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At an event in May, I got to spend some time with the 2020 Kia Telluride. The Telluride is an all-new model for Kia, though it is based on the Kia Sorento’s platform. Being a good bit longer than the 7-passenger Sorento, it is substantially roomier inside, allowing for 7 or 8 passenger configurations depending on trim level. The version I tested was the top of the line SX package with all-wheel drive and an additional Prestige Package. Kia makes standard a whole host of active safety equipment. Thankfully, I didn’t get to test any of the more important ones. One important safety feature on my shopping list is Smart Cruise Control with Stop and Go, and the Kia has it standard. On appearance alone, Kia is going to have a hit on their hands. Though on the same platform as the Kia Sorento, the Telluride strikes a handsome square and almost truck-like silhouette. The overall look is of a vehicle even bigger than it is. Up front are an attractive set of headlight clusters with yellow surround daytime running lamps. As this is a new entry to the segment, Kia spells out the model name across the front of the hood making sure you know what model vehicle it is. It still manages to look classy. My tester had the black 20-inch wheels, LED headlamps, and rear fix-glass sunroof that comes with the SX trim level. Because this was the top of the line SX with Prestige Package, it came with beautiful Napa leather chairs, second-row captain chairs, heads up display, and premium cloth headliner and sun visors. The overall fit and finish of my tester was excellent. Switchgear is nicely weighted and has a premium, if not luxury, feel to it. The styling inside is handsome if conservative, and passengers could be fooled into thinking they were in a vehicle of higher pedigree. While it is roomier than the Sorento, is it still smaller than some of its primary competition. The Honda Pilot, Chevrolet Traverse, and Buick Enclave all boast roomier interiors. Still, second-row comfort was good and third-row accessibility is acceptable, though best left to the kids. My experience with the Telluride’s 10-inch infotainment system was limited, however, it is based on the same UVO system found in their other vehicles. Even in its native modes, I find Kia UVO to be one of the easier systems to use, but if you use the included Android Auto and Apple Car Play most often, you won’t be in the native system much anyway. The only engine option on the Kia Telluride is a 291 horsepower 3.8 liter direct-injected V6. Torque comes in at 261 lb-ft, about average for this segment. Coupled to the engine is an 8-speed automatic, and if you check the box for an additional $2,000, you get an active AWD system. The system constantly monitors traction and via a controller in the cabin, the driver can select between 80/20 (Comfort and Snow), 65/35 (Sport), and 50/50 (Lock, best used for off-roading). If you do care to do off-roading, you have 8-inches of ground clearance to play with. Towing capacity is 5,000 pounds which again is pretty much the expected capacity for the segment. EPA fuel economy is rated at 19 city / 24 highway / 21 combined. The 2020 Telluride has not yet received a crash test rating. Though the engine only puts out 261 lb-ft of torque, the 8-speed automatic makes quick work of it and acceleration is sufficient at a reported 7.1 seconds. Engine noise is hushed and refined. One of my favorite things about the Kia Telluride is its ride. The suspension is soft and comfortable. The big 20-inch wheels can slam hard if one hits some more serious potholes, but overall this is one of the nicest riding big SUVs. That soft suspension does have a downside; body roll and handling are not what you would call sporting. Though the steering is precise and well weighted, the big Kia hefts and leans through corners. Take it slow with grandma in the back and all will be well. The towing package adds a hitch receiver and a load leveling suspension. Kia is not a brand known for luxury vehicles, but in SX Prestige trim, this Telluride can certainly count as one. That leads us to the price. At $46,860 after destination charges, the Telluride handily undercuts the competition, some of which don’t even offer the level of active safety technology the Kia offers as standard. If you’re shopping in the large SUV segment, the Kia Telluride is definitely one to add to your test drive list. Year: 2020 Make: Kia Model: Telluride Trim: SX Engine: 3.8L Gasoline Direct Injected V6 Driveline: All-Wheel Drive Horsepower @ RPM: 291 hp @ 6,000 rpm Torque @ RPM: 262 lb.-ft. @ 5,200 rpm Fuel Economy: City/Highway/Combined - 19/24/21 Curb Weight: 4482 lb. Location of Manufacture: West Point, GA Base Price: $31,690 As Tested Price: $45,815 Destination Charge: $1,045 Options: SX Prestige Package - $2,000 Carpeted Floor Mats - $210 Carpeted Cargo Mat w/ Seat Back Protection - $115 View full article

