Archives for February 2016

Premium, Full-size SUV: 2016 GMC Yukon

February 27, 2016 by admin 6 Comments

Large SUVs are back or at least consumer interest in them continues to rise as fuel prices fall.

The GMC brand is well positioned to respond to consumers’ changing car-buying habits. Nourished chiefly by lower fuel prices, GMC sales increased by 11.3 percent in 2015, nearly double the 5.7 percent pace for the entire auto industry.

Those sales have come as motorists shift their purchase decisions away from cars to trucks and SUVs, the latter two categories the only vehicle types GMC sells. Although GMC is essentially a premium version of Chevrolet Trucks, customers are not especially put off by the correspondingly higher prices. In fact, the brand’s top-end Denali line continues to attract buyers for this North American-only marque.

Speaking of Denali — the apex of the GMC brand — nearly every press fleet model that comes my way is decorated in Denali trim. Yes, this reality tends to skew my reviews to models that are well appointed, leaving out other trim levels worth considering. Indeed, the latest of the test lot was a 2016 GMC Yukon Denali, the standard wheelbase version of this full-size SUV. It was preceded by a 2016 Yukon XL Denali late last year, an extended wheelbase model with an extra 14 inches between the wheels and 20 inches overall.

2016 GMC Yukon

The 2016 GMC Yukon is priced from $48,315 for the base 4×2 SLE model. Add $3,000 to any trim level for a 4×4 version. GMC prices the SLT edition from $57,000, then jumps to $65,325 for the Yukon Denali. Add a $1,195 destination charge to reach your true base price.

GMC offers two engine choices with the 2016 Yukon. A 5.3-liter, V-8 making 355 horsepower and 383 foot-pounds of torque is standard and comes paired with a 6-speed automatic transmission. Also available and standard with the Denali trim is a 6.2-liter, V-8 making 403 horsepower and 417 foot-pounds of torque. This engine is mated to an 8-speed automatic transmission.

The Yukon Denali takes an ordinary slab-sided, truck-based SUV and embellishes it with chrome or chrome-like trim. Based on the same platform underpinning GM’s full-size pickup truck line — Chevrolet Silverado and GMC Sierra — the Yukon offers a similarly imposing presentation and comes in about a half-step below the Cadillac Escalade in overall refinement and just ahead of the Chevrolet Tahoe (extended wheelbase models are marketed as the Chevrolet Suburban).

Chrome: Here a Little, There a Little

Think “Denali” and you’ll find chrome nearly everywhere — on the grille, surrounding the front embrasures, across the roof rack, trimming the windows, and in other places, including the wheels, step rails, side trim, and to the rear.

All Denali models are outfitted with HID projector automatic headlamps, LED daytime running lights, front fog lamps, and rain sensing wipers. Further, you get power-heated side mirrors with embedded turn signal indicators, 20-inch ultra bright machined alloy wheels, a 17-inch steel spare wheel, and a hands-free tailgate. The test model added 22-inch aluminum wheels with painted inserts ($1,995) and a Crimson Red tricoat patina ($495).

Inside, seating is for eight in the Denali or for seven if the center seat arrangement is replaced with a pair of captain’s chairs as found in the test model. Choose the SLE or SLT editions, and the Yukon offers seating for up to nine.

Keyless Entry and Beyond

Keyless entry provides access to the Yukon’s interior and push button start gets you moving. The Yukon Denali comes extremely well equipped, offering remote vehicle start, power accessories, a power tilt and telescopic steering column, power adjustable pedals, a heated steering wheel, tri-zone climate control, a 110-volt outlet, and power-operated seats. Notably, those seats include power releasing second-row seats and a third-row, 60-40 power split-folding bench seat.

All Denali models come with an 8-inch color touch screen with navigation and a GMC IntelliLink telematics system. New for 2016 is Apple CarPlay, compatible with many smartphones. Connect with your smartphone and the color display becomes an extension of that same phone. The system is easy to use and helps reduce distractibility.

Close your eyes (not if you’re driving!) and the Yukon Denali may lull you to sleep. With the audio system and every other electronic gadget turned off, you’ll soon appreciate the relative quietness of the big SUV, with little more than a murmuration detected, especially when idling. Generous use of sound deadening materials; substantial, cushy front seats; and a soft ride are among this SUV’s more appealing comfort factors. This SUV was built with your contentment in mind and it succeeds in that endeavor.

Turn on the audio system and you have symphony-like entertainment at the ready, courtesy of a 10-speaker Bose audio system with surround sound. A $2,760 Open Road Package brings in a power sunroof, a rear entertainment system, and extends your satellite radio trial from three months to one year.

Center Captain’s Chairs

If you want an SUV the size of a GMC Yukon and seven seat placements is more than enough, I strongly suggest swapping out the middle bench seat for the two captain’s chairs. The middle chairs are nearly as comfortable as what’s up front, offering excellent support for the shoulders, back, hip, and thigh.

