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Found 200 results

  1. The X2 is BMW’s entry into the compact crossover vehicle segment. It’s based on the X1, but with a lower roofline and more car-like characteristics. While the base X2 28i comes with a 228 horsepower 2.0-liter engine with either front or all-wheel drive, I got my hands on one with the M badge at a meeting of the Mid-West Automotive Media Association at the Autobahn Country Club in Joliet Illinois. The M badge brings a default of BMW xDrive and increases engine horsepower to 302 and the torque to 332 lb.-ft. BWM claims a 0-60 time of 4.7 seconds and 29 mpg. With that much power coming from a 2-liter engine, there was bound to be a bit of turbo lag and while rolling the small BMW minimizes the lag well. However, from a dead stop, there is a disturbing amount of lag that would scare me if I needed to pull out into fast traffic. Sprints from zero require planning. When already at speed, the 8-speed automatic is quick to downshift and the engine is willing to rev. Putting the X2 M35i into sport mode does make the engine more lively. The suspension setup is stiff and you’ll feel all of the road imperfections except on the most glass-smooth of pavement. That is the tradeoff for having very nimble handling. It is rather fun to push this small front driver into the corners. My tester came with 20-inch wheels rather than the standard 19-inchers. This is not one of those cars that is bigger on the inside than it is on the outside. The interior is definitely snug and I wouldn’t recommend the driver’s seat to anyone much larger than my 5’10” frame. Because of the lower roof, headroom suffers, especially in the rear. Cargo room is small, but if you’re in the market for a car this size, it is to be expected. Still, in spite of its lack of size, the X2 is a comfortable place to sit with bold leather seats in Magma Red. The controls are well placed, though with a large number of buttons. BMW’s iDrive is here too, which always takes some getting used to. Android Auto is not an option and BMW offers Apple CarPlay as a subscription service. This is one thing I can’t get my head around as both are offered for free on much less expensive vehicles. Because of the smaller dimensions, rearward vision isn’t great and there are a few blind spots that can make things tricky. The BMW X2 competes with the likes of the Volvo XC40, Audi Q3, Range Rover Evoque, Cadillac XT4, and the Mercedes-Benz GLA. All of those, save the GLA, feel roomier inside, making the X2 a more ideal fit for someone of diminutive size. However, the M35i can out power all of them except the GLA AMG 45. The as-tested price of my X2 M35i is estimated at $50,400 MSRP. Whether you can stomach $50k for a compact crossover with 302 horsepower is up to you. View full article
  2. The X2 is BMW’s entry into the compact crossover vehicle segment. It’s based on the X1, but with a lower roofline and more car-like characteristics. While the base X2 28i comes with a 228 horsepower 2.0-liter engine with either front or all-wheel drive, I got my hands on one with the M badge at a meeting of the Mid-West Automotive Media Association at the Autobahn Country Club in Joliet Illinois. The M badge brings a default of BMW xDrive and increases engine horsepower to 302 and the torque to 332 lb.-ft. BWM claims a 0-60 time of 4.7 seconds and 29 mpg. With that much power coming from a 2-liter engine, there was bound to be a bit of turbo lag and while rolling the small BMW minimizes the lag well. However, from a dead stop, there is a disturbing amount of lag that would scare me if I needed to pull out into fast traffic. Sprints from zero require planning. When already at speed, the 8-speed automatic is quick to downshift and the engine is willing to rev. Putting the X2 M35i into sport mode does make the engine more lively. The suspension setup is stiff and you’ll feel all of the road imperfections except on the most glass-smooth of pavement. That is the tradeoff for having very nimble handling. It is rather fun to push this small front driver into the corners. My tester came with 20-inch wheels rather than the standard 19-inchers. This is not one of those cars that is bigger on the inside than it is on the outside. The interior is definitely snug and I wouldn’t recommend the driver’s seat to anyone much larger than my 5’10” frame. Because of the lower roof, headroom suffers, especially in the rear. Cargo room is small, but if you’re in the market for a car this size, it is to be expected. Still, in spite of its lack of size, the X2 is a comfortable place to sit with bold leather seats in Magma Red. The controls are well placed, though with a large number of buttons. BMW’s iDrive is here too, which always takes some getting used to. Android Auto is not an option and BMW offers Apple CarPlay as a subscription service. This is one thing I can’t get my head around as both are offered for free on much less expensive vehicles. Because of the smaller dimensions, rearward vision isn’t great and there are a few blind spots that can make things tricky. The BMW X2 competes with the likes of the Volvo XC40, Audi Q3, Range Rover Evoque, Cadillac XT4, and the Mercedes-Benz GLA. All of those, save the GLA, feel roomier inside, making the X2 a more ideal fit for someone of diminutive size. However, the M35i can out power all of them except the GLA AMG 45. The as-tested price of my X2 M35i is estimated at $50,400 MSRP. Whether you can stomach $50k for a compact crossover with 302 horsepower is up to you.
  3. What a difference that four years make. That's the timeframe from the first Kia electric I reviewed (Soul EV) to the model seen here, the 2019 Niro EV. So much has changed in terms of battery technology and overall range that I could see myself having an electric vehicle as a primary mode of transport. There are some still some issues that make me think twice, but they are getting smaller. Kia avoided the trend of going crazy with the Niro EV’s design. Little touches such as blue accent trim, 17-inch alloy wheels, and closed-front grille hiding the charging port help the EV stand apart from other Niro models. Changes inside are even smaller with a new center console featuring a dial control for the drive selector. This move is very smart as many buyers really don’t want their vehicle to shout “LOOK AT ME” when driving. The electric powertrain in the Niro EV packs quite the punch - 201 horsepower and 291 pound-feet of torque. This is up 62 and 92 respectively from the Niro Hybrid I drove a few years back. Providing the electricity is a 64 kWh Lithium-Ion Polymer Battery that provides an estimated range of 239 miles. Kia says the Niro EV will hit 60 mph in under eight seconds. But I found it to be slightly quicker thanks to all of the torque being available instantly. Merging onto a freeway is where the electric powertrain does lose steam - blame a hefty curb weight of 3,854 pounds. I saw a maximum range of 208 to 210 miles throughout my week. This was due to cold temperatures ranging from low 30s to high 40s. But I was able to do a forty-mile round-trip commute for most of the week without having any range anxiety issues. Charging anxiety is a different story. If you have been reading my electric and plug-in hybrid reviews, then you’ll know that I only have access to 120V charging at home. Plugging the Niro EV after my day job meant waiting over sixteen hours for a full charge. This caused me to not want to venture out far unless I had some important errands to run as it would mean a longer time for a recharge. If I had completely depleted the battery, I would be waiting over two days for the battery to recharge. If you have a 240V charger, that time drops to 9.5 hours for a full-recharge. Finding a quick charger has gotten easier in the past year or two, but it is still a hit and miss affair. There are no quick chargers near where I live (unless I have a Tesla). It's slightly better further south where I work as there some around the area. But that introduces its own set of problems such setting aside the time to charge up the vehicle to finding if one works. I should note that I didn’t get the chance to try quick charging with the Niro EV during my week. Handling is slightly better in the Niro EV thanks to the additional weight of the battery pack which reduces body roll. Steering is very light when turning, but will surprise you with how quick and accurate it deals with changes in direction. Ride quality is a little bit firm with some bumps and imperfections making their way inside. Where the Niro EV shines is noise isolation. During my work commute, I was surprised by how little wind and road noise came inside. The major downside to the Niro EV is its limited availability. At the time of this writing, Kia is only selling the Niro EV is twelve states - most of them having Zero Emission Vehicle (or ZEV) programs that require automakers to sell a certain amount of electric vehicles in their lineups. Nothing is stopping you from purchasing a Niro EV in one of the states that it is available, but I’m wondering how many people will do that. Pricing for the Niro EV begins at $38,500 for the base EX model. I had the EX Premium at $44,000 which adds such goodies as an eight-inch touchscreen, premium audio system, heated and ventilated front seats; sunroof. Add in a $1,000 Launch Edition package (LED headlights, front parking sensors, and auto-dimming rear-view mirror), and my as-tested price came to $45,995. Expensive bit of kit, but the Niro EV does come with a long list of standard features including heated outside mirrors with power folding; seven-inch infotainment system with Apple CarPlay and Android Auto; adaptive cruise control, blind-spot monitoring, and push-button start. Plus, the Niro EV qualifies for the full $7,500 federal tax credit which may sway some buyers when it comes time to do their taxes. The Kia Niro EV is the first electric vehicle that I could see myself living with. It drives for the most part as a normal vehicle and offers enough range for most people. The big item you need to be aware of is charging. If you decide to purchase, be sure to get a 240V charger and check to see if there are any sort of fast chargers in your area. It may mean the difference between worry-free and a large amount of anxiety. Disclaimer: Kia Provided the Niro EV, Insurance, and One Tank of Gas Year: 2019 Make: Kia Model: Niro EV Trim: EX Premium Engine: 356V Permanent Magnet Synchronous Electric Motor Driveline: Front-Wheel Drive, Lithium Ion Polymer Battery Pack Horsepower @ RPM: 201 @ 3,800 - 8,000 Torque @ RPM: 291 @ 0 - 3,600 Estimated Range: 239 Miles Curb Weight: 3,854 lbs Location of Manufacture: Base Price: $44,000 As Tested Price: $46,045 (Includes $1,045.00 Destination Charge) Options: Launch Edition - $1,000.00 View full article
  4. What a difference that four years make. That's the timeframe from the first Kia electric I reviewed (Soul EV) to the model seen here, the 2019 Niro EV. So much has changed in terms of battery technology and overall range that I could see myself having an electric vehicle as a primary mode of transport. There are some still some issues that make me think twice, but they are getting smaller. Kia avoided the trend of going crazy with the Niro EV’s design. Little touches such as blue accent trim, 17-inch alloy wheels, and closed-front grille hiding the charging port help the EV stand apart from other Niro models. Changes inside are even smaller with a new center console featuring a dial control for the drive selector. This move is very smart as many buyers really don’t want their vehicle to shout “LOOK AT ME” when driving. The electric powertrain in the Niro EV packs quite the punch - 201 horsepower and 291 pound-feet of torque. This is up 62 and 92 respectively from the Niro Hybrid I drove a few years back. Providing the electricity is a 64 kWh Lithium-Ion Polymer Battery that provides an estimated range of 239 miles. Kia says the Niro EV will hit 60 mph in under eight seconds. But I found it to be slightly quicker thanks to all of the torque being available instantly. Merging onto a freeway is where the electric powertrain does lose steam - blame a hefty curb weight of 3,854 pounds. I saw a maximum range of 208 to 210 miles throughout my week. This was due to cold temperatures ranging from low 30s to high 40s. But I was able to do a forty-mile round-trip commute for most of the week without having any range anxiety issues. Charging anxiety is a different story. If you have been reading my electric and plug-in hybrid reviews, then you’ll know that I only have access to 120V charging at home. Plugging the Niro EV after my day job meant waiting over sixteen hours for a full charge. This caused me to not want to venture out far unless I had some important errands to run as it would mean a longer time for a recharge. If I had completely depleted the battery, I would be waiting over two days for the battery to recharge. If you have a 240V charger, that time drops to 9.5 hours for a full-recharge. Finding a quick charger has gotten easier in the past year or two, but it is still a hit and miss affair. There are no quick chargers near where I live (unless I have a Tesla). It's slightly better further south where I work as there some around the area. But that introduces its own set of problems such setting aside the time to charge up the vehicle to finding if one works. I should note that I didn’t get the chance to try quick charging with the Niro EV during my week. Handling is slightly better in the Niro EV thanks to the additional weight of the battery pack which reduces body roll. Steering is very light when turning, but will surprise you with how quick and accurate it deals with changes in direction. Ride quality is a little bit firm with some bumps and imperfections making their way inside. Where the Niro EV shines is noise isolation. During my work commute, I was surprised by how little wind and road noise came inside. The major downside to the Niro EV is its limited availability. At the time of this writing, Kia is only selling the Niro EV is twelve states - most of them having Zero Emission Vehicle (or ZEV) programs that require automakers to sell a certain amount of electric vehicles in their lineups. Nothing is stopping you from purchasing a Niro EV in one of the states that it is available, but I’m wondering how many people will do that. Pricing for the Niro EV begins at $38,500 for the base EX model. I had the EX Premium at $44,000 which adds such goodies as an eight-inch touchscreen, premium audio system, heated and ventilated front seats; sunroof. Add in a $1,000 Launch Edition package (LED headlights, front parking sensors, and auto-dimming rear-view mirror), and my as-tested price came to $45,995. Expensive bit of kit, but the Niro EV does come with a long list of standard features including heated outside mirrors with power folding; seven-inch infotainment system with Apple CarPlay and Android Auto; adaptive cruise control, blind-spot monitoring, and push-button start. Plus, the Niro EV qualifies for the full $7,500 federal tax credit which may sway some buyers when it comes time to do their taxes. The Kia Niro EV is the first electric vehicle that I could see myself living with. It drives for the most part as a normal vehicle and offers enough range for most people. The big item you need to be aware of is charging. If you decide to purchase, be sure to get a 240V charger and check to see if there are any sort of fast chargers in your area. It may mean the difference between worry-free and a large amount of anxiety. Disclaimer: Kia Provided the Niro EV, Insurance, and One Tank of Gas Year: 2019 Make: Kia Model: Niro EV Trim: EX Premium Engine: 356V Permanent Magnet Synchronous Electric Motor Driveline: Front-Wheel Drive, Lithium Ion Polymer Battery Pack Horsepower @ RPM: 201 @ 3,800 - 8,000 Torque @ RPM: 291 @ 0 - 3,600 Estimated Range: 239 Miles Curb Weight: 3,854 lbs Location of Manufacture: Base Price: $44,000 As Tested Price: $46,045 (Includes $1,045.00 Destination Charge) Options: Launch Edition - $1,000.00
