highway figure to 25. For the suspension, Genesis retuned the Continuous Damping Control (CDC) system to help minimize body motions. It makes some difference when the car is put into Sport mode and dampers firm up to reduce body motion. But it cannot fully overcome the biggest problem with the G80, weight. The Sport AWD tester tips the scales 4,674 pounds. Sticking with RWD only drops overall weight by 155 pounds. It is noticeable around corners as the G80 doesn’t glide, but lumbers. The steering would have benefited greatly from having a bit more weight and feel. On the upside, the G80 Sport’s ride is surprisingly smooth. Despite the larger wheels and altered CDC system, most bumps and imperfections were turned into mere ripples. The Sport sits between the 3.8L and 5.0L in the G80 lineup. Pricing begins at $55,250 for the RWD model and $57,750 for the HTRAC AWD model. This particular test car came to an as-tested price of $58,725 after destination. This is an impressive value when you take into consideration the long list of standard equipment - heated and ventilated front seats, 17-speaker Lexicon audio system, color heads-up display, LED head and taillights, sunshades for the rear passengers, multi-view camera system, and adaptive cruise control. Plus, all Genesis models have a 3 year/36,000 mile complimentary maintenance plan and service valet which pickups your vehicle to be serviced. For the most part, the 2018 Genesis G80 Sport delivers on ‘sport’ with an aggressive exterior and punchy twin-turbo V6. Ultimately, the handling is where the G80 Sport falters somewhat. I think if Genesis was able to put the G80 on a bit of a diet, it would do wonders. But that doesn’t look like that will happen until the next-generation model that is expected to arrive in the next few years. Disclaimer: Genesis Provided the G80 Sport, Insurance, and One Tank of Gas Year: 2018 Make: Genesis Model: G80 Trim: Sport AWD Engine: 3.3L Twin Turbo DOHC 24-Valve V6 with D-CVVT Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 365 @ 6,000 Torque @ RPM: 376 @ 1,300-4,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: 4,674 lbs Location of Manufacture: Ulsan, South Korea Base Price: $57,750 As Tested Price: $58,725 (Includes $875.00 Destination Charge) Options: N/A
  14. William Maley

    Review: 2018 Alfa Romeo Stelvio Ti

    Trying to review an Alfa Romeo vehicle is difficult as I found out with the Giulia Quadrifoglio. There were parts of model that I found to be quite amazing and worthy of putting it on my year-end favorites list. But other traits and details left a very sour taste in my mouth. I ended my review with this line, “To some, that is the charm of an Alfa Romeo. Within all of those flaws is a brilliant automobile. For others, it is something that should be avoided at all costs.” Now I find myself in the same difficult position with another Alfa Romeo, the Stelvio. My fingers were crossed that the Stelvio would avoid some of the pitfalls from the Giulia. If you were to ask me to describe the Stelvio’s design, I would say it is a tall riding Giulia hatchback. The shared DNA is made quite clear in the front as there is a three-leaf design for the grille, narrow headlights set at a slight angle, and there are deep cuts in the hood. More of the Giulia can be seen in the side profile with flowing curves and noticeable fender bulges. One design trait that sets the Stelvio apart from other luxury crossovers is the sharply raked d-pillar that gives it a sporty edge. The Stelvio’s interior mirrors the Giulia with the same modern design and mixture of high-quality and very cheap materials. I also had an odd build quality issue where the button for the driver’s heated seat would get stuck. I would have to press the button a few times to dislodge it. This is a bit worrying for a brand with a very questionable reliability history. A set of leather sport seats that are part of an optional sport package came equipped. With increased side bolstering, the seats do an excellent job of holding you in during an enthusiastic drive. It is a shame that the seats aren’t comfortable for long trips. After an hour or so, I found that my thighs were becoming sore. A little bit more seat padding would do some wonders. In the back, there is adequate head and legroom for an average sized adult. Taller passengers will notice headroom is very much at a premium due to the sloping roofline. Cargo space slightly trails competitors with 18.5 cubic feet of space with the seats up and 56.5 when folded. For infotainment, the base Stelvio comes with a 6.5-inch screen. The Ti makes do with a larger 8.8-inch screen. Both systems use a controller knob on the center console and voice commands to move around the system. If you read our Giulia Quadrifoglio review, then you know I had a number of problems with the infotainment system: Odd design choices, issues with USB and Bluetooth connectivity, and a number of crashes to name a few. I was hoping the Stelvio’s system would have ironed some of the issues. But sadly, the Stelvio experienced the same issues as the Giulia. Alfa Romeo should have just used the UConnect infotainment system like Maserati does. Just put a different coat of paint and call something different. Under the hood of the Stelvio lies a turbocharged 2.0L four-cylinder producing 280 horsepower and 306 pound-feet of torque. This is paired with an eight-speed automatic and all-wheel drive. There is also the high-performance Quadrifoglio with a 505 horsepower, twin-turbo V6 engine. Some turbo lag makes an appearance when the vehicle begins to accelerate. But once the turbocharger spools up, the Stelvio moves at a surprising rate. This comes down to a broad and flat torque curve. The eight-speed automatic mirrors what I found in the Giulia Quadrifoglio I drove earlier in the year - stumbles with gear changes at lower speeds, but becomes smoother as speed increases. Handling is where the Stelvio really pulls ahead of the competition. On a winding road, the crossover exhibits excellent control of body motions. Steering provides decent weight and feel needed for an enthusiastic drive. I had to remind myself this isn’t a Giulia sedan, this is a compact crossover. But there is one item that will make you think twice about driving the Stelvio with gusto and that is brakes. The pedal feel was very inconsistent - lightly press on the pedal and the vehicle didn’t feel like it was slowing down, press a little bit further and it felt like the vehicle was going into a panic stop. The issue deals with the brake-by-wire system which uses sensors to measure the amount of force and speed applied to the pedal. This information is then transmitted to a controller which applies the appropriate amount of braking force. This is a problem a few other reviews have noted and one Alfa Romeo needs to address. The ride is compliant with a fair number of bumps making their way inside. If you’re looking for a somewhat smoother ride, dropping to the smaller 18-inch wheels is recommended. Road and wind noise are kept to average levels for the class. But engine noise is very noticeable inside, sounding like an old diesel truck. Be prepared to keep the volume for the audio system up. Like the Giulia Quadrifoglio, the Stelvio has me torn. The crossover has a lot going for it such as the sharp exterior, a very punchy turbo-four, and impressive handling. But then I look at the list of issues such as the problematic infotainment system, confused transmission, and a braking system that is very inconsistent. This isn’t including the dark cloud of Alfa Romeo’s reliability. During my week, I had a ‘Service Alarm’ light that would pop up when I started the vehicle. I wasn’t sure what that meant until I accidentally pressed the panic button and the alarm went off for five minutes. I was about ready to break out the wrenches and remove the battery to shut up the alarm, but then it stopped. It needs to be noted that FCA has issued four recalls on the Stelvio at the time of this writing. If you really have your heart set on a Stelvio, be aware of what you’re getting yourself into. There are moments of brilliance mixed in with the perils. Everyone else should look at the competition. Disclaimer: Alfa Romeo Provided the Stelvio, Insurance, and One Tank of Gas Year: 2018 Make: Alfa Romeo Model: Stelvio Trim: Ti Engine: Turbocharged 2.0L MultiAir2 SOHC Four-Cylinder Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 280 @ 5,200 Torque @ RPM: 306 @ 2,000 - 4,800 Fuel Economy: City/Highway/Combined - 22/28/24 Curb Weight: 4,044 lbs Location of Manufacture: Cassino, Italy Base Price: $43,995 As Tested Price: $54,090 (Includes $995.00 Destination Charge) Options: Ti Sport Package 22S - $2,500 Driver Assist Dynamic Plus Package - $1,500 Dual-Pane Sunroof - $1,350 8.8-inch AM/FM Bluetooth Radio with 3D Navigation - $950.00 Harman Kardon Premium Audio - $900.00 Driver Assistance Static Package - $650.00 Vesuvio Grey Metallic - $600.00 Compact Spare Tire - $450.00 Convenience Package - $200.00 View full article
  15. William Maley