You also get a pair of folding arm rests and you’ll enjoy excellent leg room. Besides, with the captain’s chairs present the passenger sitting in the middle position of the third row is the big winner here with unlimited room to stretch out her legs.

Performance and Handling

As previously mentioned, the Yukon Denali gets the larger of the two V-8 engines, delivering optimum power from the moment you first press down on the accelerator as well as when traveling up and down the power curve. Steering is light to the touch with handling uninvolved, yet ideal for making tight turns. Body roll, common to high-profile vehicles is noticeable when taking the twisties. Also, you may find yourself holding tight to the steering wheel when crossing a bridge as side winds buffet the SUV — a common experience with any SUV, not just the Yukon Denali.

Pulling upwards of 8,500 pounds is another bonus feature, plus more than 1,500 pounds of payload. The power boost translates into a one mpg drop in fuel economy, an inconsequential number, especially these days.

Another option for GMC fans is the Acadia, a crossover sport utility vehicle. The 2016 edition is the last for this first-generation model and offers room for seven. Wait a few months and the all-new, second-generation 2017 Acadia hits the market, coming in slightly smaller and up to 700 pounds lighter than the outgoing SUV. GMC began the redesign of the Acadia when fuel prices were still sky high — with just under seven inches removed between the wheels and just over seven inches overall.

Safety Considerations

Sheer size is one of the top safety attributes for any large SUV. While the Insurance Institute for Highway Safety (IIHS) has not rated this model, it offers a suite of airbags including the only front center airbag. The usual stability and traction control systems, electronic brake-force distribution, hill-start assist, and brake assist are also present.

Driver-assist technologies can also be had and are standard on the Denali. These features include side blind zone alert, rear cross traffic alert, forward collision alert, and adaptive cruise control with front automatic braking. Front and rear park assist, lane keep assist, automatic headlamps, and a safety alert seat are also standard.

GMC Yukon and Competitors

Even so, me thinks that people whose eyes are set on the Yukon or Yukon XL will want nothing less than the largest and most upscale of GMC products. In that case, you may hardly consider the competitors with the Ford Expedition, Toyota Sequoia, and the Nissan Armada named among them. Without question, include the Lincoln Navigator for good measure.

2015 GMC Yukon XL 2WD

Sticker price from $68,045
Price as tested: from $74,825
Seats 7 to 9 occupants
6.2-liter 16-valve V-8 gasoline engine
420 horsepower @ 5,600 rpm
460 foot-pounds of torque @ 4,100 rpm
4.06 inches bore by 3.62 inches stroke
Engine compression ratio: 11.5-to-1
8-speed automatic transmission
Wheelbase: 116 inches
Length: 203.9 inches
Width: 80.5 inches
Height: 74.4 inches
Passenger volume: 122.4 cubic feet
Storage volume: 39.3/76,7/121.1 cubic feet
Towing capacity: 8,500 pounds
EPA: 15 mpg city, 21 mpg highway
Regular grade gasoline recommended
Fuel tank: 31.5 gallons
Curb weight: 6,009 pounds
IIHS safety rating: NR
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/100,000 miles
Corrosion warranty: 6 years/100,000 miles
Vehicle assembly: Arlington, Texas

2016 GMC Yukon photos copyright Auto Trends Magazine.

Diesel Does It: Range Rover HSE

February 24, 2016 by admin 7 Comments

Britain’s Range Rover line adds a turbo-diesel in the North American market. If you are a luxury sport utility vehicle shopper, then you should seriously consider this potent powerplant.

There is nothing greater in the Land Rover universe than a Range Rover. Since 1970, Range Rover has represented the pinnacle line of SUVs within the Land Rover fold, and is now composed of three models, including the eponymous Range Rover. Consider Land Rover the cake and Range Rover as the delicious thick layer of icing slathering it.

2016 Range Rover HSE

A 2016 Range Rover HSE td6 SUV was a recent visitor and this one came outfitted with a 3.0-liter, turbocharged V-6 engine. Yes, Land Rover has a diesel for the US market, and for the second time in three weeks I was able to test one as equipped. Indeed, just two weeks earlier a similarly powered Range Rover Sport was provided, providing me with my initial taste of UK-built diesel goodness.

The new diesels are the same displacement as the supercharged V-6 gasoline engines you’ll find in many Jaguar and Land Rover products. Although diesels are typically heavier than gas-powered counterparts, the turbo-diesel is 18 pounds lighter. Further, the diesels are nearly just as quick, traveling from 0 to 60 mph in 7.4 seconds or a half-second slower than the supercharged gasoline equivalent. So much for a weak engine.

But where the new turbo-diesel shines best is in fuel economy. The Range Rover is EPA-rated at 22 mpg in the city and 29 mpg on the highway, offering a 32 percent improvement in fuel efficiency over the petrol-powered model. Throw in the longevity factor of diesels and you have one more reason to consider this option, especially if you plan to keep your Range Rover for a long time.