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

The Kia Forte could never claim to be the best compact car, but its low price and a long list of equipment made it an interesting alternative choice to the stalwarts of the compact class. This approach has worked well with the Forte becoming one of the brand’s best selling models. Kia wants to change the fortunes of the Forte with third-generation by not fully relying on price and value. I spent a week in the top-line EX Launch Edition to see how it fares. The new Mazda3 is considered by many to be the sexiest compact car on sale. Running a close second is the Forte. Elements of the Stinger are used throughout such as power bulge on the hood, headlights that extend into the fenders, and sculpting along the side. The only place where the design falters is in the rear with a set of triangular pods housing the reversing lights and turn signals. They ruin the elegant and upscale look Kia is trying to go for. The Forte’s interior at first glance may look somewhat plain, with only a set of circular vents and a strip of faux metal trim running across the dash being the interesting bits. But Kia has done its homework in building a high-quality interior. Almost all of the plastics used are soft-touch and feature different textures to make the vehicle look and feel more expensive than the actual price. Clever touches such as dual-zone climate control being standard on all models and a two-tier bin allowing you and a passenger to place their phones also set the Forte apart. The EX features leatherette upholstery, a 10-way power seat for the driver, and heat/ventilation for those sitting up front. I found the seats to be very easy to find a comfortable position, along with providing excellent support for long trips. The back seat is mixed with a decent of legroom, but headroom being somewhat at a premium due to an optional sunroof for those above six-feet. All Fortes come with an 8-inch touchscreen as standard with Kia’s UVO infotainment system. Navigation is only available on the EX if you order the Launch Edition package. The current incarnation of UVO is starting to look somewhat old in terms of the interface. It cannot be beaten for the overall ease of use with large touchpoints, simple menu layout, and physical shortcut buttons underneath the screen. Android Auto and Apple CarPlay integration is standard across the board. Power comes from a 2.0L four-cylinder engine pumping out 147 horsepower and 132 pound-feet of torque. The base FE gets a six-speed manual, while higher trims use a CVT. The powertrain goes about its business surprisingly well around down with the engine providing decent pull and the CVT mimicking an automatic transmission. But this powertrain falters when you need to get up to speed quickly. The engine runs out of steam when going above 60 mph and there is a noticeable drone coming from the CVT. Fuel economy in the 2019 Kia Forte EX is rated at 30 City/40 Highway/34 Combined. My average for the week landed around 33. The Forte really shines when it comes to ride quality. Despite having a slightly stiffer ride compared to the last-generation model, the sedan glides over most bumps with no issue. Road and wind noise were about average for the class, and could easily be drowned out by turning up the volume slightly. Handling is about average for the class with a slight amount of body lean and steering providing decent weight. To sum up, the large effort Kia has put into the 2019 Forte shows. The combination of styling, a long list of features, balance between ride and handling, and a surprising base price make it a real threat in the compact car class. The only item that needs to be addressed is the engine - ten extra horsepower and torque could make the difference. How I would configure a 2019 Kia Forte While the EX Launch Edition does provide some desirable features such as adaptive cruise control, QI wireless charging, and a Harman/Kardon audio system, I would drop down to the mid-level S. At $20,290, you’re getting a lot of equipment such as 17-inch alloy wheels, automatic headlights, forward collision warning with automatic braking, and keyless entry. I would add the $1,200 S Premium Package to get LED headlights, automatic high beams, and a power sunroof. With destination, the price comes to $22,415. Alternatives to the 2019 Kia Forte Hyundai Elantra: Mechanically similar to the Forte, albeit with a face that will scare small kids. Two turbo engine options - one focused on the economy while the other is for sport - might be attractive to some. Honda Civic: Drives slightly better than the Forte and offers more body styles. But lower reliability scores and confounding infotainment systems may cause you to look elsewhere. Chevrolet Cruze: While it lacks a number of features found on the Forte, it does offer a slightly smoother and quieter ride. Plus, dealers are starting to push a lot of cash on the hoods to get them moving. Disclaimer: Kia Provided the Forte, Insurance, and One Tank of Gas Year: 2019 Make: Kia Model: Forte Trim: EX Engine: 2.0L Multi-Port DOHC Inline-Four Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 147 @ 6,200 Torque @ RPM: 132 @ 4,500 Fuel Economy: City/Highway/Combined - 30/40/34 Curb Weight: 2,903 lbs Location of Manufacture: Pesqueria, NL, Mexico Base Price: $21,990 As Tested Price: $26,220 (Includes $895.00 Destination Charge) Options: EX Launch Edtion - $3,210.00 Carpeted Floor Mats - $125.00 View full article