    Review: 2018 Alfa Romeo Stelvio Ti

    Trying to review an Alfa Romeo vehicle is difficult as I found out with the Giulia Quadrifoglio. There were parts of model that I found to be quite amazing and worthy of putting it on my year-end favorites list. But other traits and details left a very sour taste in my mouth. I ended my review with this line, “To some, that is the charm of an Alfa Romeo. Within all of those flaws is a brilliant automobile. For others, it is something that should be avoided at all costs.” Now I find myself in the same difficult position with another Alfa Romeo, the Stelvio. My fingers were crossed that the Stelvio would avoid some of the pitfalls from the Giulia. If you were to ask me to describe the Stelvio’s design, I would say it is a tall riding Giulia hatchback. The shared DNA is made quite clear in the front as there is a three-leaf design for the grille, narrow headlights set at a slight angle, and there are deep cuts in the hood. More of the Giulia can be seen in the side profile with flowing curves and noticeable fender bulges. One design trait that sets the Stelvio apart from other luxury crossovers is the sharply raked d-pillar that gives it a sporty edge. The Stelvio’s interior mirrors the Giulia with the same modern design and mixture of high-quality and very cheap materials. I also had an odd build quality issue where the button for the driver’s heated seat would get stuck. I would have to press the button a few times to dislodge it. This is a bit worrying for a brand with a very questionable reliability history. A set of leather sport seats that are part of an optional sport package came equipped. With increased side bolstering, the seats do an excellent job of holding you in during an enthusiastic drive. It is a shame that the seats aren’t comfortable for long trips. After an hour or so, I found that my thighs were becoming sore. A little bit more seat padding would do some wonders. In the back, there is adequate head and legroom for an average sized adult. Taller passengers will notice headroom is very much at a premium due to the sloping roofline. Cargo space slightly trails competitors with 18.5 cubic feet of space with the seats up and 56.5 when folded. For infotainment, the base Stelvio comes with a 6.5-inch screen. The Ti makes do with a larger 8.8-inch screen. Both systems use a controller knob on the center console and voice commands to move around the system. If you read our Giulia Quadrifoglio review, then you know I had a number of problems with the infotainment system: Odd design choices, issues with USB and Bluetooth connectivity, and a number of crashes to name a few. I was hoping the Stelvio’s system would have ironed some of the issues. But sadly, the Stelvio experienced the same issues as the Giulia. Alfa Romeo should have just used the UConnect infotainment system like Maserati does. Just put a different coat of paint and call something different. Under the hood of the Stelvio lies a turbocharged 2.0L four-cylinder producing 280 horsepower and 306 pound-feet of torque. This is paired with an eight-speed automatic and all-wheel drive. There is also the high-performance Quadrifoglio with a 505 horsepower, twin-turbo V6 engine. Some turbo lag makes an appearance when the vehicle begins to accelerate. But once the turbocharger spools up, the Stelvio moves at a surprising rate. This comes down to a broad and flat torque curve. The eight-speed automatic mirrors what I found in the Giulia Quadrifoglio I drove earlier in the year - stumbles with gear changes at lower speeds, but becomes smoother as speed increases. Handling is where the Stelvio really pulls ahead of the competition. On a winding road, the crossover exhibits excellent control of body motions. Steering provides decent weight and feel needed for an enthusiastic drive. I had to remind myself this isn’t a Giulia sedan, this is a compact crossover. But there is one item that will make you think twice about driving the Stelvio with gusto and that is brakes. The pedal feel was very inconsistent - lightly press on the pedal and the vehicle didn’t feel like it was slowing down, press a little bit further and it felt like the vehicle was going into a panic stop. The issue deals with the brake-by-wire system which uses sensors to measure the amount of force and speed applied to the pedal. This information is then transmitted to a controller which applies the appropriate amount of braking force. This is a problem a few other reviews have noted and one Alfa Romeo needs to address. The ride is compliant with a fair number of bumps making their way inside. If you’re looking for a somewhat smoother ride, dropping to the smaller 18-inch wheels is recommended. Road and wind noise are kept to average levels for the class. But engine noise is very noticeable inside, sounding like an old diesel truck. Be prepared to keep the volume for the audio system up. Like the Giulia Quadrifoglio, the Stelvio has me torn. The crossover has a lot going for it such as the sharp exterior, a very punchy turbo-four, and impressive handling. But then I look at the list of issues such as the problematic infotainment system, confused transmission, and a braking system that is very inconsistent. This isn’t including the dark cloud of Alfa Romeo’s reliability. During my week, I had a ‘Service Alarm’ light that would pop up when I started the vehicle. I wasn’t sure what that meant until I accidentally pressed the panic button and the alarm went off for five minutes. I was about ready to break out the wrenches and remove the battery to shut up the alarm, but then it stopped. It needs to be noted that FCA has issued four recalls on the Stelvio at the time of this writing. If you really have your heart set on a Stelvio, be aware of what you’re getting yourself into. There are moments of brilliance mixed in with the perils. Everyone else should look at the competition. Disclaimer: Alfa Romeo Provided the Stelvio, Insurance, and One Tank of Gas Year: 2018 Make: Alfa Romeo Model: Stelvio Trim: Ti Engine: Turbocharged 2.0L MultiAir2 SOHC Four-Cylinder Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 280 @ 5,200 Torque @ RPM: 306 @ 2,000 - 4,800 Fuel Economy: City/Highway/Combined - 22/28/24 Curb Weight: 4,044 lbs Location of Manufacture: Cassino, Italy Base Price: $43,995 As Tested Price: $54,090 (Includes $995.00 Destination Charge) Options: Ti Sport Package 22S - $2,500 Driver Assist Dynamic Plus Package - $1,500 Dual-Pane Sunroof - $1,350 8.8-inch AM/FM Bluetooth Radio with 3D Navigation - $950.00 Harman Kardon Premium Audio - $900.00 Driver Assistance Static Package - $650.00 Vesuvio Grey Metallic - $600.00 Compact Spare Tire - $450.00 Convenience Package - $200.00
  16. William Maley