  5. I’ll admit that I have an unabashed love for the Mazda MX-5 Miata. This plucky roadster proves you don’t need gobs of power to provide a big grin when driving. A combination of well-sorted chassis, steering, and slick gearbox does the trick. But Mazda has decided to add a bit more power for the 2019 model, along with including a more powerful four-cylinder and a hardtop option. I’m curious to see if these changes can make the Miata better or worse. The model seen here is the RF - short for retractable fastback. Press the switch and the roof panels begin an origami folding exercise into the trunk. The result is a targa that provides the open-air feeling, minus a large amount of wind noise. It doesn’t hurt that roof pillars are styled in such a way that gives off a rakish look, no matter whether the top is up or down. Under the hood lies a revised 2.0L Skyactiv four-cylinder with 181 horsepower and 151 pound-feet of torque - up 26 and 3 respectively. A six-speed manual is standard, while an automatic is optional. The small bump makes for a huge improvement in overall acceleration. Just leaving a stop, I was surprised how much pull the engine had as it got to 45 about a half-second quicker than the last Miata. A key change is Mazda bumping the redline to 7,500 rpm, which allows the engine to fully flex its muscle. This became apparent when I needed to pass a vehicle and found that I didn’t need to drop down a gear to get the power needed. The six-speed manual is still a joy to work with short and precise throws and a direct feeling clutch pedal. Even when stuck in traffic, doing the motions didn’t feel like a hassle. Average fuel economy for the week landed around 32 mpg, even though I was winding the engine out and playing through the gears just because it is so much fun. My tester was the Club model that adds a sport-tuned suspension with Bilstein shock absorbers, and a front shock tower brace. This firms up the suspension and provides improve handling on the limit. But out on the backroads, I couldn’t tell there was any real difference in handling between this and the 2016 MX-5 Grand Touring I drove a few years back. Maybe there was slightly less body roll in the RF, but both vehicles had similar characteristics when going into a turn. If I drove both of them on a track, then I think the differences would become more apparent. There is a downside to the Club’s suspension, a very harsh ride. Just making a quick trip to the store was a bit much as the suspension would transmit every little bump and imperfection to the backside of those sitting inside. Another item fitted to my tester was a set of Recaro bucket seats. They come as part of an option package that also adds Brembo Brakes and some cool-looking BBS wheels finished in black. The seats have increased bolstering to hold you in during an enthusiastic drive. But the lack of padding makes them uncomfortable for longer trips. On paper, the RF is an expensive proposition when put against the soft-top: $32,345 vs. $25,730. That massive difference is due to Mazda not offering the base Sport model on the RF. But put the soft-top Club against the RF and the difference shrinks to just over $2,000. Be forewarned that the RF can get expensive. That package I mentioned earlier with the Recaro seats? That will set you back $4,670, bringing the as-tested price to just over $38,000. Mazda’s improvements for the 2019 MX-5 Miata for the most part help, allowing it to become more fun to drive and somewhat easier to live with. That said, the additional cost of the hardtop will depend on whether or not you think it is worth the benefits of possibly being an all-seasons car. Disclaimer: Mazda Provided the MX-5 Miata RF, Insurance, and One Tank of Gas Year: 2019 Make: Mazda Model: MX-5 Miata RF Trim: Club Engine: 2.0L SkyActiv-G DOHC 16-Valve with VVT Four-Cylinder Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 181 @ 7,000 Torque @ RPM: 151 @ 4,000 Fuel Economy: City/Highway/Combined - 26/34/29 Curb Weight: 2,453 lbs Location of Manufacture: Hiroshima, Japan Base Price: $32,345 As Tested Price: $38,335 (Includes $895.00 Destination Charge) Options: Brembo with Black Roof - $4,670.00 Interior Package for M/T - $425.00 View full article
  6. I’ll admit that I have an unabashed love for the Mazda MX-5 Miata. This plucky roadster proves you don’t need gobs of power to provide a big grin when driving. A combination of well-sorted chassis, steering, and slick gearbox does the trick. But Mazda has decided to add a bit more power for the 2019 model, along with including a more powerful four-cylinder and a hardtop option. I’m curious to see if these changes can make the Miata better or worse. The model seen here is the RF - short for retractable fastback. Press the switch and the roof panels begin an origami folding exercise into the trunk. The result is a targa that provides the open-air feeling, minus a large amount of wind noise. It doesn’t hurt that roof pillars are styled in such a way that gives off a rakish look, no matter whether the top is up or down. Under the hood lies a revised 2.0L Skyactiv four-cylinder with 181 horsepower and 151 pound-feet of torque - up 26 and 3 respectively. A six-speed manual is standard, while an automatic is optional. The small bump makes for a huge improvement in overall acceleration. Just leaving a stop, I was surprised how much pull the engine had as it got to 45 about a half-second quicker than the last Miata. A key change is Mazda bumping the redline to 7,500 rpm, which allows the engine to fully flex its muscle. This became apparent when I needed to pass a vehicle and found that I didn’t need to drop down a gear to get the power needed. The six-speed manual is still a joy to work with short and precise throws and a direct feeling clutch pedal. Even when stuck in traffic, doing the motions didn’t feel like a hassle. Average fuel economy for the week landed around 32 mpg, even though I was winding the engine out and playing through the gears just because it is so much fun. My tester was the Club model that adds a sport-tuned suspension with Bilstein shock absorbers, and a front shock tower brace. This firms up the suspension and provides improve handling on the limit. But out on the backroads, I couldn’t tell there was any real difference in handling between this and the 2016 MX-5 Grand Touring I drove a few years back. Maybe there was slightly less body roll in the RF, but both vehicles had similar characteristics when going into a turn. If I drove both of them on a track, then I think the differences would become more apparent. There is a downside to the Club’s suspension, a very harsh ride. Just making a quick trip to the store was a bit much as the suspension would transmit every little bump and imperfection to the backside of those sitting inside. Another item fitted to my tester was a set of Recaro bucket seats. They come as part of an option package that also adds Brembo Brakes and some cool-looking BBS wheels finished in black. The seats have increased bolstering to hold you in during an enthusiastic drive. But the lack of padding makes them uncomfortable for longer trips. On paper, the RF is an expensive proposition when put against the soft-top: $32,345 vs. $25,730. That massive difference is due to Mazda not offering the base Sport model on the RF. But put the soft-top Club against the RF and the difference shrinks to just over $2,000. Be forewarned that the RF can get expensive. That package I mentioned earlier with the Recaro seats? That will set you back $4,670, bringing the as-tested price to just over $38,000. Mazda’s improvements for the 2019 MX-5 Miata for the most part help, allowing it to become more fun to drive and somewhat easier to live with. That said, the additional cost of the hardtop will depend on whether or not you think it is worth the benefits of possibly being an all-seasons car. Disclaimer: Mazda Provided the MX-5 Miata RF, Insurance, and One Tank of Gas Year: 2019 Make: Mazda Model: MX-5 Miata RF Trim: Club Engine: 2.0L SkyActiv-G DOHC 16-Valve with VVT Four-Cylinder Driveline: Six-Speed Manual, Rear-Wheel Drive Horsepower @ RPM: 181 @ 7,000 Torque @ RPM: 151 @ 4,000 Fuel Economy: City/Highway/Combined - 26/34/29 Curb Weight: 2,453 lbs Location of Manufacture: Hiroshima, Japan Base Price: $32,345 As Tested Price: $38,335 (Includes $895.00 Destination Charge) Options: Brembo with Black Roof - $4,670.00 Interior Package for M/T - $425.00
  7. Seven years ago, I drove the previous-generation Mitsubishi Outlander for a week-long review. There was a lot to like about the previous model as it featured distinctive shape, comfortable ride, and being somewhat fun to drive. But in other areas, the model fell a bit flat. Poor material choices, firm ride, and the optional V6 engine feeling slightly lackluster. I ended my review with this, “Mitsubishi has shown a new Outlander at the Geneva Motor Show earlier this year. Underneath the Outlander’s new sheet metal lies a new vehicle architecture and will have the choice between gas and plug-in hybrid power. The new Outlander also gets revised interior and new safety equipment. The question is will the new Outlander be able to fix the problems of the current one?” It has taken a fair amount of time to get my hands on the new Outlander. In that time, Mitsubishi has made a number of changes and updates to the Outlander lineup such as a revised exterior. Was it worth the wait? The Outlander’s shape is nothing too special with rounded corners, large glass area, and a set of 18-inch alloy wheels that comes standard on most models. For 2019, Mitsubishi has updated the Outlander’s front end with a new grille shape, headlights, and more chrome trim. It does help spruce up the design that has been with us since 2014. My only complaint is the dark silver paint on my tester. It makes the vehicle look like a giant blob. There isn’t anything that sets the interior apart from rivals. The design is somewhat plain, but material quality is quite surprising with an abundance of soft-touch materials. There is a fair amount of piano black trim, which does attract fingerprints. All Outlanders come with a 7-inch touchscreen running Mitsubishi’s latest infotainment system is standard. Those wanting Apple CarPlay and Android Auto need to step up to the SE or higher. My experience with the system mimics the Eclipse Cross; lags behind the competition in terms of the interface and performance, but its a huge step forward from the previous system. The Outlander is one of the few models in the compact crossover class that can boast having three-rows to allow seating for seven. This seat is best reserved for small kids due to the limited amount of leg and headroom. Having the third-row also eats into cargo space - 10.3 vs. 33 cubic feet with the seats folded. Front and rear seating is fine. There’s enough padding to keep everyone comfortable on a long trip, and most passengers will be able to stretch out. Most Outlanders come equipped with a 2.4L four-cylinder engine producing 166 horsepower and 162 pound-feet of torque. This is paired with a CVT and the choice of front or Mitsubishi’s Super All Wheel Control. Step up to the GT to get a 3.0L V6 packing 224 hp and 215 lb-ft of torque. There’s also a PHEV option which I talk about more in this first drive piece. The 2.4 is serviceable around town with brisk acceleration and minimal noise. But take the Outlander on the highway or fill it up with people and cargo, and the 2.4 feels overwhelmed. Not helping is the CVT that will drone quite loudly when you plant your foot on the gas. Fuel economy is mid-pack with EPA figures of 24 City/29 Highway/26 Combined for the AWD version - front-wheel drive models see a one MPG improvement. My average for the week landed around 24. One area that I was surprised by the Outlander was the ride. Over the varied surfaces on offer in the Metro Detroit area, the Outlander’s suspension smoothed out various bumps. It doesn’t feel comfortable around corners, showing noticeable body lean and a disconnected steering system. The Mitsubishi Outlander answers the oddly specific question of, “what is the cheapest three-row crossover I could buy?’ I can see why someone on a tight budget would consider one as the Outlander provides a lot of standard equipment, along with seating for seven at a low price. It doesn’t hurt that Mitsubishi’s 5 year/60,000 mile new car warranty does provide peace of mind for those who want a bit of security. But it does become a poor value the higher you climb in price. My Outlander SEL S-AWC tester starts at $29.095. With the optional SEL Touring Package (forward collision mitigation, adaptive cruise control, LED headlights, and a 710W Rockford Fosgate audio system) and carpeted floor mats, the price ballooned to $33,225 with destination. For that amount of cash, you get into a decently equipped Volkswagen Tiguan or Mazda CX-5. I know dealers put cash on the hoods - most dropping the cost to under $30,000, but it is still a tough sell. Disclaimer: Mitsubishi Provided the Outlander, Insurance, and One Tank of Gas Year: 2019 Make: Mitsubishi Model: Outlander Trim: SEL S-AWC Engine: 2.4L MIVEC SOHC 16-Valve Four-Cylinder Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 166 @ 6,000 Torque @ RPM: 162 @ 4,200 Fuel Economy: City/Highway/Combined - 24/29/26 Curb Weight: 3,472 lbs Location of Manufacture: Okazaki, Japan Base Price: $29,095 As Tested Price: $33,225 (Includes $995.00 Destination Charge) Options: SEL Touring Package - $3,000.00 Accessory Carpeted Floors Mats and Portfolio - $135.00 View full article