No doubt about it, the Range Rover is a heavy vehicle. The test model weighed 4,883 pounds, yet coming in substantially less than the 5,840-pound Cadillac Escalade I tested in 2014 and even 900 fewer pounds than a comparable GMC Yukon Denali. Certainly, any high-profile vehicle weighing more than two tons will project its heaviness, especially when ascending steep hills and powering through the twisties.

Robust Power, Especially When Needed

The Range Rover makes 254 horsepower, but its 443 foot-pounds of torque becomes evident early on and especially as you pass a line of vehicles on the highway. That power provides stellar off-the-mark acceleration and on-road execution. Paired with an 8-speed automatic transmission, the powertrain pushes forward, imbuing confidence in the driver.

Some people are put-off by diesel clatter, a timbre that becomes increasingly louder as temperatures fall or when the RPMs rise. Inside the cabin, the tone was but a murmur. Stand astride the front end when the engine is running and its reassuring tonality is apparent. What’s doubtful is whether you’ll ever hear a level of clatter matching most diesels of yesteryear or equalling the racket emanating from heavy-duty pickup trucks. Silence may be golden, but even minimal diesel clatter is reassuring.

Volkswagen Scandal Tarnishes the Industry

Thanks to Volkswagen’s problems with diesels, namely its emissions cheating, some people take a dim view of all things diesel. Definitely, that’s an unfortunate reality as the attributes of these engines outweigh the highly exaggerated noxiousness of same.

Indeed, where Volkswagen’s diesel engines reportedly emit more than 40 times the legal limit of pollutants, Jaguar Land Rover engineered its diesels to minimize contaminants. They had to if they were to meet the current Euro 6 pollution standards as well as pass muster with the Environmental Protection Agency (EPA) and California’s Air Resources Board.

All three agencies have approved the new diesel thanks in large part to the company’s Low Pressure Exhaust Gas Recirculation (EGR) system. In effect, the low pressure system holds back recirculation to the turbo and an intercooler, for a lower level of nitrogen oxide (NOx) according to Road & Track. Thusly, the pollutant is converted into innocuous nitrogen and water, with no harmful impact on the environment.

Like other manufacturers, Land Rover utilizes urea to maintain the diesel’s cleanliness. Fluid replenishment comes every 10,000 miles, matching what competitors such as Mercedes-Benz mandate.

Making the Case for Diesels

So, not only is the diesel a clean burning engine delivering copious amounts of power with excellent fuel efficiency and the promise of engine longevity, but its peak power nearly matches that of the available supercharged V-8 and its 461 foot-pounds of torque. The beefy V8 is EPA-rated at 14 mpg in the city and 19 mpg on the highway, therefore choosing the diesel will give you corresponding power and with fuel savings topping 50 percent.

Have I made a compelling case for the diesel? I hope so. Personally, I’m tired of the sensationalism some critics espouse about all things diesel. Of course, Volkswagen defrauded everyone by passing off its engines as “clean diesels” when they weren’t. Yet, applying a broad brush across the entire industry is not simply disingenuous, but suggests an ulterior motive is at work.

For luxury SUV shoppers, heeding such critics mean ignoring a very capable engine that is matched well with the Range Rover and Range Rover Sport, what would be my personal choice if I were shopping for one. And with diesel fuel prices lower than premium gasoline, the additional cost factor has shrunk.

Lastly, all the other attributes of these SUVs have preceded them — the new diesel simply amplifies what makes Range Rover the cream of the luxury SUV crop (See Also — Range Rover SVR: Fastest SUV in the World?).

2016 Range Rover HSE Specifications

Sticker price from $84,950
Price as tested: from $106,000 (estimated)
Seats 5 occupants
3.0-liter V-6 turbodiesel engine
254 horsepower @ 2,000 rpm
443 foot-pounds of torque @ 3,500 to 5,000 rpm
3.31 inches bore by 3.54 inches stroke
Engine compression ratio: 16.1-to-1
8-speed automatic transmission
Wheelbase: 115 inches
Length: 196.9 inches
Width: 81.6 inches
Height: 72.2 inches
Passenger volume: NR
Storage volume: 32.1/71.7 cubic feet
Towing capacity: 7,716 pounds
EPA: 22 mpg city, 29 mpg highway
Diesel fuel
Fuel tank: 22.5 gallons
Curb weight: From 4,883 pounds
IIHS safety rating: Not Rated
Limited vehicle warranty: 4 years/50,000 miles
Powertrain warranty: 4 years/50,000 miles
Corrosion warranty: 5 years, unlimited miles
Vehicle assembly: Solihull, UK2016 Range Rover HSE

See Also — 2016 GMC Yukon XL Denali Redux

America’s Crumbling Infrastructure and Your Car

February 22, 2016 by admin 1 Comment

Americans shell out an average of $300 for each pothole-related vehicle repair. Time to fix the infrastructure!

pothole repair infrastructure — A federal maintenance and equipment staff member makes pothole repairs.
(U.S. Air Force Photo By/Josh Plueger)

America’s infrastructure of roads, bridges, and highways is in serious need of a major investment. Roads are in such disrepair in some areas that consumers are paying for it in personal repairs to their own vehicles (costing approximately $250 to over $1,000 per vehicle), to fix pothole-related damage according to a study conducted by AAA.