    Quick Drive: 2018 Chrysler 300S AWD

    Is it possible to teach an old car new tricks? That’s the question Chrysler believes it has answered with the 2018 300. The current-generation model has been with since 2012, though the platform it uses goes back to nineties. Chrysler has been making various improvements to it with an updated look, new transmission, and revised trims. Spending a week with the 2018 300S, I found there were a number of things that make it a worthy contender. But there were some issues that made me leery of fully recommending this model. Somehow, the Chrysler 300’s design just gets better with age. The boxy shape of the body is complemented by a large mesh grille, slim headlights, and a clean looking rear. The S trim adds a hint of aggression with side skirts, rear spoiler, and multi-spoke 20-inch wheels. The green color and bronze trim pieces on this vehicle received a number of comments from the peanut gallery during my week. They ranged from what 1940’s army base did the 300 come from to some comparing it to appliances from the late sixties to early seventies. While I do applaud the chutzpah of the person who decided to go with this combination, I think the bronze accents are a bit much. Thankfully, they are an option and one I recommend skipping. Inside, the 300 isn’t aging so well. Most of the interior is fitted with cheap and somewhat flimsy plastics, very disappointing on a vehicle with a nearly $50,000 price tag. The soft-touch plastic used on the dashboard looks somewhat out of place with its textured pattern. For 2018, the 300 gets the new UConnect 4 system. The key changes are updated graphics and compatibility with Apple CarPlay and Android Auto. Thankfully, the updated UConnect system retains the logical layout with large touchscreen buttons and menu structure that we like so much. Our 300S tester came equipped with the base 3.6L V6 engine. Unlike most 300s equipped with this engine, the S gets slightly more power (300 horsepower and 284 pound-feet vs. 292 and 280). This is paired with an eight-speed automatic and optional all-wheel drive. Rear-wheel drive comes standard. Despite the small boost in power, the V6 in the 300S feels similar to other 300s and Dodge Charger/Challengers we have driven. On paper, the V6 is somewhat slow to the competition with a 0-60 time of over six seconds. But on the road, it doesn’t show any sign of sluggishness. There is enough power for most driving situations such as making a pass or leaving a stoplight. This is likely helped by the eight-speed automatic which provides quick and smooth shifts. Fuel economy is slightly disappointing if you opt for the AWD with EPA figures of 18 City/27 Highway/21 Combined. My average for the week landed around 20.4 mpg on a 50/50 mix of city and highway driving. S models differ from other 300s in the suspension. Chrysler uses a stiffer setup on the S to improve handling. It does show a marked improvement with less body lean and the chassis is willing to play. But it isn’t a vehicle you want to push around as the 300’s weight is very noticeable when cornering. The stiffer suspension will mean a slightly rougher ride. The 20-inch wheels that come standard on the S doesn’t help matters. As I mentioned earlier, this particular 300S is quite expensive with an as-tested price of $49,660 with destination. It isn’t worth the money considering you can get into a well-optioned Buick LaCrosse or Kia Cadenza for similar prices and feel you got your money’s worth. Also, Dodge offers the Charger R/T Scat Pack and Daytona 392 with 6.4L V8 that provide more performance for less money. Disclaimer: Chrysler Provided the 300S AWD, Insurance, and One Tank of Gas Year: 2018 Make: Chrysler Model: 300 Trim: S AWD Engine: 3.6L DOHC 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 300 @ 6,350 Torque @ RPM: 264 @ 4,800 Fuel Economy: City/Highway/Combined - 18/27/21 Curb Weight: 4,267 lbs Location of Manufacture: Brampton, Ontario Base Price: $38,295 As Tested Price: $49,660 (Includes $1,095 Destination Charge) Options: 300S Premium Group - $3,495 300S Premium Group 2 - $1,895 SafetyTec Plus Group - $1,695 S Model Appearance Group - $1,495 Beats Audio Group - $995 300S Alloy Package - $695 View full article
  17. William Maley