  8. Seven years ago, I drove the previous-generation Mitsubishi Outlander for a week-long review. There was a lot to like about the previous model as it featured distinctive shape, comfortable ride, and being somewhat fun to drive. But in other areas, the model fell a bit flat. Poor material choices, firm ride, and the optional V6 engine feeling slightly lackluster. I ended my review with this, “Mitsubishi has shown a new Outlander at the Geneva Motor Show earlier this year. Underneath the Outlander’s new sheet metal lies a new vehicle architecture and will have the choice between gas and plug-in hybrid power. The new Outlander also gets revised interior and new safety equipment. The question is will the new Outlander be able to fix the problems of the current one?” It has taken a fair amount of time to get my hands on the new Outlander. In that time, Mitsubishi has made a number of changes and updates to the Outlander lineup such as a revised exterior. Was it worth the wait? The Outlander’s shape is nothing too special with rounded corners, large glass area, and a set of 18-inch alloy wheels that comes standard on most models. For 2019, Mitsubishi has updated the Outlander’s front end with a new grille shape, headlights, and more chrome trim. It does help spruce up the design that has been with us since 2014. My only complaint is the dark silver paint on my tester. It makes the vehicle look like a giant blob. There isn’t anything that sets the interior apart from rivals. The design is somewhat plain, but material quality is quite surprising with an abundance of soft-touch materials. There is a fair amount of piano black trim, which does attract fingerprints. All Outlanders come with a 7-inch touchscreen running Mitsubishi’s latest infotainment system is standard. Those wanting Apple CarPlay and Android Auto need to step up to the SE or higher. My experience with the system mimics the Eclipse Cross; lags behind the competition in terms of the interface and performance, but its a huge step forward from the previous system. The Outlander is one of the few models in the compact crossover class that can boast having three-rows to allow seating for seven. This seat is best reserved for small kids due to the limited amount of leg and headroom. Having the third-row also eats into cargo space - 10.3 vs. 33 cubic feet with the seats folded. Front and rear seating is fine. There’s enough padding to keep everyone comfortable on a long trip, and most passengers will be able to stretch out. Most Outlanders come equipped with a 2.4L four-cylinder engine producing 166 horsepower and 162 pound-feet of torque. This is paired with a CVT and the choice of front or Mitsubishi’s Super All Wheel Control. Step up to the GT to get a 3.0L V6 packing 224 hp and 215 lb-ft of torque. There’s also a PHEV option which I talk about more in this first drive piece. The 2.4 is serviceable around town with brisk acceleration and minimal noise. But take the Outlander on the highway or fill it up with people and cargo, and the 2.4 feels overwhelmed. Not helping is the CVT that will drone quite loudly when you plant your foot on the gas. Fuel economy is mid-pack with EPA figures of 24 City/29 Highway/26 Combined for the AWD version - front-wheel drive models see a one MPG improvement. My average for the week landed around 24. One area that I was surprised by the Outlander was the ride. Over the varied surfaces on offer in the Metro Detroit area, the Outlander’s suspension smoothed out various bumps. It doesn’t feel comfortable around corners, showing noticeable body lean and a disconnected steering system. The Mitsubishi Outlander answers the oddly specific question of, “what is the cheapest three-row crossover I could buy?’ I can see why someone on a tight budget would consider one as the Outlander provides a lot of standard equipment, along with seating for seven at a low price. It doesn’t hurt that Mitsubishi’s 5 year/60,000 mile new car warranty does provide peace of mind for those who want a bit of security. But it does become a poor value the higher you climb in price. My Outlander SEL S-AWC tester starts at $29.095. With the optional SEL Touring Package (forward collision mitigation, adaptive cruise control, LED headlights, and a 710W Rockford Fosgate audio system) and carpeted floor mats, the price ballooned to $33,225 with destination. For that amount of cash, you get into a decently equipped Volkswagen Tiguan or Mazda CX-5. I know dealers put cash on the hoods - most dropping the cost to under $30,000, but it is still a tough sell. Disclaimer: Mitsubishi Provided the Outlander, Insurance, and One Tank of Gas Year: 2019 Make: Mitsubishi Model: Outlander Trim: SEL S-AWC Engine: 2.4L MIVEC SOHC 16-Valve Four-Cylinder Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 166 @ 6,000 Torque @ RPM: 162 @ 4,200 Fuel Economy: City/Highway/Combined - 24/29/26 Curb Weight: 3,472 lbs Location of Manufacture: Okazaki, Japan Base Price: $29,095 As Tested Price: $33,225 (Includes $995.00 Destination Charge) Options: SEL Touring Package - $3,000.00 Accessory Carpeted Floors Mats and Portfolio - $135.00
  9. It feels weird to be writing a review of the previous-generation Mazda3 when the new model is currently sitting out front at dealers. But I find this situation to be unique because I had the chance to explore a 2019 Mazda3 to get some first impressions while working on a review of the 2018 model. This gives me a chance to compare the two in certain aspects, along with pondering the question of whether or not the previous model is still a good buy. Despite the new model taking the styling up another level, the outgoing model is still a looker. From the bold front end with a large grille and slightly angled headlights, to sculpting running along the sides, the 2018 3 still stands out in the compact crowd. The older design also allows for slightly better rear headroom and a larger area of glass for improved visibility. But the new 3 holds a significant edge over the old model when it comes to the interior. The modern design and use of high-quality materials really help boost Mazda’s ambitions of becoming something more premium. But the 2018 model I found to have a slightly easier center stack layout and more interior room. One item I didn’t get the chance to play within the 2019 Mazda3 is the infotainment system. Aside from boasting a larger screen, Mazda has also dropped the touchscreen functionality. The latter has been a big issue on some of the recent Mazda vehicles I have driven, including the 2018 3. It is difficult to figure out which parts of the screen are touch-enabled and which aren’t. The system is also beginning to show its age somewhat as the system showed some slowdown in certain areas such as connecting to my phone via Bluetooth. Under the hood of the 2018 model is either a 2.0L or 2.5L SkyActiv-G four-cylinder. My tester had the latter which produces 184 horsepower and 185 pound-feet. This engine can also be found under 2019 Mazda3, albeit slightly tweaked - 186 for both horsepower and torque. I find the Mazda3 to be the best application for the 2.5 engine. The lighter weight of the vehicle allows the 2.5 to provide a smooth and quick acceleration for most situations you find yourself in. However, the 2.5 feels like it is running out of breath when going above 70 mph, making passing and merging onto a highway slightly difficult. Where the 3 really shines is down a twisty road. Very few vehicles can match the sharp handling characteristics on offer. The suspension keeps the vehicle level when cornering and quickly respond to change in direction. Steering is quick and features a nice weight when turning. Ride quality is slightly rough with a fair number of bumps coming inside. Some of this can be attributed to the 18-inch wheels fitted on my tester. Should you consider a 2018 Mazda3 when the bright and shiny 2019 3 is available now? I can only give a half-answer as I haven’t driven the 2019 model yet. But having sat in one, I can see why someone would consider it. The impressive design inside and out can make you believe you’re driving something from a luxury brand. The 2018 model still has some things going for it such as having slightly more interior space, similar fuel economy figures, and dealers beginning to lower prices on them to get them out. As I am writing this (May 5th), I have seen dealers in my local drop prices by $1,000 to $3,000 on 2018 models. Right now, I would be willing to pocket the extra cash and go with a 2018 Mazda3. Disclaimer: Mazda Provided the 3, Insurance, and One Tank of Gas Year: 2018 Make: Mazda Model: 3 Trim: Grand Touring Engine: 2.5L SKYACTIV-G DOHC Four-Cylinder Driveline: Six-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 184 @ 5,700 Torque @ RPM: 185 @ 3,250 Fuel Economy: City/Highway/Combined - 26/35/30 Curb Weight: 3,098 lbs Location of Manufacture: Salamanca, Mexico Base Price: $24,945 As Tested Price: $28,035 (Includes $890.00 Destination Charge) Options: Premium Equipment Package - $1,600.00 Soul Red Metallic Paint - $300.00 Scuff Plates/Door Sill Trim Plate - $125.00 Rear Bumper Guard - $100.00 Cargo Mat - $75.00 View full article
  10. It feels weird to be writing a review of the previous-generation Mazda3 when the new model is currently sitting out front at dealers. But I find this situation to be unique because I had the chance to explore a 2019 Mazda3 to get some first impressions while working on a review of the 2018 model. This gives me a chance to compare the two in certain aspects, along with pondering the question of whether or not the previous model is still a good buy. Despite the new model taking the styling up another level, the outgoing model is still a looker. From the bold front end with a large grille and slightly angled headlights, to sculpting running along the sides, the 2018 3 still stands out in the compact crowd. The older design also allows for slightly better rear headroom and a larger area of glass for improved visibility. But the new 3 holds a significant edge over the old model when it comes to the interior. The modern design and use of high-quality materials really help boost Mazda’s ambitions of becoming something more premium. But the 2018 model I found to have a slightly easier center stack layout and more interior room. One item I didn’t get the chance to play within the 2019 Mazda3 is the infotainment system. Aside from boasting a larger screen, Mazda has also dropped the touchscreen functionality. The latter has been a big issue on some of the recent Mazda vehicles I have driven, including the 2018 3. It is difficult to figure out which parts of the screen are touch-enabled and which aren’t. The system is also beginning to show its age somewhat as the system showed some slowdown in certain areas such as connecting to my phone via Bluetooth. Under the hood of the 2018 model is either a 2.0L or 2.5L SkyActiv-G four-cylinder. My tester had the latter which produces 184 horsepower and 185 pound-feet. This engine can also be found under 2019 Mazda3, albeit slightly tweaked - 186 for both horsepower and torque. I find the Mazda3 to be the best application for the 2.5 engine. The lighter weight of the vehicle allows the 2.5 to provide a smooth and quick acceleration for most situations you find yourself in. However, the 2.5 feels like it is running out of breath when going above 70 mph, making passing and merging onto a highway slightly difficult. Where the 3 really shines is down a twisty road. Very few vehicles can match the sharp handling characteristics on offer. The suspension keeps the vehicle level when cornering and quickly respond to change in direction. Steering is quick and features a nice weight when turning. Ride quality is slightly rough with a fair number of bumps coming inside. Some of this can be attributed to the 18-inch wheels fitted on my tester. Should you consider a 2018 Mazda3 when the bright and shiny 2019 3 is available now? I can only give a half-answer as I haven’t driven the 2019 model yet. But having sat in one, I can see why someone would consider it. The impressive design inside and out can make you believe you’re driving something from a luxury brand. The 2018 model still has some things going for it such as having slightly more interior space, similar fuel economy figures, and dealers beginning to lower prices on them to get them out. As I am writing this (May 5th), I have seen dealers in my local drop prices by $1,000 to $3,000 on 2018 models. Right now, I would be willing to pocket the extra cash and go with a 2018 Mazda3. Disclaimer: Mazda Provided the 3, Insurance, and One Tank of Gas Year: 2018 Make: Mazda Model: 3 Trim: Grand Touring Engine: 2.5L SKYACTIV-G DOHC Four-Cylinder Driveline: Six-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 184 @ 5,700 Torque @ RPM: 185 @ 3,250 Fuel Economy: City/Highway/Combined - 26/35/30 Curb Weight: 3,098 lbs Location of Manufacture: Salamanca, Mexico Base Price: $24,945 As Tested Price: $28,035 (Includes $890.00 Destination Charge) Options: Premium Equipment Package - $1,600.00 Soul Red Metallic Paint - $300.00 Scuff Plates/Door Sill Trim Plate - $125.00 Rear Bumper Guard - $100.00 Cargo Mat - $75.00