The motorist organization found that consumers made $15 billion in pothole-related vehicle repairs over the past five years, or about $3 billion per annum. Potholes routinely appear throughout the winter as roads freeze, thaw, and refreeze.

The Birth of a Pothole

The Michigan Department of Transportation adequately outlines the pothole development process in its four-step “Birth of a Pothole” graphic. It all begins when rain and snow seeps into the soil beneath the road surface. Then, when the ground freezes, it pushes the pavement up. Next, as temperatures climb, the ground returns to its normal level, but the pavement typically remains raised. Finally, a pothole is formed once a vehicle travels across the resultant cavity, damaging the road. It is that damage that causes potholes and puts all drivers at risk.

AAA cautions drivers be on the look out for potholes while at the same time urging local and state governments to prioritize road maintenance.

“In the last five years, 16 million drivers across the country have suffered pothole damage to their vehicles,” said John Nielsen, AAA’s managing director of Automotive Engineering and Repair. “The problems range from tire punctures and bent wheels, to more expensive suspension damage.”

Deep Financial Hit

The AAA survey revealed that lower- and middle-income drivers have the most concern about potholes. That’s expected given that such consumers will also experience a deeper financial impact. For people who live paycheck to paycheck and depend on their vehicles for their livelihood, pothole-incurred damage can prove devastating.

“On average, American drivers report paying $300 to repair pothole-related vehicle damage,” continued Nielsen. “Adding to the financial frustration, those whose vehicles incurred this type of damage had it happen frequently, with an average of three times in the last five years.”

Because of the elevated risk of encountering potholes, AAA offers suggestions for damage avoidance that go beyond slowing down and skirting road damage. For one, drivers should ensure that their tires are properly inflated. Having sufficient tread depth remaining is important too, as it provides additional cushioning between the vehicle and the pothole.

When Avoidance is Not Possible

When encountering a pothole, drivers cannot always safely avoid hitting one, but they can slow down, release the brakes and steer straight when driving over a pothole. Remaining on the alert for road damage and allowing sufficient room between vehicles can also help drivers avoid potholes explains AAA.

Annually, AAA claims its members make more than 4 million calls to for flat tire assistance, usually due to pothole damage. The motorist organization also found that the typical spare tire has been replaced by a tire inflator kit, but those kits are not sufficient for making repairs for destroyed tires. Instead, motorists should opt for a full-size spare and keep it properly inflated. Adding that tire to the vehicle’s normal tire rotation procedure is a wise decision too.

Making Infrastructure Repairs a National Priority

AAA believes that road conditions will only worsen until legislators make road repairs a national priority. Motorists rely heavily on a crumbling infrastructure, what includes sketchy bridges, inadequate tunnels, and porous roadways. In 2015, Congress increased transportation funding to meet those repairs, but AAA says that as much as $170 billion in additional funding is needed annually to adequately rectify the problem.

Volvo V90 Wagon is US Bound

February 19, 2016 by admin 1 Comment

The market for premium wagons continues to shrink in the US, but that isn’t stopping Volvo from introducing a second model in 2017.

Volvo V90 Wagon. — Coming to America: Volvo V90 wagon.

Consumer interest in all things SUV puts the Swedish automaker, Volvo, in a peculiar position. The automaker has its share of crossover-like models, but the company also produces a wagon-like V60 model.

The Volvo V60 will continue to be offered in the US market where demand for such vehicles is quite low. Further, it will be joined by another wagon in 2017, when the Volvo V90 takes a bow.

2017 Volvo V90

The Volvo V90 was introduced in advance of the Geneva International Motor Show (March 3-13, 2016). The wagon is underpinned by the same platform supporting the S90 sedan and the XC90 crossover. All three vehicles are new models for Volvo, representing an important product line expansion for this niche automaker.

Revealed at a press conference in Stockholm, Sweden, on Wednesday, the Volvo V90 enters a segment where large, premium wagons (estates) are popular in Europe, but not so much in North America. Yet, Volvo has a long history of supplying wagons to the US market and now counts wagons based on the Mercedes-Benz E-Class and the BMW 5 Series as its top competitors.

“We have a very strong position in the wagon segment,” said Håkan Samuelsson, president and chief executive of Volvo Cars. “In many people’s minds we are known as the definitive wagon brand. While the Volvo brand today stands for more than wagons, we are proud to carry forward this rich heritage with the V90.”

Scalable Product Architecture (SPA)

All three large Volvo models —V90, S90 and XC90 — will offer plug-in variants. PHEVs are another segment of the market where demand is very low, thanks in part to low fuel prices as well as the high cost of purchasing these vehicles.