    Quick Drive: 2018 Chrysler 300S AWD

    Is it possible to teach an old car new tricks? That’s the question Chrysler believes it has answered with the 2018 300. The current-generation model has been with since 2012, though the platform it uses goes back to nineties. Chrysler has been making various improvements to it with an updated look, new transmission, and revised trims. Spending a week with the 2018 300S, I found there were a number of things that make it a worthy contender. But there were some issues that made me leery of fully recommending this model. Somehow, the Chrysler 300’s design just gets better with age. The boxy shape of the body is complemented by a large mesh grille, slim headlights, and a clean looking rear. The S trim adds a hint of aggression with side skirts, rear spoiler, and multi-spoke 20-inch wheels. The green color and bronze trim pieces on this vehicle received a number of comments from the peanut gallery during my week. They ranged from what 1940’s army base did the 300 come from to some comparing it to appliances from the late sixties to early seventies. While I do applaud the chutzpah of the person who decided to go with this combination, I think the bronze accents are a bit much. Thankfully, they are an option and one I recommend skipping. Inside, the 300 isn’t aging so well. Most of the interior is fitted with cheap and somewhat flimsy plastics, very disappointing on a vehicle with a nearly $50,000 price tag. The soft-touch plastic used on the dashboard looks somewhat out of place with its textured pattern. For 2018, the 300 gets the new UConnect 4 system. The key changes are updated graphics and compatibility with Apple CarPlay and Android Auto. Thankfully, the updated UConnect system retains the logical layout with large touchscreen buttons and menu structure that we like so much. Our 300S tester came equipped with the base 3.6L V6 engine. Unlike most 300s equipped with this engine, the S gets slightly more power (300 horsepower and 284 pound-feet vs. 292 and 280). This is paired with an eight-speed automatic and optional all-wheel drive. Rear-wheel drive comes standard. Despite the small boost in power, the V6 in the 300S feels similar to other 300s and Dodge Charger/Challengers we have driven. On paper, the V6 is somewhat slow to the competition with a 0-60 time of over six seconds. But on the road, it doesn’t show any sign of sluggishness. There is enough power for most driving situations such as making a pass or leaving a stoplight. This is likely helped by the eight-speed automatic which provides quick and smooth shifts. Fuel economy is slightly disappointing if you opt for the AWD with EPA figures of 18 City/27 Highway/21 Combined. My average for the week landed around 20.4 mpg on a 50/50 mix of city and highway driving. S models differ from other 300s in the suspension. Chrysler uses a stiffer setup on the S to improve handling. It does show a marked improvement with less body lean and the chassis is willing to play. But it isn’t a vehicle you want to push around as the 300’s weight is very noticeable when cornering. The stiffer suspension will mean a slightly rougher ride. The 20-inch wheels that come standard on the S doesn’t help matters. As I mentioned earlier, this particular 300S is quite expensive with an as-tested price of $49,660 with destination. It isn’t worth the money considering you can get into a well-optioned Buick LaCrosse or Kia Cadenza for similar prices and feel you got your money’s worth. Also, Dodge offers the Charger R/T Scat Pack and Daytona 392 with 6.4L V8 that provide more performance for less money. Disclaimer: Chrysler Provided the 300S AWD, Insurance, and One Tank of Gas Year: 2018 Make: Chrysler Model: 300 Trim: S AWD Engine: 3.6L DOHC 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 300 @ 6,350 Torque @ RPM: 264 @ 4,800 Fuel Economy: City/Highway/Combined - 18/27/21 Curb Weight: 4,267 lbs Location of Manufacture: Brampton, Ontario Base Price: $38,295 As Tested Price: $49,660 (Includes $1,095 Destination Charge) Options: 300S Premium Group - $3,495 300S Premium Group 2 - $1,895 SafetyTec Plus Group - $1,695 S Model Appearance Group - $1,495 Beats Audio Group - $995 300S Alloy Package - $695
  18. (Author's Note: As was pointed out to me on Facebook, the diesel engine is nowhere to be seen on the consumer site or the configurator. Yet, it appears in FCA's media materials. In an email sent this afternoon, Ram Trucks spokesman Nick Cappa said the option has been dropped for 2018. This review has been updated with this new information. -WM) I’ll admit that I was a bit crazy requesting a 2018 Ram ProMaster van for review. Ever since it was introduced, I have been interested in this rebadged version of the Fiat Ducato van sold elsewhere. Unlike most vans that use a rear-wheel drive layout, the ProMaster uses a front-wheel drive one. I wanted to know if this works for a vehicle designed for work. But I also have an odd curiosity to cargo vans in general as I wondered what it would be like to drive one for a week as my daily driver. This is what I found out. Function over form best describes the design brief for the Ram ProMaster. The overall profile reminds us of an oversized dustbuster with a steeply raked and short front end and tall sides. Awkward is the kindest word to use on the ProMaster’s front end with the grille placed very low, acres of gray plastic, headlights positioned near the windshield, and a large glass area. The rest of the ProMaster’s design fits in line with other cargo vans with clean sides, split-opening rear doors, and a set of optional wheels.  The ProMaster offers a wide variety of configurations. With three weight classes, three body styles, and various roof height and length options, you’ll be able to find a van that fit your needs. Our particular tester is one of the popular configurations; a 2500 with the 159-inch wheelbase and high roof option. Getting inside the ProMaster isn’t tough thanks to wide opening front doors and steps to help you climb up. Once in, you’ll notice one of the key benefits to the ProMaster’s exterior. The large glass area not only makes the interior feel airy, it provides excellent outward visibility. This helps make maneuvering in tight spaces easier. The design is very utilitarian with a plain look and controls within easy reach of the driver and passenger. There are some clever touches such as the integrated clipboard latch on the top of the dash to hold paperwork and numerous storage spaces. Many surfaces are covered in hard plastics which will hold up to the various work demands being put upon by owners. One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat. The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list. All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance. Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated. There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers. The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds. It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment. If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in. While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most. Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Trucks Model: ProMaster Cargo Trim: 2500 159" Wheelbase - High Roof Engine: 3.6L DOHC 24-Valve V6 Driveline: Six-Speed Automatic, Front-wheel Drive Horsepower @ RPM: 280 @ 6,400 Torque @ RPM: 260 @ 4,400 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 4.483 lbs Location of Manufacture: N/A Base Price: $35,095 As Tested Price: $43,460 (Includes $1,395 Destination Charge) Options: Sliding Driver-Side Door without Glass - $595.00 Trailer Tow Group - $585.00 UConnect 3 Navigation with 5-inch Display - $495.00 16-inch x 6.0-inch Aluminum Wheels - $445.00 Wood Composite Floor - $445.00 Premium Appearance Group - $395.00 Interior Convenience Group - $345.00 ParkSense Rear Park-Assist System - $295.00 Rear Hinged Doors with Deep Tinted Glass - $295.00 Speed Control - $295.00 Upper and Lower Side Wall Paneling Group - $295.00 LED Cargo Areas Light Bars - $285.00 225/75R16C BSW All-Season Tires - $250.00 Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00 Power Folding/Heated Mirrors - $245.00 Security Alarm - $245.00 DOT Certified Roadside Safety Kit - $195.00 Heated Driver Seat - $195.00 Leather-Wrapped Steering Wheel - $195.00 SiriusXM Sat Radio w/1-Year Subscription - $195.00 Rear Assist Handles - $150.00 Heated Passenger Seat - $145.00 Instrument Panel Bright Bezels - $95.00 12-Volt Rear Auxiliary Power Outlet - $45.00
  19. (Author's Note: As was pointed out to me on Facebook, the diesel engine is nowhere to be seen on the consumer site or the configurator. Yet, it appears in FCA's media materials. In an email sent this afternoon, Ram Trucks spokesman Nick Cappa said the option has been dropped for 2018. This review has been updated with this new information. -WM) I’ll admit that I was a bit crazy requesting a 2018 Ram ProMaster van for review. Ever since it was introduced, I have been interested in this rebadged version of the Fiat Ducato van sold elsewhere. Unlike most vans that use a rear-wheel drive layout, the ProMaster uses a front-wheel drive one. I wanted to know if this works for a vehicle designed for work. But I also have an odd curiosity to cargo vans in general as I wondered what it would be like to drive one for a week as my daily driver. This is what I found out. Function over form best describes the design brief for the Ram ProMaster. The overall profile reminds us of an oversized dustbuster with a steeply raked and short front end and tall sides. Awkward is the kindest word to use on the ProMaster’s front end with the grille placed very low, acres of gray plastic, headlights positioned near the windshield, and a large glass area. The rest of the ProMaster’s design fits in line with other cargo vans with clean sides, split-opening rear doors, and a set of optional wheels.  The ProMaster offers a wide variety of configurations. With three weight classes, three body styles, and various roof height and length options, you’ll be able to find a van that fit your needs. Our particular tester is one of the popular configurations; a 2500 with the 159-inch wheelbase and high roof option. Getting inside the ProMaster isn’t tough thanks to wide opening front doors and steps to help you climb up. Once in, you’ll notice one of the key benefits to the ProMaster’s exterior. The large glass area not only makes the interior feel airy, it provides excellent outward visibility. This helps make maneuvering in tight spaces easier. The design is very utilitarian with a plain look and controls within easy reach of the driver and passenger. There are some clever touches such as the integrated clipboard latch on the top of the dash to hold paperwork and numerous storage spaces. Many surfaces are covered in hard plastics which will hold up to the various work demands being put upon by owners. One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat. The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list. All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance. Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated. There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers. The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds. It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment. If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in. While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most. Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Trucks Model: ProMaster Cargo Trim: 2500 159" Wheelbase - High Roof Engine: 3.6L DOHC 24-Valve V6 Driveline: Six-Speed Automatic, Front-wheel Drive Horsepower @ RPM: 280 @ 6,400 Torque @ RPM: 260 @ 4,400 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 4.483 lbs Location of Manufacture: N/A Base Price: $35,095 As Tested Price: $43,460 (Includes $1,395 Destination Charge) Options: Sliding Driver-Side Door without Glass - $595.00 Trailer Tow Group - $585.00 UConnect 3 Navigation with 5-inch Display - $495.00 16-inch x 6.0-inch Aluminum Wheels - $445.00 Wood Composite Floor - $445.00 Premium Appearance Group - $395.00 Interior Convenience Group - $345.00 ParkSense Rear Park-Assist System - $295.00 Rear Hinged Doors with Deep Tinted Glass - $295.00 Speed Control - $295.00 Upper and Lower Side Wall Paneling Group - $295.00 LED Cargo Areas Light Bars - $285.00 225/75R16C BSW All-Season Tires - $250.00 Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00 Power Folding/Heated Mirrors - $245.00 Security Alarm - $245.00 DOT Certified Roadside Safety Kit - $195.00 Heated Driver Seat - $195.00 Leather-Wrapped Steering Wheel - $195.00 SiriusXM Sat Radio w/1-Year Subscription - $195.00 Rear Assist Handles - $150.00 Heated Passenger Seat - $145.00 Instrument Panel Bright Bezels - $95.00 12-Volt Rear Auxiliary Power Outlet - $45.00 View full article
  20. William Maley