  11. Last year, I had the chance to spend a week in a Fiat 124 Spider Abarth. While I found it to offer improved handling and a somewhat nicer interior over the Mazda MX-5 Miata it is based on, there were a few items that kept me from saying it was better - mainly the turbo engine and exterior design. A couple of months ago, I found myself in another 124 Spider. This time, it was the Lusso which drops a fair amount of the aggression from the Abarth, along with providing a softer suspension tune. Would this model be able to change my tune? The Lusso is the polar opposite to the Abarth I drove last year in terms of looks. It is toned down with the removal of the aggressive bumpers and quad-tip exhausts. The end result is a much cleaner look. I just wished Fiat could have done more to the rear end as it still looks a bit out of place with the rest of the design. This particular Lusso is the Red Top Edition which as the name suggests has a red soft-top. I will admit this does add a touch of personality and helps the 124 Spider stand out. Not much has changed with the interior since our last review. Getting in and out is still a bit tough due to the low ride height and anyone over six-feet will feel quite cramped. The overall design is the same as the MX-5 Miata, with slight differences to the steering wheel and instrument cluster to make it slightly more Fiat-ish. Material quality is slightly higher than the Mazda, with more soft-touch materials. One issue I did discover in this go-around is the location of the 12-volt outlet. It is mounted deep in the passenger footwell, almost near the engine firewall. Finding it was not a pleasant experience as I needed to pull out my phone to act as a flashlight to find the stupid thing. Power comes from the turbocharged 1.4L MultiAir four-cylinder. Compared to the Abarth, the Lusso loses four horsepower. This is due to a more restrictive exhaust. My tester came with the optional six-speed automatic. I wish that I could say Fiat solved the engine issued I mentioned in the previous review, but they have not. The turbo engine still feels laggy on the low-end of the rpm band. Plus, the automatic transmission is tuned to quickly upshift to improve fuel economy. This leaves you without any turbo boost when you want it. I keep thinking that the six-speed manual would be slightly better as it would me control when it is time to shift, allowing the engine to be fully exploited. One trait that sets the 124 Spider apart from its Miata brethren is the suspension tuning. Fiat decided to go with a softer tune on most models - the Abarth is the exception as it gets a stiffer suspension setup. The difference is noticeable as the 124 Spider provides a slightly smoother ride than the Miata. This softening doesn’t change the handling dynamics of the Spider. It still darts into turns with minimal body roll and fast steering. The Lusso Red Top Edition sits as the flagship of the 2018 124 Spider lineup with a base price of $31,440. This comes equipped with a number of options such backup camera, Bose audio system, navigation, and heated seats as standard equipment. With destination, this vehicle comes to an as-tested price of $32,435. The Lusso model may be the sweet spot in the 124 Spider lineup as it offers a slightly smoother ride and improved interior. But Fiat still needs to address the performance of the turbo-four. It is a great alternative to the MX-5 Miata, but not better. Gallery: 2018 Fiat 124 Spider Lusso Disclaimer: Fiat Provided the 124 Spider, Insurance, and One Tank of Gas Year: 2018 Make: Fiat Model: 124 Spider Trim: Lusso Engine: 1.4L MultiAir SOHC 16-Valve Four-Cylinder Driveline: Six-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 160 @ 5,500 Torque @ RPM: 184 @ 3,200 Fuel Economy: City/Highway/Combined - 25/36/29 Curb Weight: 2,476 lbs Location of Manufacture: Hiroshima, Japan Base Price: $27,595 As Tested Price: $32,435 (Includes $995.00 Destination Charge) Options: Red Top Edition Package 22T - $2,495.00 Red Top Edition Package 2DT - $1,350.00
  12. Last year, I had the chance to spend a week in a Fiat 124 Spider Abarth. While I found it to offer improved handling and a somewhat nicer interior over the Mazda MX-5 Miata it is based on, there were a few items that kept me from saying it was better - mainly the turbo engine and exterior design. A couple of months ago, I found myself in another 124 Spider. This time, it was the Lusso which drops a fair amount of the aggression from the Abarth, along with providing a softer suspension tune. Would this model be able to change my tune? The Lusso is the polar opposite to the Abarth I drove last year in terms of looks. It is toned down with the removal of the aggressive bumpers and quad-tip exhausts. The end result is a much cleaner look. I just wished Fiat could have done more to the rear end as it still looks a bit out of place with the rest of the design. This particular Lusso is the Red Top Edition which as the name suggests has a red soft-top. I will admit this does add a touch of personality and helps the 124 Spider stand out. Not much has changed with the interior since our last review. Getting in and out is still a bit tough due to the low ride height and anyone over six-feet will feel quite cramped. The overall design is the same as the MX-5 Miata, with slight differences to the steering wheel and instrument cluster to make it slightly more Fiat-ish. Material quality is slightly higher than the Mazda, with more soft-touch materials. One issue I did discover in this go-around is the location of the 12-volt outlet. It is mounted deep in the passenger footwell, almost near the engine firewall. Finding it was not a pleasant experience as I needed to pull out my phone to act as a flashlight to find the stupid thing. Power comes from the turbocharged 1.4L MultiAir four-cylinder. Compared to the Abarth, the Lusso loses four horsepower. This is due to a more restrictive exhaust. My tester came with the optional six-speed automatic. I wish that I could say Fiat solved the engine issued I mentioned in the previous review, but they have not. The turbo engine still feels laggy on the low-end of the rpm band. Plus, the automatic transmission is tuned to quickly upshift to improve fuel economy. This leaves you without any turbo boost when you want it. I keep thinking that the six-speed manual would be slightly better as it would me control when it is time to shift, allowing the engine to be fully exploited. One trait that sets the 124 Spider apart from its Miata brethren is the suspension tuning. Fiat decided to go with a softer tune on most models - the Abarth is the exception as it gets a stiffer suspension setup. The difference is noticeable as the 124 Spider provides a slightly smoother ride than the Miata. This softening doesn’t change the handling dynamics of the Spider. It still darts into turns with minimal body roll and fast steering. The Lusso Red Top Edition sits as the flagship of the 2018 124 Spider lineup with a base price of $31,440. This comes equipped with a number of options such backup camera, Bose audio system, navigation, and heated seats as standard equipment. With destination, this vehicle comes to an as-tested price of $32,435. The Lusso model may be the sweet spot in the 124 Spider lineup as it offers a slightly smoother ride and improved interior. But Fiat still needs to address the performance of the turbo-four. It is a great alternative to the MX-5 Miata, but not better. Gallery: 2018 Fiat 124 Spider Lusso Disclaimer: Fiat Provided the 124 Spider, Insurance, and One Tank of Gas Year: 2018 Make: Fiat Model: 124 Spider Trim: Lusso Engine: 1.4L MultiAir SOHC 16-Valve Four-Cylinder Driveline: Six-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 160 @ 5,500 Torque @ RPM: 184 @ 3,200 Fuel Economy: City/Highway/Combined - 25/36/29 Curb Weight: 2,476 lbs Location of Manufacture: Hiroshima, Japan Base Price: $27,595 As Tested Price: $32,435 (Includes $995.00 Destination Charge) Options: Red Top Edition Package 22T - $2,495.00 Red Top Edition Package 2DT - $1,350.00 View full article
  13. It has been a year since I first drove the Chrysler Pacifica Hybrid and came away very impressed. For a seven-passenger vehicle, getting 33 miles on electric power only and an average fuel economy of over 30 mpg was quite the shock. Would I still feel that way a year on? Chrysler made some minor changes for 2018 Pacifica Hybrid, including revamping the trim lineup and adding more standard features. In the case of our Limited tester, it gains a 20-speaker Harman Kardon sound system as standard. Can I just say how good the Pacifica Hybrid looks in this rich blue. The color helps Pacifica’s shape pop out wherever it is parked. No changes concerning the interior of the Pacifica Hybrid. That’s a good thing as the model is towards the top of the minivan hierarchy with a handsome design, impressive materials, and comfortable seating in all of the rows. One downside to going with the Pacifica Hybrid is the loss of the Stow n’ Go seats for the second-row. That space is taken up by the massive battery pack. An 8.4-inch touchscreen with UConnect is standard on all Pacifica Hybrids. This version of UConnect has a special section that provides key information on the hybrid system, including a power output screen and a place to set up the timeframe for when you want the van to charge up. The hybrid powertrain is comprised a 3.6L V6 running on the Atkinson cycle; two electric motors, and a 16-kW lithium-ion battery pack Total output is rated at 260 horsepower. Despite the added heft of the hybrid system, the Pacifica Hybrid is no slouch. The two electric motors provide instantaneous torque to help move the van at a surprising rate. The V6 will come on when more power is needed such as driving on the highway. One nice touch I like is how seamless the transition between electric and hybrid power is. The only sign aside from having the status screen up is the V6 turning on and off. One item I wish Chrysler would reconsider is offering the driver the ability to change between electric hybrid models that other plug-in hybrid offer. I understand why Chrysler decided not to do this as it might not be used by most drivers. But for a small group, including myself, it would nice to choose when the electric powertrain was in use to help conserve range. EPA says the 2018 Pacifica Hybrid will return 84 MPGe on electric power and 32 MPG when running on hybrid power. Overall electric range is rated at 33 miles. My averages for the week mirrored what I saw in the 2017 model - about 32 miles on electric range and an average fuel economy figure of 32. Having the Pacifica Hybrid for a week reminded me of one of the key issues that will face many, charging times. On a 120V outlet, it takes 16 hours for the battery to fully recharge. If you have a 240V charger, that drops to a reasonable 2 hours. Handling is possibly one of the biggest surprises in the Pacifica Hybrid. The added heft of hybrid system allows the Pacifica to feel poised in the corners and have minimal body roll. Ride quality is the same as the standard Pacifica - almost all bumps are smoothed over. Road and wind noise are kept to almost silent levels. Pricing for the Pacifica Hybrid begins at $39,995 for the base Touring Plus and climbs to $44,995 for the Limited. My tester came to $49,825 with a few options, including the Advanced SafetyTec group that adds adaptive cruise control, surround view camera system, and blind spot monitoring. Sadly, this package isn’t available on lower trims. There is the $7,500 federal tax credit and various state incentives that will be swayed around to draw some people in, but be forewarned those only come into effect when it is time to do taxes, not when you purchase the vehicle. Disclaimer: Chrysler Provided the Pacifica, Insurance, and One Tank of Gas Gallery: Quick Drive: 2018 Chrysler Pacifica Hybrid Limited Year: 2018 Make: Chrysler Model: Pacifica Hybrid Trim: Limited Engine: 3.6L V6 eHybrid System Driveline: eFlite EVT, Front-Wheel Drive Horsepower @ RPM: 260 @ N/A (Combined) Torque @ RPM: N/A Fuel Economy: Gas + Electric Combined, Gas Combined - 84 MPGe, 32 MPG Curb Weight: 4,987 lbs Location of Manufacture: Windsor, Ontario Base Price: $44,995 As Tested Price: $49,825 (Includes $1,345 Destination Charge) Options: Tri-Pane Panoramic Sunroof - $1,595.00 Advanced SafetyTec - $995.00 18-inch x 7.5-inch Polished Aluminum wheels - $895.00 View full article