However, Volvo is able to manage its costs as all three models are based on the company’s fully modular Scalable Product Architecture (SPA), what enables the automaker to build multiple types of vehicles and model sizes.

“The modern luxury wagon is all about the intriguing combination of a luxurious experience with the functional origins of the wagon silhouette. The sophisticated ambience of our new Volvo Interiors is combined with a great cargo space, providing the right kind of functionality – whether through connectivity or cargo and storage solutions,” said Thomas Ingenlath senior vice president for design at Volvo Cars.

Volvo, Safety Innovator

Volvo has long been a pioneer in all things safety related. The V90 will uphold that pursuit and go beyond. Indeed, the automaker says that the wagon will offer its innovative Pilot Assist semi-autonomous drive technology. Volvo claims that it is the most advanced standard safety package available, featuring large animal detection and run-off road mitigation, as well as market-leading connectivity such as Apple CarPlay for smartphone integration.

Technical details for the Volvo V90 have not been released yet. However, we do know that the PHEV version will produce upwards of 410 horsepower and have an electric-only range of approximately 31 miles.

Volvo Market Growth

Volvo was previously owned by the Ford Motor Company and is now owned by Zhejiang Geely Holding Group, a Chinese concern. US sales have declined since peaking at near 140,000 units in 2004, but are on the rebound. Volvo projects it will top 100,000 units in 2016, representing about one in five vehicles its sells. The automaker plans to sell 800,000 units per year globally by 2020 according to Automotive News.

Photo copyright Volvo Motors.

Ford Announces Winter Tire Package for Upcoming Focus RS

February 18, 2016 by admin 2 Comments

The top-of-the-range Ford Focus RS offers a unique winter prep package.

The Ford Focus RS cannot arrive in North America soon enough for enthusiasts. As the work of Ford Performance, this hot hatchback on steroids promises to be the fastest machine this side of a Mustang GT. Its all-wheel drive goodness should give a certain Volkswagen Golf model a run for the money, no matter the season.

Yet, the Ford Motor Company has taken no chances that Focus RS owners will become stranded due to snow or lose out to a competitor. Even before this model arrives stateside, Ford has prepared a winter tire and wheel option as a factory accessory. In doing so, the package meets Ford Performance’s exacting standards. It is also the first-ever factory-purpose winter tire package offered by an original equipment manufacturer in North America.

Thrills and Chills on White Powder

Ford says that the Focus RS Winter Wheel & Tire Package offers a set of wheels and tires unique to the RS. The package was designed to ensure Focus RS owners are not just able to travel around in the snow, but do so while maintaining their driving enjoyment.

“We started this project knowing what our RS customers really want out of their cars,” says Adam Wirth, chassis supervisor, Ford Performance. “This tire package allows RS owners to continue spirited driving even in the snow.”

Nevertheless, the Ford Performance team had their work cut out for them as they understood that Focus RS customers would demand nothing less than equipment optimized for winter. Furthermore, the performance team was also tasked with ensuring that the tires and wheels met certification requirements — no easy task considering that winter-only tires had never previously been authored. Thus, the Ford Performance team had to create a new set of standards befitting the absolute worst winter circumstances.

Field Testing in Michigan and Sweden

Ford’s engineers and technicians went to work by testing the new standards at a pair of locations in northern Michigan and Sweden, with the plan to guarantee the qualify and performance levels expected. A comprehensive array of tires and wheel combinations were examined. Specifically, ride, handling, and performance attributes in an assortment of wintry conditions were carefully observed and recorded before a winning arrangement was selected.

That arrangement is composed of 225/40R18 Michelin Pilot Alpin PA4 tires mounted to an all-new 18×7.5-inch wheel, paralleling the characteristics of the base Focus RS option, yet swathed in sparkle silver to conceal salt spray. Ford says the set includes tire pressure monitoring sensors along with fully mounted and balanced center caps and prepared for dealer installation.

Notably, the wheel and tire are narrower, what Ford says will provide improved snow traction, while the overall diameter is smaller, so owners can outfit chains if required.

Explained Wirth, “We fully expect our more extreme-weather customers to take advantage of the ability to use snow chains. Settings are completely driver-preference. Customers are able to utilize all four drive modes to suit their driving style in winter conditions.”

Standard in Canada, Available in the US

Available only in North America as a $1,995 option, the Focus RS Winter Wheel & Tire Package comes standard on every Focus RS delivered in Canada. The Focus RS arrives at dealerships in North America beginning this spring.

Production of the all-new Focus RS is already underway. Built in Germany, the new model should help Ford maintain its success in a narrow, but highly competitive hatchback segment. US sales of the Focus ST increased by 9 percent last year and by 4 percent for the Fiesta ST.

Besides the Focus RS, Ford Performance is bringing two other models to the market this year: the Ford F-150 Raptor this fall and the Ford GT super car later in the year. By 2020, Ford Performance will have 12 performance vehicles available globally.

Ford Focus RS photos copyright the Ford Motor Company.