    Quick Drive: 2018 Ram 1500 Limited

    It feels somewhat weird to be writing a review of the 2018 Ram 1500 as the 2019 model begins to slowly roll out to dealers. Ram is trying their best get the 2018s out the door. At the time of this writing, Ram is offering up to $12,356 bonus cash on certain 1500 models. Seems very tempting, but are there some other reasons to consider the older 1500 over the new one? Design is very subjective. One person may like the design of a vehicle, while the another may think it is quite ugly. Case in point, I’m not a fan of 2019 Ram 1500. The new shape makes the Ram look like any other pickup truck on sale. At least the 2018 model still retains the big-rig styling that was introduced with the 1994 Ram 1500. The front end is in your face with a large grille, square headlights, and muscular hood. The side profile shows off a set of 20-inch wheels standard on the Limited and the optional RamBox storage system. That isn’t to say the 2018 Ram 1500 doesn’t have design issues either. The Limited trim swaps the standard crosshair grille for one that features ‘RAM’ in big letters. It is just a bit much and doesn’t quite fit in with the rest of the truck. Since our last review of the Ram 1500 in 2016, not much has changed in the interior. It still has one of cleanest layout for controls and material quality is quite high. Some will snicker at the belt-buckle seat pockets and a ‘Limited’ badge stitched in the center console, but thankfully those touches are only on the higher end models. I do wish Ram would put in a telescoping adjustment for the steering wheel as it would make easier to find a comfortable driving position. The adjustable pedals alleviate this issue somewhat. One change I was glad to see was the newest version of UConnect being installed on the 2018 model. This brings an updated interface and compatibility with Android Auto and Apple CarPlay. The new interface makes UConnect even easier to use with clearer text and brighter screen. Integration with Apple CarPlay is one the best as it only took a few seconds for the system to find my phone and bring up the CarPlay interface. If you decide to go with the Limited, the only engine on offer is the 5.7L HEMI V8 with 395 horsepower and 410 pound-feet of torque. An eight-speed automatic and four-wheel drive complete the powertrain. Those wanting other options will need to drop down to one of the lower trims. On paper, the HEMI V8 seems like a capable performer with close to 400 horsepower. On the road, the HEMI doesn’t quite match up to those expectations. Despite having a muscle car snarl when accelerating, the HEMI V8 is noticeably slower than competitors. As an example, the Ram 1500 took a few ticks longer to hit 70 mph than the previous GM or Toyota full-size trucks I have driven. I cannot pinpoint the possible culprit to this, but I have the feeling the truck’s curb weight and the eight-speed automatic play a role. EPA fuel economy figures for the 2018 Ram 1500 with the HEMI V8 and four-wheel drive are 15 City/21 Highway/17 Combined. My average for the week landed at 14.7 mpg in mostly city driving. Ram still holds an edge when it comes to the ride quality. The coil-spring setup for the rear suspension gives the truck a ride quality more akin to a sedan with most bumps being smoothed over. This truck also came with an optional air suspension which lowers the truck at highway speeds to improve fuel economy. It also makes getting in and out of the Ram 1500 slightly easier. One item I hope Ram has improved with the 2019 model is the steering. The system used in the 2018 Ram 1500 is quite slow and light, meaning it takes more effort to do simple tasks such as pulling into a parking spot. The Ram 1500 Limited is only available in one configuration - Crew Cab, 5’7” cargo bed, 5.7L HEMI V8, and 4WD. Base price is $56,375, with our test truck coming in at $63,870. For most folks, I would recommend dropping down to the likes of the Big Horn or Laramie as they offer more configuration options in terms of powertrains, cabs, and features. Aside from the deep discounts being on offer for the 2018 Ram 1500, deciding whether to go for the old or new model will come down to personal desires. For some, seeing the various improvements and the shiny new body will draw them towards the 2019 model. For others, the deep discounts and being a proven product will bring them over to the 2018 model. I fall into the latter category at the moment, but it might change whenever I get the chance to drive the 2019 Ram 1500. Disclaimer: Ram Provided the 1500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Model: 1500 Trim: Limited Engine: 5.7L HEMI VVT V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 395 @ 5,600 Torque @ RPM: 410 @ 3,950 Fuel Economy: City/Highway/Combined - 15/21/17 Curb Weight: 5,387 lbs Location of Manufacture: Warren, MI Base Price: $53,595 As Tested Price: $63,870 (Includes $1,395 Destination Charge and $300 Suede Headliner Delete Credit) Options: Limited Package 26V - $3,200.00 Limited Tungsten Edition - $1,825.00 Ram Box Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $595.00 Anti-Spin Differential Rear Axle - $435.00 Single Disc Remote CD Player $345.00 Trailer Brake Control - $295.00 3.92 Rear Axle Ratio - $95.00
  21. William Maley