  14. It has been a year since I first drove the Chrysler Pacifica Hybrid and came away very impressed. For a seven-passenger vehicle, getting 33 miles on electric power only and an average fuel economy of over 30 mpg was quite the shock. Would I still feel that way a year on? Chrysler made some minor changes for 2018 Pacifica Hybrid, including revamping the trim lineup and adding more standard features. In the case of our Limited tester, it gains a 20-speaker Harman Kardon sound system as standard. Can I just say how good the Pacifica Hybrid looks in this rich blue. The color helps Pacifica’s shape pop out wherever it is parked. No changes concerning the interior of the Pacifica Hybrid. That’s a good thing as the model is towards the top of the minivan hierarchy with a handsome design, impressive materials, and comfortable seating in all of the rows. One downside to going with the Pacifica Hybrid is the loss of the Stow n’ Go seats for the second-row. That space is taken up by the massive battery pack. An 8.4-inch touchscreen with UConnect is standard on all Pacifica Hybrids. This version of UConnect has a special section that provides key information on the hybrid system, including a power output screen and a place to set up the timeframe for when you want the van to charge up. The hybrid powertrain is comprised a 3.6L V6 running on the Atkinson cycle; two electric motors, and a 16-kW lithium-ion battery pack Total output is rated at 260 horsepower. Despite the added heft of the hybrid system, the Pacifica Hybrid is no slouch. The two electric motors provide instantaneous torque to help move the van at a surprising rate. The V6 will come on when more power is needed such as driving on the highway. One nice touch I like is how seamless the transition between electric and hybrid power is. The only sign aside from having the status screen up is the V6 turning on and off. One item I wish Chrysler would reconsider is offering the driver the ability to change between electric hybrid models that other plug-in hybrid offer. I understand why Chrysler decided not to do this as it might not be used by most drivers. But for a small group, including myself, it would nice to choose when the electric powertrain was in use to help conserve range. EPA says the 2018 Pacifica Hybrid will return 84 MPGe on electric power and 32 MPG when running on hybrid power. Overall electric range is rated at 33 miles. My averages for the week mirrored what I saw in the 2017 model - about 32 miles on electric range and an average fuel economy figure of 32. Having the Pacifica Hybrid for a week reminded me of one of the key issues that will face many, charging times. On a 120V outlet, it takes 16 hours for the battery to fully recharge. If you have a 240V charger, that drops to a reasonable 2 hours. Handling is possibly one of the biggest surprises in the Pacifica Hybrid. The added heft of hybrid system allows the Pacifica to feel poised in the corners and have minimal body roll. Ride quality is the same as the standard Pacifica - almost all bumps are smoothed over. Road and wind noise are kept to almost silent levels. Pricing for the Pacifica Hybrid begins at $39,995 for the base Touring Plus and climbs to $44,995 for the Limited. My tester came to $49,825 with a few options, including the Advanced SafetyTec group that adds adaptive cruise control, surround view camera system, and blind spot monitoring. Sadly, this package isn’t available on lower trims. There is the $7,500 federal tax credit and various state incentives that will be swayed around to draw some people in, but be forewarned those only come into effect when it is time to do taxes, not when you purchase the vehicle. Disclaimer: Chrysler Provided the Pacifica, Insurance, and One Tank of Gas Gallery: Quick Drive: 2018 Chrysler Pacifica Hybrid Limited Year: 2018 Make: Chrysler Model: Pacifica Hybrid Trim: Limited Engine: 3.6L V6 eHybrid System Driveline: eFlite EVT, Front-Wheel Drive Horsepower @ RPM: 260 @ N/A (Combined) Torque @ RPM: N/A Fuel Economy: Gas + Electric Combined, Gas Combined - 84 MPGe, 32 MPG Curb Weight: 4,987 lbs Location of Manufacture: Windsor, Ontario Base Price: $44,995 As Tested Price: $49,825 (Includes $1,345 Destination Charge) Options: Tri-Pane Panoramic Sunroof - $1,595.00 Advanced SafetyTec - $995.00 18-inch x 7.5-inch Polished Aluminum wheels - $895.00
  15. It seems a bit odd to be driving the Giulia Ti almost half a year on from spending a week high-performance Quadrifoglio. This felt like I had a nice slice of cake and was now facing a bowl of vegetables. Trying to keep an open mind on Ti was going to be difficult, considering the mixed opinions I had with the first Giulia. But I knew that I had to try. I actually prefer the toned-down nature of Ti Sport compared to Quadrifoglio as lacks the aggressive bumper treatment and cloverleaf emblems on the fenders. Some items such as the uniquely styled wheels do carry over and add a small sporting touch. The only item I would change is the color. Grey just makes the design somewhat boring. The blue I had on the Quadrifoglio works much better as it allows the design to stand out. The interior is still very much a mixed affair. Most of the materials are what you would expect to find a luxury car of this caliber with soft-touch plastics, leather, and metal trim. But Alfa clearly cut some corners such as the cheap plastics used on the center console. The front sport seats provide excellent bolstering and comfort for any adventure you decide to take. Rear space is almost non-existent for most adults. Alfa Romeo did address one of my complaints with that I had with 2017 Giulia. 2018 models now have the option of Apple CarPlay and Android Auto. It is shame that it is an option, but it does make using infotainment system somewhat less frustrating. Some of the issues I had with the system in both the Giulia Quadrifoglio and Stelvio Ti are present in this Giulia. Going through a number of menus to accomplish simple tasks, slow performance, and a small number of crashes during my weeklong test. I really hope Alfa Romeo is working on some updates to get this system in order. Power comes from a turbocharged 2.0L four-cylinder delivering 280 horsepower and 306 pound-feet of torque. This is paired with an eight-speed automatic and optional Q4 all-wheel drive. I really liked this engine in the Stevlio as moved the compact crossover without breaking a sweat. In the Giulia, this engine makes this sedan fly away from stops. It is said the turbo-four can hit 60 mph in just over five seconds, which is fast for the class. One disappointment is the engine sounding like a diesel at idle, not something you want to have in an Italian sport sedan. EPA says the Giulia Ti with AWD will return 23 City/31 Highway/26 Combined. My average for the week landed around 23.6 in mostly city driving. One trait that both the Ti Sport and Quadrifoglio share is the handling. The chassis underneath allows the Giulia to dart around in the corners and keep body motions well in check. Steering is another bright spot where the vehicle would instantly respond to any input, along with provide good feedback. Ride quality is slightly better than the Quadrifoglio as only a small number of bumps come inside. Put the Giulia into Dynamic (sport mode) and the ride does become somewhat unbearable. Unfortunately, my Giulia Ti tester had an issue with the brakes. Whenever the brakes were applied, there was a noticeable screeching noise coming the rear of the vehicle. At first, I thought something had gotten lodged in the brakes. But the noise would go away after I had been driving for a bit. Park the car for awhile and drive it once again, the noise would return. This likely hints at something being warped - a bit disappointing for a vehicle that only had a few thousand miles on the odometer. The Giulia is one of those vehicles I really want to like a lot more than I currently do. Alfa Romeo still has a number of issues they need to address sooner than later. I only would recommend this model for those who understand what they’re getting into. Gallery: 2018 Alfa Romeo Giulia Ti Sport Q4 Disclaimer: Alfa Romeo Provided the Giulia, Insurance, and One Tank of Gas Year: 2018 Make: Alfa Romeo Model: Giulia Trim: Ti Sport Q4 Engine: 2.0L Turbocharged MultiAir SOHC Inline-Four Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 280 @ 5,200 Torque @ RPM: 306 @ 2,000 - 4,800 Fuel Economy: City/Highway/Combined - 23/31/26 Curb Weight: N/A Location of Manufacture: Cassino, Italy Base Price: $41,995 As Tested Price: $51,885 (Includes $1,295 Destination Charge) Options: Ti Sport AWD Package 22S - $2,500.00 Driver Assist Dynamic Plus Package - $1,500.00 Ti Leather Package - $995.00 8.8-inch AM/FM Bluetooth Radio with 3D Nav - $950.00 Harman/Kardon Premium Audio System - $900.00 Driver Assistance Static Package - $650.00 Vesuvio Gray Metallic - $600.00 19-inch x 8-inch Bright 5-Hole Aluminum Wheels - $500.00 View full article
  16. It seems a bit odd to be driving the Giulia Ti almost half a year on from spending a week high-performance Quadrifoglio. This felt like I had a nice slice of cake and was now facing a bowl of vegetables. Trying to keep an open mind on Ti was going to be difficult, considering the mixed opinions I had with the first Giulia. But I knew that I had to try. I actually prefer the toned-down nature of Ti Sport compared to Quadrifoglio as lacks the aggressive bumper treatment and cloverleaf emblems on the fenders. Some items such as the uniquely styled wheels do carry over and add a small sporting touch. The only item I would change is the color. Grey just makes the design somewhat boring. The blue I had on the Quadrifoglio works much better as it allows the design to stand out. The interior is still very much a mixed affair. Most of the materials are what you would expect to find a luxury car of this caliber with soft-touch plastics, leather, and metal trim. But Alfa clearly cut some corners such as the cheap plastics used on the center console. The front sport seats provide excellent bolstering and comfort for any adventure you decide to take. Rear space is almost non-existent for most adults. Alfa Romeo did address one of my complaints with that I had with 2017 Giulia. 2018 models now have the option of Apple CarPlay and Android Auto. It is shame that it is an option, but it does make using infotainment system somewhat less frustrating. Some of the issues I had with the system in both the Giulia Quadrifoglio and Stelvio Ti are present in this Giulia. Going through a number of menus to accomplish simple tasks, slow performance, and a small number of crashes during my weeklong test. I really hope Alfa Romeo is working on some updates to get this system in order. Power comes from a turbocharged 2.0L four-cylinder delivering 280 horsepower and 306 pound-feet of torque. This is paired with an eight-speed automatic and optional Q4 all-wheel drive. I really liked this engine in the Stevlio as moved the compact crossover without breaking a sweat. In the Giulia, this engine makes this sedan fly away from stops. It is said the turbo-four can hit 60 mph in just over five seconds, which is fast for the class. One disappointment is the engine sounding like a diesel at idle, not something you want to have in an Italian sport sedan. EPA says the Giulia Ti with AWD will return 23 City/31 Highway/26 Combined. My average for the week landed around 23.6 in mostly city driving. One trait that both the Ti Sport and Quadrifoglio share is the handling. The chassis underneath allows the Giulia to dart around in the corners and keep body motions well in check. Steering is another bright spot where the vehicle would instantly respond to any input, along with provide good feedback. Ride quality is slightly better than the Quadrifoglio as only a small number of bumps come inside. Put the Giulia into Dynamic (sport mode) and the ride does become somewhat unbearable. Unfortunately, my Giulia Ti tester had an issue with the brakes. Whenever the brakes were applied, there was a noticeable screeching noise coming the rear of the vehicle. At first, I thought something had gotten lodged in the brakes. But the noise would go away after I had been driving for a bit. Park the car for awhile and drive it once again, the noise would return. This likely hints at something being warped - a bit disappointing for a vehicle that only had a few thousand miles on the odometer. The Giulia is one of those vehicles I really want to like a lot more than I currently do. Alfa Romeo still has a number of issues they need to address sooner than later. I only would recommend this model for those who understand what they’re getting into. Gallery: 2018 Alfa Romeo Giulia Ti Sport Q4 Disclaimer: Alfa Romeo Provided the Giulia, Insurance, and One Tank of Gas Year: 2018 Make: Alfa Romeo Model: Giulia Trim: Ti Sport Q4 Engine: 2.0L Turbocharged MultiAir SOHC Inline-Four Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 280 @ 5,200 Torque @ RPM: 306 @ 2,000 - 4,800 Fuel Economy: City/Highway/Combined - 23/31/26 Curb Weight: N/A Location of Manufacture: Cassino, Italy Base Price: $41,995 As Tested Price: $51,885 (Includes $1,295 Destination Charge) Options: Ti Sport AWD Package 22S - $2,500.00 Driver Assist Dynamic Plus Package - $1,500.00 Ti Leather Package - $995.00 8.8-inch AM/FM Bluetooth Radio with 3D Nav - $950.00 Harman/Kardon Premium Audio System - $900.00 Driver Assistance Static Package - $650.00 Vesuvio Gray Metallic - $600.00 19-inch x 8-inch Bright 5-Hole Aluminum Wheels - $500.00