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

The Kia Stinger has been one of the most hotly anticipated vehicles in recent years. Here was a model that promised to rival models from luxury brands in terms styling, performance, and handling at a lower price. It felt like Kia was bitting off more they could chew, but I was willing to give it a chance. After spending a week in a Stinger GT1, I have to say it delivers on most of those promises. Depending on where you look at the Stinger, the impression will range from something quite beautiful to a bit of a mess. Straight on the front, the Stinger looks like something from an Italian or German automaker with a narrow front grille, distinctive cuts on for the bumper, and a slightly contoured hood. The back is neatly shaped with a rounded tailgate, taillights that run the length of the rear end, and quad exhaust pipes. But the Stinger’s design begins to lose some elegance when looked at from an angle. Take the rear as an example. The way Kia tries to bring the coupe-like roofline, bulging rear fenders, 19-inch wheels, and taillights that extend into the fenders ends up looking somewhat awkward. Color also plays a big role in making or breaking the Stinger’s look. In the case of my tester, the white does help minimize some of the polarizing parts of the vehicle. Going with red only emphasizes them and that will turn off some folks. Compared to the outgoing and expressive look of the exterior, the Stinger’s interior is quite disappointing. The minimalist approach Kia employs in the Stinger with minimal brightwork and narrow center stack doesn’t fully fit the exclusive image being presented outside. Not helping are some of the materials used in the Stinger. Considering that Kia is pitting this model against the likes of Audi and BMW, some of the plastics don’t match up to the image being portrayed. The front seats in the Stinger GT offer excellent back support, along with numerous power adjustments including side bolstering. I did wish the bottom cushion was slightly longer to allow for better thigh support. Those sitting in the back will find adequate legroom, but headroom is tight due to the sloping roofline. It was a bit disappointing that Kia doesn’t offer seat heaters for the rear, considering some of their other models like the Optima offer it. One place that the Stinger excels at is cargo space. Open the rear hatch and you’ll find 23.3 cubic feet of space. This expands to 40.9 when the rear seats are folded. Only the Buick Regal Sportback and BMW 4-Series Gran Coupe offer more space. The Stinger GT uses an 8-inch touchscreen featuring Kia’s UVO infotainment system. We have heaped much praise on UVO on the system being simple to use and offering a number of features such as Apple CarPlay and Android Auto. I don’t like the placement of touchscreen on top of the dash as it makes hard to reach. Kia should consider adding some sort of control knob on the center console to improve overall usability. GT models get a 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. This comes paired with an eight-speed automatic and rear-wheel drive. Our tester came with the optional all-wheel drive system. I have experienced this engine in Genesis G80 Sport and G90, and have raved about how it delivers ample power no matter the driving situation, along with minimal turbo lag. Those same traits continue in the Stinger GT as the engine moves the vehicle at a surprising rate. The eight-speed automatic transmission delivers rapid and smooth shifts. The big downside the twin-turbo V6 is fuel economy. EPA rates the Stinger GT at 19 City/25 Highway/21 Combined for both rear and all-wheel drive. My average for the week landed around 18.2 mpg partly due to me dipping a bit too much into the boost. Kia has been making a big deal about how the Stinger GT can rival competitors from other brands in terms of handling. They bring up how Albert Biermann, the former head at BMW’s M performance division, helped in the development of the chassis. Seems like a lot of talk, but the good news is that Kia has delivered. Down a winding road, the Stinger GT exhibits qualities seen on such vehicles like the Cadillac ATS and Lexus IS 350 F-Sport with excellent body control and a willingness to quickly transition from one corner to another. Steering is where Kia could do some more work as it doesn’t quite have the same feel or weight as those models mentioned above. Ride quality is another area where Stinger GT is surprising. Despite the 19-inch wheels and sporty suspension setup, the Stinger GT provides a compliant ride with only large bumps making their way inside. Road noise is noticeable, due mostly to the summer tire and wheel setup on the vehicle. Wind noise was kept to very acceptable levels. The Kia Stinger seems to be similar in the overall idea as the K900 in serving as an attainable halo vehicle. While the K900 aimed at those wanting something along the lines of an S-Class or 7-Series, the Stinger GT serves those who something that can rival the likes the BMW 3/4-Series, Audi A4/A5, and Mercedes-Benz C-Class not only in terms of performance, but also in luxury. The end result is mixed. Kia has nailed down the performance and exterior styling, but the interior doesn’t fully match the ambitions being presented. Fuel economy could be slightly better. But the biggest problem for the Stinger GT is convincing buyers to spend almost $50,000 on a Kia. My GT1 AWD tester with a few options came to an as-tested price of $48,350. Telling someone you spent that much for a Kia sedan will raise some eyebrows. Despite how good the Stinger GT is to look at or drive, the Kia badge on the front will ultimately push most people away. If you’re part of a small group who could care less about what badge is fitted onto a vehicle, then you’ll find the Stinger GT is a very impressive package. Gallery: 2018 Kia Stinger GT1 AWD Disclaimer: Kia Provided the Stinger, Insurance, and One Tank of Gas Year: 2018 Make: Kia Model: Stinger Trim: GT1 AWD Engine: 3.3L Twin-Turbo V6 Driveline: Eight-Speed Automatic, All-Wheel Drive Horsepower @ RPM: 365 @ 6,000 Torque @ RPM: 376 @ 1,300-4,500 Fuel Economy: City/Highway/Combined - 19/25/21 Curb Weight: 4,023 lbs Location of Manufacture: Sohari, South Korea Base Price: $45,450 As Tested Price: $48,350 (Includes $900.00 Destination Charge) Options: Advanced Driver Assistance Package - $2,000 View full article