    Quick Drive: 2018 Ram 1500 Limited

    It feels somewhat weird to be writing a review of the 2018 Ram 1500 as the 2019 model begins to slowly roll out to dealers. Ram is trying their best get the 2018s out the door. At the time of this writing, Ram is offering up to $12,356 bonus cash on certain 1500 models. Seems very tempting, but are there some other reasons to consider the older 1500 over the new one? Design is very subjective. One person may like the design of a vehicle, while the another may think it is quite ugly. Case in point, I’m not a fan of 2019 Ram 1500. The new shape makes the Ram look like any other pickup truck on sale. At least the 2018 model still retains the big-rig styling that was introduced with the 1994 Ram 1500. The front end is in your face with a large grille, square headlights, and muscular hood. The side profile shows off a set of 20-inch wheels standard on the Limited and the optional RamBox storage system. That isn’t to say the 2018 Ram 1500 doesn’t have design issues either. The Limited trim swaps the standard crosshair grille for one that features ‘RAM’ in big letters. It is just a bit much and doesn’t quite fit in with the rest of the truck. Since our last review of the Ram 1500 in 2016, not much has changed in the interior. It still has one of cleanest layout for controls and material quality is quite high. Some will snicker at the belt-buckle seat pockets and a ‘Limited’ badge stitched in the center console, but thankfully those touches are only on the higher end models. I do wish Ram would put in a telescoping adjustment for the steering wheel as it would make easier to find a comfortable driving position. The adjustable pedals alleviate this issue somewhat. One change I was glad to see was the newest version of UConnect being installed on the 2018 model. This brings an updated interface and compatibility with Android Auto and Apple CarPlay. The new interface makes UConnect even easier to use with clearer text and brighter screen. Integration with Apple CarPlay is one the best as it only took a few seconds for the system to find my phone and bring up the CarPlay interface. If you decide to go with the Limited, the only engine on offer is the 5.7L HEMI V8 with 395 horsepower and 410 pound-feet of torque. An eight-speed automatic and four-wheel drive complete the powertrain. Those wanting other options will need to drop down to one of the lower trims. On paper, the HEMI V8 seems like a capable performer with close to 400 horsepower. On the road, the HEMI doesn’t quite match up to those expectations. Despite having a muscle car snarl when accelerating, the HEMI V8 is noticeably slower than competitors. As an example, the Ram 1500 took a few ticks longer to hit 70 mph than the previous GM or Toyota full-size trucks I have driven. I cannot pinpoint the possible culprit to this, but I have the feeling the truck’s curb weight and the eight-speed automatic play a role. EPA fuel economy figures for the 2018 Ram 1500 with the HEMI V8 and four-wheel drive are 15 City/21 Highway/17 Combined. My average for the week landed at 14.7 mpg in mostly city driving. Ram still holds an edge when it comes to the ride quality. The coil-spring setup for the rear suspension gives the truck a ride quality more akin to a sedan with most bumps being smoothed over. This truck also came with an optional air suspension which lowers the truck at highway speeds to improve fuel economy. It also makes getting in and out of the Ram 1500 slightly easier. One item I hope Ram has improved with the 2019 model is the steering. The system used in the 2018 Ram 1500 is quite slow and light, meaning it takes more effort to do simple tasks such as pulling into a parking spot. The Ram 1500 Limited is only available in one configuration - Crew Cab, 5’7” cargo bed, 5.7L HEMI V8, and 4WD. Base price is $56,375, with our test truck coming in at $63,870. For most folks, I would recommend dropping down to the likes of the Big Horn or Laramie as they offer more configuration options in terms of powertrains, cabs, and features. Aside from the deep discounts being on offer for the 2018 Ram 1500, deciding whether to go for the old or new model will come down to personal desires. For some, seeing the various improvements and the shiny new body will draw them towards the 2019 model. For others, the deep discounts and being a proven product will bring them over to the 2018 model. I fall into the latter category at the moment, but it might change whenever I get the chance to drive the 2019 Ram 1500. Disclaimer: Ram Provided the 1500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Model: 1500 Trim: Limited Engine: 5.7L HEMI VVT V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 395 @ 5,600 Torque @ RPM: 410 @ 3,950 Fuel Economy: City/Highway/Combined - 15/21/17 Curb Weight: 5,387 lbs Location of Manufacture: Warren, MI Base Price: $53,595 As Tested Price: $63,870 (Includes $1,395 Destination Charge and $300 Suede Headliner Delete Credit) Options: Limited Package 26V - $3,200.00 Limited Tungsten Edition - $1,825.00 Ram Box Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $595.00 Anti-Spin Differential Rear Axle - $435.00 Single Disc Remote CD Player $345.00 Trailer Brake Control - $295.00 3.92 Rear Axle Ratio - $95.00 View full article
  22. William Maley

    Review: 2018 Genesis G90 3.3T Premium

    When you’re buying a luxury flagship sedan, you are making a statement to the world. Drive an S-Class, 7-Series, XJ, or other sedans and the impressions can range from being someone important to just having a lot of money. But for some people, they don’t want their luxury sedan to make itself known to the world. They want to enjoy the features available on their sedan, but without making so much noise. That’s where the Genesis G90 could make some inroads. Part of Hyundai’s new luxury brand, the G90 has its sights set on the stalwarts of the flagship luxury class by offering many of the features and luxury appointments found in them at a very low price. We spent a week in a G90 Premium to see if this ploy could work. Genesis has injected a bit of style into the G90’s design. The key traits are a distinctive character line running the whole length of the vehicle and fenders that bulge out slightly. The rear end is slightly boring. However, the G90’s front end doesn’t quite fit in with the rest of the design. The flat nose and large grille borrowed from the smaller G80 seems a bit out of place. Step inside and the G90 seems to have the design and materials nailed down. It is quite handsome with a simple dash design, genuine wood trim, and a mix of Nappa leather and soft-touch plastics. But take a longer look and you begin to notice some glaring issues. The steering wheel is a good example as it doesn't feel like it is covered in leather. Instead, it feels like textured vinyl. This is odd since a couple of months after the G90, I spent some time in the G80 Sport and found the steering wheel to feel like leather. Another issue is the center stack's button and knobs which appear to be borrowed from Hyundai’s parts bin. I’ll admit I’m nitpicking, but it's the little things that can make or break a flagship luxury sedan. Settling in the G90, you cannot help but be impressed by the front seats. Upholstered in Nappa leather, the seats offer the right mix of cushioning and support for long drives. The driver’s seat comes with 22-way power adjustments, while the passenger has to make do with 16-way power adjustments. One nice touch is the seat moving back whenever the door is open to allow for easier entry and exit from the vehicle. Those sitting in the back will have no complaints as there is a large amount of head and legroom on offer. A folding armrest has controls for climate control, audio, and heated seats. Ultimate models add more luxuries such as power adjustments and a rear-seat entertainment system. A large 12.3-inch screen houses Genesis’ infotainment system. This is controlled through either a controller knob on the center console or a set of buttons below the screen. Using the system is a breeze thanks to an easy to understand interface and the various control methods on offer. The screen is vibrant and allows you to have two functions up at the same time - having audio on one side and the navigation on the other. There are some areas Genesis can improve on. For one, the G90 doesn’t offer Apple CarPlay or Android Auto compatibility - something most of the competition does. Also, it would be nice to have more than two USB ports - one in the front and the other in the rear - so that people are not fighting over who gets to charge their phone. Genesis offers two engines on the G90. Our base Premium tester came with the 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. The uplevel Ultimate features the 5.0L V8 with 420 horsepower and 383 pound-feet of torque. An eight-speed automatic is equipped with either engine and there is a choice of rear-wheel or HTRAC all-wheel drive - our test car had the latter. Unless you want the rumble of the V8, the twin-turbo V6 is the engine to go for. For one, the V6 feels just as fast as the V8. Outlets who have timed both say the V6 can match the V8 in 0-60 mph. Plus, the V6 feels more eager to accelerate thanks to torque arriving at 1,300 rpm. The eight-speed automatic delivers smooth shifts and doesn’t show any hesitation to downshift when more power is needed. EPA fuel economy figures for the 2018 G90 3.3T HTRAC AWD stand at 17 City/24 Highway/20 Combined. My average for the week landed around 20.2 mpg. The G90’s ride is similar to big 70’s Buick or Cadillac, soft and pillowy thanks to the standard adaptive dampers. Even with the G90 set in Sport mode, the dampers were still able to keep road imperfections at bay. In terms of noise isolation, the G90 is towards the top. Road and engine noise are nonexistent inside. Only a little wind noise is noticeable. This makes the G90 a perfect car to take a long road trip. The trade-off to the soft ride is a fair amount of body roll in corners, even in the sport mode. Steering is light, but has a precise feel. If you’re looking for a luxury sedan that is a bit fun on a winding road, we are happy to point you in the direction of a Cadillac CT6 or Jaguar XJ. The 2018 Genesis G90 significantly undercuts the competition when it comes to price. Our Premium tester came with a base price of $70,850 with the HTRAC AWD system. Add a $975.00 destination charge to get our as-tested price of $71,825. Considering that includes the 12.3-inch infotainment system, three-zone climate control, heated and ventilated front seats, heated rear seats, adaptive cruise control, lane keep assist, and surround view camera system, it makes the G90 very much a steal. The Genesis G90 may not shout out its intention of being a flagship sedan, but it goes about its business quietly. It delivers the smooth ride, long list of equipment, and understated looks a number of folks are looking for. The punchy twin-turbo V6 and low price are just the cherries on top. However, the G90 does cut some corners in terms of the materials. Considering the competition that the G90 is going up against, this is a big black mark for an otherwise excellent sedan. As they say, the devil is in the details. Disclaimer: Genesis Provided the G90 Insurance, and One Tank of Gas Year: 2018 Make: Genesis Model: G90 Trim: 3.3T Premium HTRAC Engine: 3.3L Twin-Turbo DOHC 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 365 @ 6,000 Torque @ RPM: 376 @ 1,300 - 4,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: 4,784 lbs Location of Manufacture: Ulsan, South Korea Base Price: $70,850 As Tested Price: $71,825 (Includes $975.00 Destination Charge) Options: N/A View full article
  23. William Maley