  17. (Author's Note: Before diving into this review, I did an Afterthoughts piece on maximizing the fuel economy in the Grand Cherokee Trackhawk last month. If you want to see Trackhawk somewhat out of its element, then check out the piece here.) I keep a list of vehicles that I would like to evaluate on my computer. This list is what I reference whenever I reach out to automakers and inquire about getting vehicles. Some of the vehicles on the list only spend a short time, while others are there for years. An example of the latter is the Jeep Grand Cherokee SRT. Having driven this briefly a couple of times within the past few years, I was shocked by how capable this machine was around a winding road and power on tap. I always wanted to see how this model would fare during a week-long test where it would serve as a daily driver. Fast forward to this October when I finally got my chance to spend some quality time with one. Although, this wasn’t any Grand Cherokee SRT. What pulled up in my driveway was the SRT Trackhawk with the 6.2L Supercharged Hellcat V8 and 707 horsepower under the hood. This was going be an interesting week I thought while walking around the vehicle. The capability on offer with the Trackhawk really defies the laws of physics. For example, the Trackhawk will hit 60 mph in 3.5 seconds. Quite impressive when you consider that it tips the scales at a hefty 5,363 pounds. A lot of credit has to go to the all-wheel drive system which shuffles the power around to make sure it gets onto the payment, not in tire smoke. Stab the throttle and hold on to dear life as supercharged V8 thunders into life. Within the blink of an eye, you’ll be traveling well above the posted speed limits. Even lightly pressing on the pedal gets the Trackhawk up to speed at a surprising rate. Starting up the Trackhawk is always an event as the engine provides a growl that is more common on late 60’s high-performance muscle cars. Your neighbors may get annoyed get after while with the noise, especially in the early morning hours. On the road, it will be hard to resist stepping on the throttle to hear the whine of the supercharger and cracking exhaust note. Overall fuel economy for the week? Somehow, I was able to achieve 14 mpg. For the suspension, Jeep lowered the ride height, replaced various components, and did some revised tuning. It makes for an entertaining vehicle in the corners with reduced body roll and impressive response from the steering. Some drivers will be wishing for the steering to provide more road feel. A set of optional Pirelli P Zero tires were fitted onto my tester and provide a noticeable increase in grip. However, these tires perform at their best when they are warmed up. Push them when you first get onto the road or in cold weather, and you’ll find out they lose a fair amount of grip. The changes to the suspension does cause the ride to be slightly rougher with some bumps do make their way inside. The Grand Cherokee SRT was already an egressive looking beast with an altered front end (narrowed front grille with three slots underneath and black surround for the headlights), larger wheels, and huge exhaust tips. Trackhawk models only add some small touches such as ‘Supercharged’ badging on the doors, black exhaust tips, and a Trackhawk badge on the tailgate. If there is one disappointment to the Grand Cherokee Trackhawk, it would be the interior. For a vehicle with a price tag of over $90,000, Jeep could have done something to make it feel somewhat special. Yes, there is carbon fiber trim, Alcantara inserts for the seats, and a quite thick steering wheel. But the rest if the interior is what you’ll find on other Grand Cherokees, which makes the Trackhawk a bit of a tough sell. On the upside, the Trackhawk retains many of the plus points of the Grand Cherokee’s interior such as ample room for passengers, logical control layout, and the excellent UConnect infotainment system. To summarize the Grand Cherokee Trackhawk, it is quite absurd. An SUV should not be able to hit 60 mph in under four seconds, be agile in the corners, and have a snarl that will give muscle cars a run for their money. It is not a logical vehicle and yet, it is quite impressive what has been pulled off. Disclaimer: Jeep Provided the Grand Cherokee, Insurance, and One Tank of Gas Gallery: 2018 Jeep Grand Cherokee SRT Trackhawk Year: 2018 Make: Jeep Model: Grand Cherokee Trim: SRT Trackhawk Engine: 6.2L Supercharged V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 707 @ 6,000 Torque @ RPM: 645 @ 4,800 Fuel Economy: City/Highway/Combined - Curb Weight: 53,63 lbs Location of Manufacture: Detroit, Michigan Base Price: $86,200 As Tested Price: $91,530 (Includes $1,445 Destination Charge) Options: High-Performance Audio System - $1,995.00 20-inch x 10-inch Black Satin Aluminum Wheels - $995.00 295/45ZR20 BSW 3 Season Tires - $895.00
  18. (Author's Note: Before diving into this review, I did an Afterthoughts piece on maximizing the fuel economy in the Grand Cherokee Trackhawk last month. If you want to see Trackhawk somewhat out of its element, then check out the piece here.) I keep a list of vehicles that I would like to evaluate on my computer. This list is what I reference whenever I reach out to automakers and inquire about getting vehicles. Some of the vehicles on the list only spend a short time, while others are there for years. An example of the latter is the Jeep Grand Cherokee SRT. Having driven this briefly a couple of times within the past few years, I was shocked by how capable this machine was around a winding road and power on tap. I always wanted to see how this model would fare during a week-long test where it would serve as a daily driver. Fast forward to this October when I finally got my chance to spend some quality time with one. Although, this wasn’t any Grand Cherokee SRT. What pulled up in my driveway was the SRT Trackhawk with the 6.2L Supercharged Hellcat V8 and 707 horsepower under the hood. This was going be an interesting week I thought while walking around the vehicle. The capability on offer with the Trackhawk really defies the laws of physics. For example, the Trackhawk will hit 60 mph in 3.5 seconds. Quite impressive when you consider that it tips the scales at a hefty 5,363 pounds. A lot of credit has to go to the all-wheel drive system which shuffles the power around to make sure it gets onto the payment, not in tire smoke. Stab the throttle and hold on to dear life as supercharged V8 thunders into life. Within the blink of an eye, you’ll be traveling well above the posted speed limits. Even lightly pressing on the pedal gets the Trackhawk up to speed at a surprising rate. Starting up the Trackhawk is always an event as the engine provides a growl that is more common on late 60’s high-performance muscle cars. Your neighbors may get annoyed get after while with the noise, especially in the early morning hours. On the road, it will be hard to resist stepping on the throttle to hear the whine of the supercharger and cracking exhaust note. Overall fuel economy for the week? Somehow, I was able to achieve 14 mpg. For the suspension, Jeep lowered the ride height, replaced various components, and did some revised tuning. It makes for an entertaining vehicle in the corners with reduced body roll and impressive response from the steering. Some drivers will be wishing for the steering to provide more road feel. A set of optional Pirelli P Zero tires were fitted onto my tester and provide a noticeable increase in grip. However, these tires perform at their best when they are warmed up. Push them when you first get onto the road or in cold weather, and you’ll find out they lose a fair amount of grip. The changes to the suspension does cause the ride to be slightly rougher with some bumps do make their way inside. The Grand Cherokee SRT was already an egressive looking beast with an altered front end (narrowed front grille with three slots underneath and black surround for the headlights), larger wheels, and huge exhaust tips. Trackhawk models only add some small touches such as ‘Supercharged’ badging on the doors, black exhaust tips, and a Trackhawk badge on the tailgate. If there is one disappointment to the Grand Cherokee Trackhawk, it would be the interior. For a vehicle with a price tag of over $90,000, Jeep could have done something to make it feel somewhat special. Yes, there is carbon fiber trim, Alcantara inserts for the seats, and a quite thick steering wheel. But the rest if the interior is what you’ll find on other Grand Cherokees, which makes the Trackhawk a bit of a tough sell. On the upside, the Trackhawk retains many of the plus points of the Grand Cherokee’s interior such as ample room for passengers, logical control layout, and the excellent UConnect infotainment system. To summarize the Grand Cherokee Trackhawk, it is quite absurd. An SUV should not be able to hit 60 mph in under four seconds, be agile in the corners, and have a snarl that will give muscle cars a run for their money. It is not a logical vehicle and yet, it is quite impressive what has been pulled off. Disclaimer: Jeep Provided the Grand Cherokee, Insurance, and One Tank of Gas Gallery: 2018 Jeep Grand Cherokee SRT Trackhawk Year: 2018 Make: Jeep Model: Grand Cherokee Trim: SRT Trackhawk Engine: 6.2L Supercharged V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 707 @ 6,000 Torque @ RPM: 645 @ 4,800 Fuel Economy: City/Highway/Combined - Curb Weight: 53,63 lbs Location of Manufacture: Detroit, Michigan Base Price: $86,200 As Tested Price: $91,530 (Includes $1,445 Destination Charge) Options: High-Performance Audio System - $1,995.00 20-inch x 10-inch Black Satin Aluminum Wheels - $995.00 295/45ZR20 BSW 3 Season Tires - $895.00 View full article
  19. When Toyota introduced the Prius C back in 2012, it served two purposes. It was the entry-level model for then growing Prius family (Prius, Prius Plug-In, and Prius V). Plus, it was part of a small group of vehicles that could achieve almost 50 mpg if driven efficiently. But Toyota really hasn’t made any changes to the Prius C since it was launched, only making minor changes to the feature set for the past few years. Meanwhile, the rest of the Prius lineup has undergone significant changes with models either being dropped (Prius V) or being redesigned (Prius). For 2018, Toyota has decided to take the Prius C out of its deep freeze and make some changes. But is that enough considering larger hybrid models return higher fuel economy figures, and are slightly more expensive? The answer is no. Toyota has given the Prius C a much needed exterior update with a revised front end (new hood shape and slimmer grille), crossover-esq design touches (black wheel arches, faux skid plates, and a set of roof rails), and a set of 15-inch alloy wheels. The Prius C is one of the few Toyota models that come in a number of vibrant colors like the Tangerine Orange on this tester. It did make it look like a giant Jack-O-Lantern, but it also gave this small model some personality. The Prius C’s interior design is a bit odd. While it lacks some of the craziness found in the standard Prius (see the Storm Trooper inspired center console and stack), there are some decisions that left me scratching my head. For example, there is a storage shelf behind the steering wheel. I not sure what you can put in there aside from spare change or snacks to eat while on the move. Almost all of the materials used in the Prius C are hard plastics. Usually, I would be giving this pass considering it is a subcompact vehicle and this one of the sacrifices needed to meet the low price. But this particular Prius C has an as-tested price of $26,479. For that price, I do wish Toyota had stuck some soft-touch material to ease some of the pain on the wallet. The manual adjustments weren’t the smoothest and it took me a few days to find a position that didn’t have me constantly fidgeting around. This is disappointing considering the seat itself is nice to sit on with soft padding and decent support for long trips. In the back seat, headroom is surprisingly good due to the tall height of the roof. Like other subcompacts, the Prius C’s rear legroom is on the tight side. All Prius Cs come with a 6.1-inch touchscreen with Toyota’s Entune infotainment system. Higher end models like my Four tester come with navigation. The screen is a bit on the small side, which makes it hard to hit some of the touchscreen buttons. At least the screen is easy to read and bright. One slight disappointment is the slowness of the system. Compared to other hybrid vehicles, Entune is a few ticks slower when going through the various screens. The Prius C’s hybrid powertrain is comprised of a 1.5L Atkinson Cycle four-cylinder, 45 kW electric motor, Nickel-Metal Hydride battery pack, and a CVT. Total output is rated at 99 horsepower. If your driving takes place mostly in urban areas, then the Prius C is a fine car. At speeds under 45 mph, the powertrain gets the vehicle moving a decent clip. But there is a fair amount of buzzing coming from the engine and CVT. On rural roads and highways, the limited performance of hybrid powertrain makes itself known as the model records a 0-60 mph of over 12 seconds. Passing is best done when there are no vehicles appearing in your eyesight. EPA fuel economy figures for the Prius C are 48 City/43 Highway/46 Combined. The figures are disappointing when you consider the likes of the Toyota Prius and Hyundai Ioniq return higher figures - 54/50/52 for the Prius and 55/54/55 in the Ioniq. My average for the Prius C was 49.6 mpg, very disappointing when compared to the 60 mpg in the Prius and 62 mpg in the Ioniq Blue I have reviewed previously. The reason for the poor fuel economy showing in the Prius C comes down Toyota not making any changes to the powertrain since its launch in 2012. Handling in the Prius C is quite surprising with excellent body control and feeling quite nimble around the corners. The low-rolling resistance tires will complain if you decide to push it. Where the Prius C shines is in an urban area where the compact size and tight turning radius make it easy to navigate tight spots. Ride quality is about average with most bumps being smoothed over. One item to be aware of is the abundance of road and wind noise. Be prepared to crank the radio up to drown out most of the road noise. We come now to the Prius C’s big problem. The base C One begins at $20,630. My Four tester begins at $24,965, which already makes it a tough sell when you consider that the larger Prius Two is only $280 less and returns higher fuel economy figures. With a couple of options and destination, the as-tested price came to $26,479. Again, you can get into larger Prius or the Hyundai Ioniq that not only offer better fuel economy figures but more features for a similar price. Gallery: 2018 Toyota Prius C Four Disclaimer: Toyota Provided the Prius C, Insurance, and One Tank of Gas Year: 2018 Make: Toyota Model: Prius C Trim: Four Engine: Hybrid Synergy Drive: 1.5L DOHC 16-Valve VVT-i, Electric Motor, Sealed Nickel-Metal Hydride Battery Pack Driveline: eCVT, Front-Wheel Drive Horsepower @ RPM: 73 @ 4,800 (Gas); 60 @ 0 (Electric) Torque @ RPM: 82 @ 4,000 (Gas); 125 @ 0 (Electric) Fuel Economy: City/Highway/Combined - 48/43/46 Curb Weight: 2,530 lbs Location of Manufacture: Isawa, Iwate, Japan Base Price: $24,965 As Tested Price: $26,479 (Includes $895.00 Destination Charge) Options: Special Color - $395.00 Carpet Floor Mats/Cargo Mat - $224.00