Should You Consider a 2016 Toyota Camry Hybrid?

February 17, 2016 by admin 4 Comments

Lower fuel prices are making it difficult for consumers to justify investing in a hybrid electric vehicle.

The hybrid market is taking a beating as gas prices continue to fall, dropping well below $2 per gallon in most areas. Fickle consumers that we are, our eyes are now on the biggest prizes —SUVs and pickup trucks — instead of on the most fuel efficient models of all.

That fact doesn’t bode well for manufacturers with fleets stocked with small cars, hybrids and pure electric vehicles. Indeed, Toyota has more hybrids than any other manufacturer and thoroughly dominates the segment. Fortunately for Toyota, the automaker also sells its share of SUVs and trucks, although it remains heavily invested in all things electric.

When it comes to selling cars, manufacturers typically offer incentives ranging from the modest to the outright generous. However, Toyota’s incentive plan is very much localized — to “seek all Toyota offers,” you must plug in your zip code on the configurator page to find the offers in your area. As of publication, the offers in my area include 0 percent financing for 72 months or $239 per month for a 36-month lease with $2,638 due at signing. Neither offer is especially outstanding and that means the dwindling number of consumers still interested in a hybrid have the power of negotiation on their sides.

Toyota prices the 2016 Camry Hybrid from $26,790 for the base LE edition. That’s $3,770 above what you’ll pay for the standard Camry LE, a difference you may never get back for as long as you own the car and as long as fuel prices remain at historically low levels.

The all-new SE edition retails for $27,995 and the top-of-the-line XLE can be had for $30,140. As tested, a 2016 Toyota Camry Hybrid LE edition was presented with a sticker price of $28,400. The lone upgrade was a $775 Entune Audio Plus system with connected navigation. This means you get navigation through your smartphone, but not through the system itself. Remember this point.

It may sound like the Camry Hybrid is getting off to a bad start with the few negative points I’ve made thus far. On the other hand, it is important for car reviewers to explore every facet of each model tested. There is a silver lining here and I’ve already mentioned one noteworthy point — a strong negotiating position for shoppers.

The other point is that if you decide the hybrid isn’t right for you, the standard Camry should more than satisfy your needs. After all, the Camry is the best-selling car model in the US because it is well built, reliable and even stylish. Toyota intends to defend its position, so once again consider your own bargaining stance — this manufacturer absolutely understands you also have the Honda Accord, Ford Fusion, Nissan Altima, Hyundai Sonata, Chrysler 200, Subaru Legacy and many other midsize models to consider. Ruminate on this point.

The current Camry Hybrid benefits from an important mid cycle product update for the entire Camry line as of 2014 and just two years after the current generation model made its debut. The refresh was so extensive that Toyota replaced nearly everything inside and out, except for the roof. Said competitors moved Toyota’s hand and the consumer is the winner. These days, nearly every model in the segment is fresh and worth considering.

As for the Camry Hybrid, this model is now in its second generation as well as in its tenth year of existence. Its 2007 model year arrival was a natural progression for a brand that gave the world the Prius and also includes Toyota hybrids based on the Avalon, Highlander and the RAV4. A bevy of Lexus hybrids are also available.

All Camry Hybrids are powered by a 2.5-liter, four-cylinder gasoline engine running on the efficient Atkinson cycle. A three-phase high voltage AC permanent magnet electric motor is contained in the transaxle and is used to power the wheels. A continuously variable automatic transmission is present as well.

Toyota uses a sealed nickel-metal hydride (Ni-MH) battery pack to store power. Its nominal voltage is 244.8 V and its capacity is 6.5 ampere hours. The total system voltage is 650 volts maximum. Yes, the arrangement is the same as the leading-edge Prius and what allows the Camry Hybrid to achieve 43 mpg in the city and 39 mpg on the highway in optimum conditions. These conditions mean that ambient temperatures must be neither especially hot nor cold — I averaged 33.4 mpg for the week I had the hybrid as temperatures fluctuated widely (and wildly) between the teens and the 50s here in central North Carolina.

Slip behind the wheel of this sedan and you’re ready to move out. Toyota engineered the Camry — gasoline and hybrid models, both — to deliver everything customers want in a tidy package. My only disappointment was Toyota not including navigation with the LE model. Customers already have a big reason for *not* buying a hybrid — a built-in navigation system should always be the standard.

That said, this model employs its gas engine and electric motor to deliver 200 horsepower — certainly not a jaw-dropping number, but with 156 foot-pounds of torque complementing same, you’ll never be at a loss for power, unless you stay in the “Eco” mode where fuel economy trumps performance.

That performance kicks out unexpectedly at times — as when you’re needing to cut across three lanes of traffic to make a left turn. As I did this, the wheels were ‘a-spinning and ‘a-squealing just as a sheepish grin began to spread across my face. Who knew that the Camry Hybrid delivered such thrills and chills? Well, I did as the 2015 version provided a similar kick.