    Review: 2018 Genesis G90 3.3T Premium

    When you’re buying a luxury flagship sedan, you are making a statement to the world. Drive an S-Class, 7-Series, XJ, or other sedans and the impressions can range from being someone important to just having a lot of money. But for some people, they don’t want their luxury sedan to make itself known to the world. They want to enjoy the features available on their sedan, but without making so much noise. That’s where the Genesis G90 could make some inroads. Part of Hyundai’s new luxury brand, the G90 has its sights set on the stalwarts of the flagship luxury class by offering many of the features and luxury appointments found in them at a very low price. We spent a week in a G90 Premium to see if this ploy could work. Genesis has injected a bit of style into the G90’s design. The key traits are a distinctive character line running the whole length of the vehicle and fenders that bulge out slightly. The rear end is slightly boring. However, the G90’s front end doesn’t quite fit in with the rest of the design. The flat nose and large grille borrowed from the smaller G80 seems a bit out of place. Step inside and the G90 seems to have the design and materials nailed down. It is quite handsome with a simple dash design, genuine wood trim, and a mix of Nappa leather and soft-touch plastics. But take a longer look and you begin to notice some glaring issues. The steering wheel is a good example as it doesn't feel like it is covered in leather. Instead, it feels like textured vinyl. This is odd since a couple of months after the G90, I spent some time in the G80 Sport and found the steering wheel to feel like leather. Another issue is the center stack's button and knobs which appear to be borrowed from Hyundai’s parts bin. I’ll admit I’m nitpicking, but it's the little things that can make or break a flagship luxury sedan. Settling in the G90, you cannot help but be impressed by the front seats. Upholstered in Nappa leather, the seats offer the right mix of cushioning and support for long drives. The driver’s seat comes with 22-way power adjustments, while the passenger has to make do with 16-way power adjustments. One nice touch is the seat moving back whenever the door is open to allow for easier entry and exit from the vehicle. Those sitting in the back will have no complaints as there is a large amount of head and legroom on offer. A folding armrest has controls for climate control, audio, and heated seats. Ultimate models add more luxuries such as power adjustments and a rear-seat entertainment system. A large 12.3-inch screen houses Genesis’ infotainment system. This is controlled through either a controller knob on the center console or a set of buttons below the screen. Using the system is a breeze thanks to an easy to understand interface and the various control methods on offer. The screen is vibrant and allows you to have two functions up at the same time - having audio on one side and the navigation on the other. There are some areas Genesis can improve on. For one, the G90 doesn’t offer Apple CarPlay or Android Auto compatibility - something most of the competition does. Also, it would be nice to have more than two USB ports - one in the front and the other in the rear - so that people are not fighting over who gets to charge their phone. Genesis offers two engines on the G90. Our base Premium tester came with the 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. The uplevel Ultimate features the 5.0L V8 with 420 horsepower and 383 pound-feet of torque. An eight-speed automatic is equipped with either engine and there is a choice of rear-wheel or HTRAC all-wheel drive - our test car had the latter. Unless you want the rumble of the V8, the twin-turbo V6 is the engine to go for. For one, the V6 feels just as fast as the V8. Outlets who have timed both say the V6 can match the V8 in 0-60 mph. Plus, the V6 feels more eager to accelerate thanks to torque arriving at 1,300 rpm. The eight-speed automatic delivers smooth shifts and doesn’t show any hesitation to downshift when more power is needed. EPA fuel economy figures for the 2018 G90 3.3T HTRAC AWD stand at 17 City/24 Highway/20 Combined. My average for the week landed around 20.2 mpg. The G90’s ride is similar to big 70’s Buick or Cadillac, soft and pillowy thanks to the standard adaptive dampers. Even with the G90 set in Sport mode, the dampers were still able to keep road imperfections at bay. In terms of noise isolation, the G90 is towards the top. Road and engine noise are nonexistent inside. Only a little wind noise is noticeable. This makes the G90 a perfect car to take a long road trip. The trade-off to the soft ride is a fair amount of body roll in corners, even in the sport mode. Steering is light, but has a precise feel. If you’re looking for a luxury sedan that is a bit fun on a winding road, we are happy to point you in the direction of a Cadillac CT6 or Jaguar XJ. The 2018 Genesis G90 significantly undercuts the competition when it comes to price. Our Premium tester came with a base price of $70,850 with the HTRAC AWD system. Add a $975.00 destination charge to get our as-tested price of $71,825. Considering that includes the 12.3-inch infotainment system, three-zone climate control, heated and ventilated front seats, heated rear seats, adaptive cruise control, lane keep assist, and surround view camera system, it makes the G90 very much a steal. The Genesis G90 may not shout out its intention of being a flagship sedan, but it goes about its business quietly. It delivers the smooth ride, long list of equipment, and understated looks a number of folks are looking for. The punchy twin-turbo V6 and low price are just the cherries on top. However, the G90 does cut some corners in terms of the materials. Considering the competition that the G90 is going up against, this is a big black mark for an otherwise excellent sedan. As they say, the devil is in the details. Disclaimer: Genesis Provided the G90 Insurance, and One Tank of Gas Year: 2018 Make: Genesis Model: G90 Trim: 3.3T Premium HTRAC Engine: 3.3L Twin-Turbo DOHC 24-Valve V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 365 @ 6,000 Torque @ RPM: 376 @ 1,300 - 4,500 Fuel Economy: City/Highway/Combined - 17/24/20 Curb Weight: 4,784 lbs Location of Manufacture: Ulsan, South Korea Base Price: $70,850 As Tested Price: $71,825 (Includes $975.00 Destination Charge) Options: N/A
  24. William Maley