  20. When Toyota introduced the Prius C back in 2012, it served two purposes. It was the entry-level model for then growing Prius family (Prius, Prius Plug-In, and Prius V). Plus, it was part of a small group of vehicles that could achieve almost 50 mpg if driven efficiently. But Toyota really hasn’t made any changes to the Prius C since it was launched, only making minor changes to the feature set for the past few years. Meanwhile, the rest of the Prius lineup has undergone significant changes with models either being dropped (Prius V) or being redesigned (Prius). For 2018, Toyota has decided to take the Prius C out of its deep freeze and make some changes. But is that enough considering larger hybrid models return higher fuel economy figures, and are slightly more expensive? The answer is no. Toyota has given the Prius C a much needed exterior update with a revised front end (new hood shape and slimmer grille), crossover-esq design touches (black wheel arches, faux skid plates, and a set of roof rails), and a set of 15-inch alloy wheels. The Prius C is one of the few Toyota models that come in a number of vibrant colors like the Tangerine Orange on this tester. It did make it look like a giant Jack-O-Lantern, but it also gave this small model some personality. The Prius C’s interior design is a bit odd. While it lacks some of the craziness found in the standard Prius (see the Storm Trooper inspired center console and stack), there are some decisions that left me scratching my head. For example, there is a storage shelf behind the steering wheel. I not sure what you can put in there aside from spare change or snacks to eat while on the move. Almost all of the materials used in the Prius C are hard plastics. Usually, I would be giving this pass considering it is a subcompact vehicle and this one of the sacrifices needed to meet the low price. But this particular Prius C has an as-tested price of $26,479. For that price, I do wish Toyota had stuck some soft-touch material to ease some of the pain on the wallet. The manual adjustments weren’t the smoothest and it took me a few days to find a position that didn’t have me constantly fidgeting around. This is disappointing considering the seat itself is nice to sit on with soft padding and decent support for long trips. In the back seat, headroom is surprisingly good due to the tall height of the roof. Like other subcompacts, the Prius C’s rear legroom is on the tight side. All Prius Cs come with a 6.1-inch touchscreen with Toyota’s Entune infotainment system. Higher end models like my Four tester come with navigation. The screen is a bit on the small side, which makes it hard to hit some of the touchscreen buttons. At least the screen is easy to read and bright. One slight disappointment is the slowness of the system. Compared to other hybrid vehicles, Entune is a few ticks slower when going through the various screens. The Prius C’s hybrid powertrain is comprised of a 1.5L Atkinson Cycle four-cylinder, 45 kW electric motor, Nickel-Metal Hydride battery pack, and a CVT. Total output is rated at 99 horsepower. If your driving takes place mostly in urban areas, then the Prius C is a fine car. At speeds under 45 mph, the powertrain gets the vehicle moving a decent clip. But there is a fair amount of buzzing coming from the engine and CVT. On rural roads and highways, the limited performance of hybrid powertrain makes itself known as the model records a 0-60 mph of over 12 seconds. Passing is best done when there are no vehicles appearing in your eyesight. EPA fuel economy figures for the Prius C are 48 City/43 Highway/46 Combined. The figures are disappointing when you consider the likes of the Toyota Prius and Hyundai Ioniq return higher figures - 54/50/52 for the Prius and 55/54/55 in the Ioniq. My average for the Prius C was 49.6 mpg, very disappointing when compared to the 60 mpg in the Prius and 62 mpg in the Ioniq Blue I have reviewed previously. The reason for the poor fuel economy showing in the Prius C comes down Toyota not making any changes to the powertrain since its launch in 2012. Handling in the Prius C is quite surprising with excellent body control and feeling quite nimble around the corners. The low-rolling resistance tires will complain if you decide to push it. Where the Prius C shines is in an urban area where the compact size and tight turning radius make it easy to navigate tight spots. Ride quality is about average with most bumps being smoothed over. One item to be aware of is the abundance of road and wind noise. Be prepared to crank the radio up to drown out most of the road noise. We come now to the Prius C’s big problem. The base C One begins at $20,630. My Four tester begins at $24,965, which already makes it a tough sell when you consider that the larger Prius Two is only $280 less and returns higher fuel economy figures. With a couple of options and destination, the as-tested price came to $26,479. Again, you can get into larger Prius or the Hyundai Ioniq that not only offer better fuel economy figures but more features for a similar price. Gallery: 2018 Toyota Prius C Four Disclaimer: Toyota Provided the Prius C, Insurance, and One Tank of Gas Year: 2018 Make: Toyota Model: Prius C Trim: Four Engine: Hybrid Synergy Drive: 1.5L DOHC 16-Valve VVT-i, Electric Motor, Sealed Nickel-Metal Hydride Battery Pack Driveline: eCVT, Front-Wheel Drive Horsepower @ RPM: 73 @ 4,800 (Gas); 60 @ 0 (Electric) Torque @ RPM: 82 @ 4,000 (Gas); 125 @ 0 (Electric) Fuel Economy: City/Highway/Combined - 48/43/46 Curb Weight: 2,530 lbs Location of Manufacture: Isawa, Iwate, Japan Base Price: $24,965 As Tested Price: $26,479 (Includes $895.00 Destination Charge) Options: Special Color - $395.00 Carpet Floor Mats/Cargo Mat - $224.00 View full article
  21. I happen to be a big fan of the Kia Soul. Its daring looks, spacious interior, and overall value make it an interesting option in the compact class. It seems many others would agree as the Soul is one of Kia’s best selling models. To help keep it up there, Kia has introduced a new turbo engine for the top-line Exclaim (!) model along with minor changes for 2017. Let's see how these changes affect the Soul. Aside from the turbo engine, Kia made some design tweaks to the Exclaim to have it stand out from other Soul trims. This includes a new front bumper, red accents, 18-inch alloy wheels, a twin-tip exhaust, and exclusive colors like this copper color seen here. The little changes really make the Soul stand out even further than before. Moving on to the turbo engine, it is a 1.6L four-cylinder packing 201 horsepower and 195 pound-feet of torque. This is only paired with a seven-speed dual-clutch transmission. If you really want a manual with your turbo-four, Kia will gladly sell you a Forte5 SX which features the same engine. There is a brief moment of turbo lag when you step on the accelerator, but the engine comes into its own after this with power building smoothly. There are no issues with getting up to speed when merging or making a pass. The dual-clutch transmission is a bit of a mixed bag. In stop-and-go traffic, the transmission exhibits some jerkiness and lazy shifts. We also noticed the transmission was slow to respond in terms of downshifting, making us think the programming for this transmission was focused on fuel economy. At higher speeds, the transmission is better with rapid and smooth shifts. The turbo engine has the highest fuel economy fuel economy figures in the Soul lineup with an EPA rating of 26 City/31 Highway/28 Combined. We saw an average of 25.3 mpg during our week in mostly city driving, which is slightly disappointing. With the turbo engine and racy looks, you might think that this particular Soul is fun to drive. Sorry to burst your bubble, but that is not the case. Out on a winding road, the Soul is competent with minimal body roll and okay steering. This would be ok if it weren’t for the sporty image that is being portrayed by the exterior. We do wish that Kia had made some changes to the suspension to make it slightly sportier. The upside to not messing with the Soul’s suspension is it mostly retains the smooth and comfortable ride of other models. Mostly is the keyword as the 18-inch wheels do introduce some harshness to the Soul’s ride. There is a fair amount of wind and road noise, most of this due to the Soul’s boxy shape. The Soul’s interior is still as sharp looking as it first was when the current model was launched in 2013. Little touches such as the uniquely styled air vents and orange accent stitching give the Soul a bit of whimsy. The extensive use of soft-touch materials gives off an aura of quality. Driver and passenger get power seats which make finding a comfortable position very easy. Those sitting in the back will appreciate the large amount of head and legroom, due to the Soul’s boxy shape. Our test Soul came with optional Technology Package that includes an 8-inch touchscreen with Kia’s UVO infotainment system and navigation. It is beginning to show its age in terms of the graphics, but it is still one of the most intuitive systems on sale today. A simple layout and redundant physical buttons make it breeze to use. Apple CarPlay and Android Auto integration is an added bonus. The Exclaim begins at $22,650 and comes well equipped. Standard features include automatic climate control, 7-inch touchscreen with UVO, Bluetooth, leather and cloth wrapped seats, push-button start with proximity key, and automatic headlights. Opt for the technology to get the 8-inch system, blind spot monitoring with rear-cross traffic alert, heated seats and steering wheel, and power folding mirrors. For only $26,995, you get a nicely equipped vehicle. Our test vehicle is slightly more expensive at $27,620 due to an optional panoramic sunroof which we would skip. Disclaimer: Kia Provided the Soul, Insurance, and One Tank of Gas Year: 2017 Make: Kia Model: Soul Trim: ! (Exclaim) Engine: Turbocharged 1.6L GDI Four-Cylinder Driveline: Front-Wheel Drive, Seven-Speed Dual-Clutch Automatic Horsepower @ RPM: 201 @ 6,000 Torque @ RPM: 195 @ 1,500 - 4,500 Fuel Economy: City/Highway/Combined - 26/31/28 Curb Weight: 3,232 lbs Location of Manufacture: Gwangju, South Korea Base Price: $22,650 As Tested Price: $27,620 (Includes $850.00 Destination Charge) Options: Technology Package - $3,000.00 Panoramic Sunroof - $1,000.00 Carpeted Floor Mars - $120.00
  22. I’m one of the few people who actually like the current Toyota Prius - I named it one of my favorite vehicles last year. It offers excellent fuel economy and noticeable improvements to the interior and handling. So what happens when you add a plug to it? You end up with the Prius Prime which is much better than the last-generation Prius Plug-In and makes for an interesting alternative to Chevrolet Volt if you happen to be on a budget. The regular Prius was already a model that you either loved or hated the design. The Prime only exacerbates this as it comes with new front and rear styling to set it apart. The front end gets a new black treatment for the middle that makes it look like it is wearing a mask to hide its identity. A set of quad-LED headlights come from the Mirai and makes the Prime look futuristic. The back features a new tailgate design with what Toyota calls a “dual wave.” It may look ridiculous when put next to the standard Prius, but I dig it. One more thing about the rear tailgate; it happens to made out of carbon fiber to help reduce some weight out of the Prime. The weight loss is not really that impressive as the tailgate only drops 8 pounds from the curb weight. Move inside and the Prime is mostly similar to the Prius I drove last year with an abundance of soft-touch materials, color screens for the instrument cluster, and comfortable front seats. The key differences? You’ll only find seating for two in the back and cargo space is slightly smaller (19.8 vs. 24.6 cubic feet) due to the larger battery taking up some of the precious cargo space. One key item Toyota is proud of in the Prius Prime is an 11.6-inch, vertical touchscreen that controls many of the vehicle’s function such as navigation, audio, and climate control. But you may notice our test Prime doesn’t have it. That’s because the larger screen is only available on the Premium and Advanced models. The base Plus sticks with the 7-inch touchscreen with Entune. From reviews I have been reading about the Prime with the larger screen, it is a mess. The user interface is a bit of mess, performance is meh, and the screen washes out when sunlight hits it. The 7-inch system doesn’t have all of these issues - aside from the sunlight one. Entune may look a little bit dated, but the interface is easy to wrap your head around and performance is pretty snappy. The Prime’s powertrain is the same as the standard Prius; 1.8L Atkinson-Cycle four-cylinder engine and two electric motors/generators producing a total output of 121 horsepower and 105 pound-feet of torque. Where it differs is the battery. The Prime comes with a 95-cell, 8.8-kWh Lithium-ion battery pack. This allows for 25 miles of electric motoring - 14 miles more than the last-generation Prius Plug-In. In electric mode, the Prius Prime feels confident when leaving a stop as the electric motors provide that immediate thrust of power. This is a vehicle that will make other drivers question their thoughts about the Prius. When the Prime is put into the hybrid mode, it feels and goes like a slower Prius. A lot of this is due to extra weight brought on the larger battery - about 300 pounds. You will notice the vehicle taking a few ticks longer to get up speed, especially on hills or merging on to a freeway. How much range was I able to squeeze out of the Prime? I was able to travel between 24 to 27 miles on EV power. Average fuel economy landed around 75 mpg with mostly city driving. When I first got the Prius Prime, I had to plug it in to get the battery charged up. On a 120V outlet, it took 5 hours and 30 minutes to recharged - exactly the time listed by Toyota. If you have a 240V charger, a full recharge only takes 2 hours and 10 minutes on 240V When the battery is halfway depleted, it took about 2 hours and 30 minutes to fully recharge. The Prius was quite a shock when I drove it last year as it drove surprisingly well. It provided decent handling and the steering felt somewhat natural. The same is true for the Prime. You would think after four-generations of the Prius, Toyota would have finally figured out how to make the regenerative brakes feel like brakes in a standard car. But this isn’t the case. Like in the Prius I drove last year, the Prime exhibited brakes that felt numb and having to push further on the pedal to bring the vehicle to a stop. The Toyota Prius Prime is a huge improvement over the old the Prius Plug-In Hybrid as it offers a better EV range, short recharging time, and a much nicer interior. The exterior will put some people off and Toyota still needs to work on improving the Prius’ brakes. We have to address the elephant in the room, the Chevrolet Volt. The Volt does offer a longer range (53 miles), much better brakes, and a sharper exterior. The Prius Prime fights back with a larger interior, shorter recharging times, and low price. If I had the money, I would be picking up a Volt Premier as I think it is the slightly better vehicle. But if I only had $30,000 to spend and wanted something fuel efficient, the Prius Prime would be at the top of the list. Disclaimer: Toyota Provided the Prius Prime, Insurance, and One Tank of Gas Year: 2017 Make: Toyota Model: Prius Prime Trim: Plus Engine: 1.8L DOHC, VVT-i Atkinson Cycle Four-Cylinder, Two Electric Motors Driveline: Front-Wheel Drive, ECVT Horsepower @ RPM: 95 @ 5,200 (Gas), 71 @ 0 (Electric), 121 (Combined) Torque @ RPM: 105 @ 5,200 (Gas), 120 @ 0 (Electric) Fuel Economy: Electric + Gas, Hybrid City/Highway/Combined - 133 MPGe, 55/53/54 Curb Weight: 3,365 lbs Location of Manufacture: Aichi, Japan Base Price: $27,100 As Tested Price: $28,380 (Includes $885.00 Destination Charge) Options: Special Color (Hypersonic Red) - $595.00