The midsize segment of all mainstream sedan models represents the “French Vanilla” flavoring to the industry. This shouldn’t be taken as an insult as French Vanilla is derived from an egg-custard base, giving it a richer and deeper note than standard Vanilla.

Today’s midsize aren’t lauded for steering and handling prowess — torque steer is rampant in this segment. But what you get are carefully crafted models sated with the latest technologies, comfort, and a dash of style. Add in excellent fuel economy and superior value, and you’ll understand why these models remain the top choice for many families. Or at least the model to supplement the family SUV or minivan. Go back about 20 years and Vanilla would have been the appropriate descriptor for nearly all cars in this segment on down. Certainly, the industry has come along way.

From front to back, the the Camry Hybrid’s cabin is roomy, offering space for five adults. My test model had a Creme Brûlée Mica patina, a rich exterior color that could just as easily have been handed down by Lexus. The two-tone interior —mocha and beige — is pleasant too, but I’m always a little concerned that the light fabric will reveal every possible imperfection and have some people thinking that they must vacuum it weekly.

Other key points for the interior include dual stitching on the seats as well as across the dashboard, an orderly and uncomplicated center stack featuring a deep storage compartment at its base, large enough to hold a small purse, but better suited for your smartphone with the attendant connectivity points present.

For 2016, all Toyota Camry Hybrids come with automatic projector beam headlights, daytime running lights, power side mirrors, and an acoustic noise-reducing front windshield. The latter helps the Camry score well with the all-important NVH — noise, vibration and harshness — category. Alloy wheels show up in the SE edition as does a color-keyed rear spoiler and garnishment such as a piano black sport mesh grille and a chrome exhaust tip. The XLE edition brings in LED daytime running lights.

In addition, the Camry Hybrid offers keyless entry and push button start, a tilt and telescopic steering column, power accessories, cruise control, dual-zone automatic climate control system, a backup camera, a power adjusted driver’s seat, a fold-down rear seat, an overhead console, two 12-volt outlets, four cup and four in-door drink holders. All models have a 6-speaker (or greater) audio system with a USB port, Bluetooth connectivity and Siri Eyes Free. Upgrades bring in a navigation system.

On the safety front, the Toyota Camry Hybrid has 10 airbags, traction and stability control, brake assist, electronic brake-force distribution and, of course, anti-lock brakes. Factory options bring in a blind spot monitor with rear cross traffic alert, a pre-collision system, dynamic radar cruise control, lane departure alert, and automatic high beam control.

So, should you consider the Camry Hybrid? I’m going to say no, but only for the reason you’re better off sticking with the standard Camry sedan, then choosing the options you want, and pocketing the savings. Then again, if a new car dealer slaps enough cash on the hood to match your best offer, then consider the hybrid.

2016 Toyota Camry LE Hybrid Specifications

Sticker price from $26,790
Price as tested: from $28,400
Seats 5 occupants
2.5-liter 16-valve four-cylinder gasoline engine
156 horsepower @ 5,700 rpm
156 foot-pounds of torque @ 4,500 rpm
Net 200 horsepower; 199 foot-pounds
3.54 inches bore by 3.86 inches stroke
Engine compression ratio: 12:5-to-1
Continuously variable automatic transmission
Wheelbase: 109.3 inches
Length: 190.9 inches
Width: 71.7 inches
Height: 57.9 inches
Passenger volume: 102.7 cubic feet
Storage volume: 13.1 cubic feet
Towing capacity: Not rated
EPA: 43 mpg city, 39 mpg highway
Regular grade gasoline
Fuel tank: 17 gallons
Curb weight: From 3,485 pounds
IIHS safety rating: Top Safety Pick+
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years, unlimited miles
Hybrid warranty: 8 years, 100,000 miles
Vehicle assembly: Georgetown, Kentucky

2016 Toyota Camry Hybrid photos copyright Auto Trends Magazine.

Jaguar XF: Rock Star Saloon

February 16, 2016 by admin 5 Comments

Jaguar is on the prowl. This marque’s midsize XF is simply a star.

More than once I’ve been asked by car fans for the precise year when Jaguar began its momentous renaissance. I immediately direct them to the midsize XF sedan, a model introduced in 2007 (2009 in North America) and the first Jaguar to sport the marque’s modern countenance.

The XF’s expression is the work of the award-winning Scottish designer, Ian Callum, who had previously influenced the face of the 2004 S-Type as well as the rear of the 2004 X-Type Estate. In 2005, Callum was entrusted with the sacred task of bringing the British marque into the 21st century and did so by fashioning an all-new design language.

That guise has since expanded to other models, including the XJ and F-TYPE and soon to a pair of all-new models — the compact XE sedan and the brand’s first crossover SUV, the F-PACE. But before the new models debut, the next-generation Jaguar XF sedan has arrived, and is once again ready to take on the likes of the BMW 5 Series, Cadillac CTS, Mercedes-Benz E-Class, Lexus GS, Audi A6 and similar models.