    2018 Dodge Durango Pursuit Joins the Force

    There will soon be another police vehicle you'll need to keep an eye out for. Today, Dodge announced the Durango Pursuit which will give police departments another choice in the utility segment. Power comes from the 5.7L HEMI V8 producing 360 horsepower and 390 pound-feet of torque. This comes paired with an eight-speed automatic and full-time all-wheel drive system. A two-speed transfer case should help out if a chase goes off-road. There are numerous upgrades including stronger brakes, heavy-duty oil cooler and water pump; and larger alternator. Standard equipment includes tri-zone temperature control, eight-way power adjustments for the driver, and trailer sway control. “Unofficial testing results at the Michigan State Police 2018 model-year vehicle evaluation event created such a stir among law enforcement agencies that we simply had to find a way to build this vehicle. The Dodge Durango is already known as the Charger of SUVs, so it is only natural that the new Durango Pursuit complements the Charger Pursuit in police fleets across the country,” said Steve Beahm, Head of Passenger Car Brands, Dodge//SRT, Chrysler and FIAT – FCA North America. Police departments will need to be quick on ordering one, as Dodge will only be offering the Durango Pursuit for a limited time. Source: Dodge Dodge Announces Police Pursuit Version of 2018 Durango May 10, 2018 , Auburn Hills, Mich. - Dodge is expanding its police vehicle lineup, adding a new Pursuit version of its Dodge Durango. “Unofficial testing results at the Michigan State Police 2018 model-year vehicle evaluation event created such a stir among law enforcement agencies that we simply had to find a way to build this vehicle,” said Steve Beahm, Head of Passenger Car Brands, Dodge//SRT, Chrysler and FIAT – FCA North America. “The Dodge Durango is already known as the Charger of SUVs, so it is only natural that the new Durango Pursuit complements the Charger Pursuit in police fleets across the country.” The 2018 Dodge Durango Pursuit is powered by the legendary 5.7L HEMI® V-8, coupled with a full-time, active all-wheel-drive (AWD) system. This is the same powertrain combination most commonly deployed in the Dodge Charger Pursuit, the top-selling police sedan in the U.S. market. The Durango Pursuit also offers a two-speed transfer case for true low-range off-road capability and incorporates larger, heavy-duty anti-lock brakes that deliver a 60-0 mile per hour (mph) stopping distance of 134 feet. Other notable standard features of the 2018 Dodge Durango Pursuit include: 5.7L V-8 HEMI with Fuel Saver Technology delivers best-in-class horsepower (360) and torque (390 lb.-ft.) Eight-speed automatic transmission delivers quick shifts and improved fuel economy Rear-wheel-drive-based drivetrain is the foundation for Durango’s outstanding on-road driving performance. Standard AWD further enhances driver confidence by leveraging the SUV’s 50/50 weight distribution Segment’s longest wheelbase (119.8 inches) provides added stability and improved handling Best-in-class 7,200 lb. towing capability 8.1 inches of ground clearance ParkView® rear backup camera with ParkSense® alert Eight-way power adjusting driver seat controls Air conditioning with air filtration Under-vehicle mount for spare tire, maximizing interior cargo space and accessibility Class-exclusive, K-9 friendly Tri-Zone interior temperature control Trailer sway control Spot lamp wiring prep package 220-amp alternator 800 cold cranking amp (CCA) battery Heavy-duty oil cooler and water pump Power locking fuel filler door The new 2018 Dodge Durango Pursuit V-8 AWD is available for order for a limited time. For more information, law enforcement agencies should call (800) 999-3533.
  25. There will soon be another police vehicle you'll need to keep an eye out for. Today, Dodge announced the Durango Pursuit which will give police departments another choice in the utility segment. Power comes from the 5.7L HEMI V8 producing 360 horsepower and 390 pound-feet of torque. This comes paired with an eight-speed automatic and full-time all-wheel drive system. A two-speed transfer case should help out if a chase goes off-road. There are numerous upgrades including stronger brakes, heavy-duty oil cooler and water pump; and larger alternator. Standard equipment includes tri-zone temperature control, eight-way power adjustments for the driver, and trailer sway control. “Unofficial testing results at the Michigan State Police 2018 model-year vehicle evaluation event created such a stir among law enforcement agencies that we simply had to find a way to build this vehicle. The Dodge Durango is already known as the Charger of SUVs, so it is only natural that the new Durango Pursuit complements the Charger Pursuit in police fleets across the country,” said Steve Beahm, Head of Passenger Car Brands, Dodge//SRT, Chrysler and FIAT – FCA North America. Police departments will need to be quick on ordering one, as Dodge will only be offering the Durango Pursuit for a limited time. Source: Dodge Dodge Announces Police Pursuit Version of 2018 Durango May 10, 2018 , Auburn Hills, Mich. - Dodge is expanding its police vehicle lineup, adding a new Pursuit version of its Dodge Durango. “Unofficial testing results at the Michigan State Police 2018 model-year vehicle evaluation event created such a stir among law enforcement agencies that we simply had to find a way to build this vehicle,” said Steve Beahm, Head of Passenger Car Brands, Dodge//SRT, Chrysler and FIAT – FCA North America. “The Dodge Durango is already known as the Charger of SUVs, so it is only natural that the new Durango Pursuit complements the Charger Pursuit in police fleets across the country.” The 2018 Dodge Durango Pursuit is powered by the legendary 5.7L HEMI® V-8, coupled with a full-time, active all-wheel-drive (AWD) system. This is the same powertrain combination most commonly deployed in the Dodge Charger Pursuit, the top-selling police sedan in the U.S. market. The Durango Pursuit also offers a two-speed transfer case for true low-range off-road capability and incorporates larger, heavy-duty anti-lock brakes that deliver a 60-0 mile per hour (mph) stopping distance of 134 feet. Other notable standard features of the 2018 Dodge Durango Pursuit include: 5.7L V-8 HEMI with Fuel Saver Technology delivers best-in-class horsepower (360) and torque (390 lb.-ft.) Eight-speed automatic transmission delivers quick shifts and improved fuel economy Rear-wheel-drive-based drivetrain is the foundation for Durango’s outstanding on-road driving performance. Standard AWD further enhances driver confidence by leveraging the SUV’s 50/50 weight distribution Segment’s longest wheelbase (119.8 inches) provides added stability and improved handling Best-in-class 7,200 lb. towing capability 8.1 inches of ground clearance ParkView® rear backup camera with ParkSense® alert Eight-way power adjusting driver seat controls Air conditioning with air filtration Under-vehicle mount for spare tire, maximizing interior cargo space and accessibility Class-exclusive, K-9 friendly Tri-Zone interior temperature control Trailer sway control Spot lamp wiring prep package 220-amp alternator 800 cold cranking amp (CCA) battery Heavy-duty oil cooler and water pump Power locking fuel filler door The new 2018 Dodge Durango Pursuit V-8 AWD is available for order for a limited time. For more information, law enforcement agencies should call (800) 999-3533. View full article

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