  23. The Mazda6 is a prime example of how making various improvements throughout the lifecycle can make a vehicle. Since the first model I drove back in 2014, Mazda has been messing around with various aspects such as the interior and NVH levels. Last year saw Mazda make some key changes to 6 with the big news being the introduction of a turbocharged 2.5L four-cylinder from the CX-9 crossover. This was to address one of the major shortcomings of the sedan, lackluster performance when it comes to making a pass or merging onto a freeway. There are some other minor changes to go with the updated engine that help make the Mazda6 feel a bit more rounded. The turbocharged 2.5L four-cylinder produces 227 horsepower (250 on premium fuel) and 310 pound-feet of torque. This is paired with a six-speed automatic to the front wheels. I praised this engine in the CX-9 I drove back in the summer with a linear flow of power and no hint of turbo lag. Those carry over to the 6, along with the feeling of confidence that you’ll be able to pass or merge onto a freeway without any issue. It was quite startling how quick the 6 accelerated from 45 to 70 on a freeway on-ramp, only taking a few seconds. The six-speed automatic works seamlessly with the turbo engine, providing snappy up and downshifts. One other trait of the turbo engine I was impressed with was NVH levels. There was barely any engine noise or the whoosh of the turbo when accelerating. Mazda hasn’t messed with the 6’s chassis with the addition of the turbo engine. It still has the planted feeling and minimal body roll that imparts a lot of confidence to a driver. Steering is quick and provides the right balance of weight and feel. One surprise is how the 2018 model rides slightly better than the 2017 model as bumps are better isolated. This might be Exterior enhancements are small with a new grille design, LED headlights, and the 19-inch wheels. But they do a surprising job of keeping of the 6’s exterior looking fresh. The enhancements for the interior really help Mazda’s ambition to become more premium. The dash has been slightly restyled and now comes with stitched upholstery and natural wood trim. The climate control system has been redesigned that makes it slightly easier to use. Mazda has started rolling out Apple CarPlay and Android Auto compatibility on the 6 for 2018 via an update. My test car had had the update, but I was unable to try it out as I could not pick the option in the system. I’m not sure of the issue, but I hope to try it once again in a future Mazda product. The turbo engine is only available on the Grand Touring, Grand Touring Reserve, and Signature. My test 6 was the top-line Signature that carries a base price of $34,750. With destination and some options, the as-tested price came to $36,140. If I was to buy one, I would drop down to the Grand Touring Reserve which begins at $31,750. I would lose out on the 360-degree camera system, Nappa leather upholstery, and digital gauge cluster. But I would keep a number of desirable features such as the ventilated front seats, heated steering wheel, heads-up display, and power front seats. Every Mazda6 review has seen me come to the same conclusion; the sedan is so close to being considered one of the best, but it is missing a certain thing. But this conclusion is different. Mazda has been able to fix the various issues I have complained about over the past few years and now have a very compelling midsize sedan. It's a shame that the 6 along with other midsize sedans are being overshadowed by the likes of crossovers. But for those who still have their heart set on a sedan, then I have no issue in recommending the 6 as an option worthy of consideration. Disclaimer: Mazda Provided the 6, Insurance, and One Tank of Gas 2018 Mazda6 Signature Gallery Year: 2018 Make: Mazda Model: 6 Trim: Signature Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder Driveline: Six-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium) Torque @ RPM: 310 @ 2,000 rpm Fuel Economy: City/Highway/Combined - 23/31/26 Curb Weight: 3,560 lbs Location of Manufacture: Hofu, Japan Base Price: $34,750 As Tested Price: $36,140 (Includes $890.00 Destination Charge) Options: Machine Gray Paint - $300.00 Scuff Plates - $125.00 Cargo Mat - $75.00 View full article
  24. The Mazda6 is a prime example of how making various improvements throughout the lifecycle can make a vehicle. Since the first model I drove back in 2014, Mazda has been messing around with various aspects such as the interior and NVH levels. Last year saw Mazda make some key changes to 6 with the big news being the introduction of a turbocharged 2.5L four-cylinder from the CX-9 crossover. This was to address one of the major shortcomings of the sedan, lackluster performance when it comes to making a pass or merging onto a freeway. There are some other minor changes to go with the updated engine that help make the Mazda6 feel a bit more rounded. The turbocharged 2.5L four-cylinder produces 227 horsepower (250 on premium fuel) and 310 pound-feet of torque. This is paired with a six-speed automatic to the front wheels. I praised this engine in the CX-9 I drove back in the summer with a linear flow of power and no hint of turbo lag. Those carry over to the 6, along with the feeling of confidence that you’ll be able to pass or merge onto a freeway without any issue. It was quite startling how quick the 6 accelerated from 45 to 70 on a freeway on-ramp, only taking a few seconds. The six-speed automatic works seamlessly with the turbo engine, providing snappy up and downshifts. One other trait of the turbo engine I was impressed with was NVH levels. There was barely any engine noise or the whoosh of the turbo when accelerating. Mazda hasn’t messed with the 6’s chassis with the addition of the turbo engine. It still has the planted feeling and minimal body roll that imparts a lot of confidence to a driver. Steering is quick and provides the right balance of weight and feel. One surprise is how the 2018 model rides slightly better than the 2017 model as bumps are better isolated. This might be Exterior enhancements are small with a new grille design, LED headlights, and the 19-inch wheels. But they do a surprising job of keeping of the 6’s exterior looking fresh. The enhancements for the interior really help Mazda’s ambition to become more premium. The dash has been slightly restyled and now comes with stitched upholstery and natural wood trim. The climate control system has been redesigned that makes it slightly easier to use. Mazda has started rolling out Apple CarPlay and Android Auto compatibility on the 6 for 2018 via an update. My test car had had the update, but I was unable to try it out as I could not pick the option in the system. I’m not sure of the issue, but I hope to try it once again in a future Mazda product. The turbo engine is only available on the Grand Touring, Grand Touring Reserve, and Signature. My test 6 was the top-line Signature that carries a base price of $34,750. With destination and some options, the as-tested price came to $36,140. If I was to buy one, I would drop down to the Grand Touring Reserve which begins at $31,750. I would lose out on the 360-degree camera system, Nappa leather upholstery, and digital gauge cluster. But I would keep a number of desirable features such as the ventilated front seats, heated steering wheel, heads-up display, and power front seats. Every Mazda6 review has seen me come to the same conclusion; the sedan is so close to being considered one of the best, but it is missing a certain thing. But this conclusion is different. Mazda has been able to fix the various issues I have complained about over the past few years and now have a very compelling midsize sedan. It's a shame that the 6 along with other midsize sedans are being overshadowed by the likes of crossovers. But for those who still have their heart set on a sedan, then I have no issue in recommending the 6 as an option worthy of consideration. Disclaimer: Mazda Provided the 6, Insurance, and One Tank of Gas 2018 Mazda6 Signature Gallery Year: 2018 Make: Mazda Model: 6 Trim: Signature Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder Driveline: Six-Speed Automatic, Front-Wheel Drive Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium) Torque @ RPM: 310 @ 2,000 rpm Fuel Economy: City/Highway/Combined - 23/31/26 Curb Weight: 3,560 lbs Location of Manufacture: Hofu, Japan Base Price: $34,750 As Tested Price: $36,140 (Includes $890.00 Destination Charge) Options: Machine Gray Paint - $300.00 Scuff Plates - $125.00 Cargo Mat - $75.00
  25. “Despite the positives, the Ioniq finds itself between a rock and hard place.” That was how I closed my review of the 2017 Hyundai Ioniq SEL earlier this year. Despite me finding a lot to like about this hybrid, I found myself struggling as determining whether it was better or worse than the Toyota Prius. A few weeks ago, another Ioniq arrived in my driveway for a weeklong evaluation. This particular variant is the base Blue model, which is positioned as the mileage champ in the Ioniq lineup. Maybe this model could sway me in one direction or the other. EPA figures stand at 57 City/59 Highway/58 Combined, up 2/5/3 when compared to the Ioniq SEL I drove last year. My average for the week was an impressive 62 mpg - a huge increase over the 45 mpg in the last Ioniq I drove. Why the massive difference in average fuel economy? It comes down to the weather. The Blue was driven in a week where the average temperature was around 80 degrees, whereas the SEL was driven in conditions where it was below freezing. The warmer temps allowed the vehicle to rely more on electric power only. I would estimate that 30 to 40 percent of the miles driven in the Ioniq was just on electric only. The powertrain is unchanged in the Blue. There’s a 1.6L Atkinson Cycle four-cylinder engine, a 32 kW electric motor, and a Lithium-ion Polymer battery that produces a total output of 139 horsepower. This is paired with a six-speed dual-clutch transmission. I had no issues with keeping up with traffic as the powertrain delivered decent acceleration. The dual-clutch delivered smooth and quick shifts. Handling is a strong point to the Ioniq as it delivers little body roll and responds quickly to steering inputs. Ride quality could be better as the Ioniq does let in more jolts than the Kia Niro or Toyota Prius. Another area the Ioniq doesn’t fare so well in us noise isolation. There is a fair amount of tire roar that comes inside at speeds above 50 mph. Telling the Ioniq Blue apart from the other models is quite easy. The front end has a plain black grille and vents in the bumper where the LED foglights would reside. 15-inch wheels with aero wheel covers come standard. Aside from some missing features such as power adjustments for the driver’s seat, the interior of the Ioniq Blue is the same as the SEL. That means a simple and clean dash design, a set of front seats that become a bit uncomfortable during long trips, and a tight back seat for tall passengers. For being a base model, the Blue comes well equipped. There is a proximity key, push-button start, 7-inch touchscreen with Apple CarPlay and Android Auto compatibility; Bluetooth, dual-zone climate control, and automatic headlights. How much? The Blue begins at $22,220, and my tester came to an as-tested price of $23,210 with destination and optional floor mats. As my week with the Ioniq Blue came to a close, I came to the realization that I liked it slightly more than the Prius. A lot of it comes down to the Ioniq offering better performance while returning just as impressive fuel economy figures as the Prius I drove back in 2016. The high amount of features for a low price also favors the Ioniq. I still do think the Ioniq is in a bit of tough spot due to the large appetite for crossovers. This is evident when you compare the sales of the Ioniq to its sister model, the Kia Niro. Through the end of July, the Niro outsold the Ioniq by 6,716 units. Disclaimer: Hyundai Provided the Ioniq, Insurance, and One Tank of Gas Year: 2018 Make: Hyundai Model: Ioniq Trim: Blue Engine: 1.6L GDI Atkinson-Cycle Four-Cylinder, Electric Motor, Lithium-ion Polymer Battery Pack Driveline: Six-Speed Dual-Clutch Transmission, Front-Wheel Drive Horsepower @ RPM: 104 @ 5,700 (Gas); 43 @ 0 (Electric); 139 (Total) Torque @ RPM: 109 @ 4,000 (Gas); 125 @ 0 (Electric) Fuel Economy: City/Highway/Combined - 57/59/58 Curb Weight: 2,996 lbs Location of Manufacture: Ulsan, South Korea Base Price: $22,200 As Tested Price: $23,210 (Includes $885.00 Destination Charge) Options: Carpeted Floor Mats - $125.00 View full article

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