I was a bit surprised when I got word that I would be spending a few days with a Mitsubishi Eclipse Cross only a few weeks after doing a brief first drive. As I noted in my report, I came away pretty impressed with certain aspects of this latest contender in the compact crossover class. But there were some items that I needed more time to mess around with such as the infotainment system and powertrain. With a bit more time behind the wheel, how would Mitsubishi’s newest model fare? As I talked about in my quick first drive, Mitsubishi’s design staff went crazy with the Eclipse Cross. Sharp angles, a split shape for the tailgate, and aggressive front end treatment will draw a lot of comment. But credit should be given to the design team as they have created something that does stand out in a very crowded class. The polarizing design can be toned down a lot if you choose a different color than the red as seen on my tester. Sadly, that polarizing design doesn’t carry into the interior. But the plain look does allow for most controls to be easy to find and reach. Only the placement of the trip computer controls (behind the steering wheel) and climate control (nestled deep in the center stack) will invoke some frustration. Mitsubishi has also made some noticeable improvements to overall interior quality. There are higher quality hard plastics and some soft-touch materials used throughout. Also, there were no glaring build quality concerns that I noticed in the Outlander Sport. The front seats provide decent support for short trips, but I was wishing for more padding after doing a day trip to Ohio. The sloping roofline and large sunroof will eat into rear headroom, but legroom is decent for most passengers. Cargo space is on the low side with 22.6 cubic feet with the seats up and 48.9 cubic feet when folded. The sloping tailgate design does also mean you’ll need to plan carefully as to how you plan on loading cargo. Mitsubishi equips all Eclipse Cross models with a seven-inch touchscreen, but only the LE and above get a free-standing version with a touchpad controller. The touchpad controller reminds a lot of the Lexus’ Remote Touch system and its issues. Both systems exhibit some slowness to respond when your finger is moving across the pad. At least the Mitsubishi system has a touchscreen as another input method, but you’ll be stretching your arm to use it. The graphics and overall performance do trail competitors, but it is a huge step forward when compared to the previous systems Mitsubishi has installed. Android Auto and Apple CarPlay compatibility are standard on LE models and above. A new turbocharged 1.5L four-cylinder powers the Eclipse Cross. Output is rated at 152 horsepower and 184 pound-feet of torque. All models come with a CVT and the choice of either front or Mitsubishi’s Super All-Wheel-Control (S-AWC). During my first drive, I came away mostly impressed with the turbo-four as it moved the vehicle with subtle verve around town. This still held true during my time with the vehicle. But I did find the engine runs out of steam at higher speeds, making it somewhat difficult to pass quickly when traveling on the highway. Also, the engine does sound somewhat unrefined in hard acceleration. The CVT is similar; providing excellent performance around town, but noticeably struggles on the highway. EPA fuel economy on the Eclipse Cross SEL S-AWC is 25 City/26 Highway/25 Combined. My average for the five-day period I had the vehicle landed around 27.2 on a 70/30 mix of highway and city driving. Despite the Eclipse name on the vehicle, this is not a sporty crossover. There is pronounced body lean and the steering feels noticeably light. But for most buyers, this is not a big issue. They’re more concerned about how the Eclipse Cross rides and the news is better. The suspension does a great job of absorbing most bumps. Wind noise is kept to very acceptable levels, but there was a fair amount of road noise coming inside - especially when traveling on the highway. This makes long trips somewhat tiring. While many enthusiasts may bemoan the fact that Mitsubishi is using the Eclipse name on a crossover, I’ll be the first to admit this is their best vehicle in quite some time. The design and turbo engine help the model stand out in what is becoming a quite crowded class. Plus, the starting price of $23,295 for the base ES makes it quite tempting. Still, the Eclipse Cross does trail the pack in terms of comfort, cargo space, and performance at higher speeds. There is room for improvement, but Mitsubishi has most of the basics right on the money. Disclaimer: Mitsubishi Provided the Eclipse Cross, Insurance, and One Tank of Gas Year: 2018 Make: Mitsubishi Model: Eclipse Cross Trim: SEL S-AWC Engine: Turbocharged 1.5L Direct-Injected Four-Cylinder Driveline: CVT, All-Wheel Drive Horsepower @ RPM: 152 @ 5,550 Torque @ RPM: 184 @ 2,000 Fuel Economy: City/Highway/Combined - 25/26/25 Curb Weight: 3,516 lbs Location of Manufacture: Okazaki, Japan Base Price: $27,895 As Tested Price: $32,310 (Includes $995.00 Destination Charge) Options: Touring Package - $2,500.00 Red Diamond Paint - $595.00 Accessory Tonneau Cover - $190.00 Accessory Carpeted Floormats and Portfolio - $135.00 View full article

"I love it when a plan comes together." Hannibal from the A-Team. I wasn't expecting to get back into a review vehicle for some time as the Detroit Auto Show tends to reduce the number of vehicles available - they're reserved for those coming out-of-state and OEM representatives. I thought next month is when I would begin my rotation once again. But a surprise email this morning from General Motors asking if I was able to take a 2019 Chevrolet Silverado today. Of course! This particular Silverado is an LT Trail Boss Crew Cab with the 5.3L V8 and eight-speed automatic transmission. Base is $48,300 and my as-tested price comes to $55,965 with a few option packages like the Convenience package (front bucket seats, dual-zone climate control, and heated steering wheel). First Impressions? Even though it may appear the truck is black, it is actually painted a dark blue (blame my iPhone). Even though I'm not sold on the design on the Silverado as a whole, the Trail Boss make it look aggressive. Interior looks a rehash of the one seen in the previous Silverado. Material quality is better, but I was kind of hoping more in terms of design. 5.3L V8 doesn't feel muzzled when leaving a stop or needing to accelerate quickly - THANK YOU GM! Haven't quite figured out how to open the power tailgate. Spent a few moments just pressing the button and not having the tailgate come down. Need to some reading in the owners manual. I'll be trying my best to update this piece with other observations and impressions throughout the week. You can also drop some questions below if you want to something about the truck. Gallery: 2019 Chevrolet Silverado LT Trail Boss Crew Cab View full article

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

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

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

(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

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