The second-generation Jaguar XF takes up the mantle placed upon it by the first-generation model, with a look that is at once sporty and luxurious. It also is an evolutionary change, complementing the look of the first model. Jaguar saw no need to mess with success, thus the similarities between the two.

Priced from $51,900 for the Premium edition, all models are powered by a 3.0-liter, supercharged V-6 engine making 340 or 380 horsepower and 332 foot-pounds of torque and comes paired with an 8-speed automatic transmission. Rear-wheel drive is standard; all-wheel drive is available.

The 2016 Jaguar XF can also be had in Prestige ($56,500), R-Sport ($60,650), and S ($62,700) packages. Choose all-wheel drive model and add $3,000 to each trim level. As tested, an R Sport RWD model was presented and dressed in an Ammonite Grey-Metallic patina ($550) and offered a head-up display ($990) and adaptive dynamics ($1,000), bringing this sedan’s final price to $64,185. That means you can easily pay upwards of $70,000 for this sedan, depending on the packages selected.

As is a common practice with modern Jaguar models, much aluminum is used. Indeed, Jaguar says that it employs one-piece aluminum body side pressings, utilizing a single sheet to increase overall stiffness as well as to advance surface purity. Thus, no joints are visible, giving this model a layout symmetry you won’t find elsewhere.

Furthermore, the current iteration is up to 265 pounds lighter (all-wheel drive version) than the previous model. Jaguar also added two inches between the wheels, while reducing its overall length by 0.3 inches. Jaguar claims that the sedan has a near perfect 50-50 weight distribution.

From stem to stern, the XF looks as if it is ready to leap, befitting its Jaguar moniker. By now, the “Jaguar look” should be recognizable with its gaping maw, distinct embrasures and sleek headlamps with distinctive daytime running lights. A multi-creased hood and strong shoulders complete this sedan’s frontal presentation.

Along the sides you will find upper and lower character lines, body sculpting, aluminum accented side vents, aluminum-clad wheels, and a sloping roof line. The rear deck is raised and includes a tail lip spoiler, wraparound combination lamps joined by aluminum garnishment, body sculpting and a pair of exhaust tips.

Inside, the cabin is orderly, clean and exquisitely fitted. Jaguar does an excellent job of matching the interiors found in the top German brands, making use of high-end materials and carefully fitted at that.

The presentation is both elegant and simple, although there is a bit of drama present as the outboard vents on the dashboard pivot into place when the ignition is engaged. The instrument panel features a two cowl design — driver information and tachometer with the speedometer fixed between the two. The leather-wrapped steering wheel offers secondary driver and audio controls on its face and comes with a pair of thick steering grips.

The center console is a no-drama arrangement, with a pair of vents on top, followed by a large color touchscreen display augmented by rows of switches on each side. Beneath that are the heating and air conditioning controls, the push button start and an open compartment with a grip pad to keep your smartphone securely in place.

The transmission dial remains flush with the surface of console and only emerges when the ignition is on. Switches, cup holders, and an armrest/storage compartment separate the seats.

It would be crass disregard on my part to gloss over the XF’s interior and not call attention to at least some of the high-end materials used. Special touches, including a broad aluminum finisher across the dashboard, is present. Soft to the touch, yet firm leather seats provide a revivifying sensation after a long day. With up to 10 color combinations, there is a look for everyone, although I must say that the saddle seat overlay offered a pleasing contrast to the mocha interior.

Midsize sedans in this segment should seat five in comfort and that is precisely what the Jaguar XF does. The extra two inches added between the wheels afforded expanded legroom for rear seating passengers. Three adults can sit comfortably astride in the rear compartment, although for maximum comfort two adults with the center armrest unfolded is the best choice there.

Push the ignition button and the entertainment begins — the transmission dial emerges and the two air vents swing into place. The engine lets out a restrained growl, then purrs as long as you remain at idle.

All models make 340 horsepower, except for the XF S edition — a software tweak bumps up that horsepower to 380. Regardless, all models make 332 foot-pounds of torque and thanks to boosting that comes via a supercharger, the dreaded turbo lag is absent.

Needless to say, the Jaguar XF is optimized for the twisty roads and is ready to strut its stuff. Off-the-line acceleration is fast, coming in at 5.3 seconds. What I liked best, though, is its passing power, but it does have a downside —you may hit 80 mph before you know it, getting the ticket-issuing attention of law enforcement personnel.

The XF’s steering system is EPS — electronic power steering — and shares its engineering with the very capable F-TYPE. The torque vectoring (AWD models) and braking system is also an F-TYPE loaner as is the integral link independent rear suspension. Up front, are control arms of unequal length, similar to the F-TYPE, but designed for the XF.

Another feature all AWD models get is an adaptive surface response system much like those used in Land Rovers. It works by constantly checking the road conditions and adjusting the throttle, transmission, steering and braking proportionately. Snow, ice, rain, dirt, what have you —as it is detected, the system makes the proper adjustments. The test model included this feature.

I was reminded more than once of the F-TYPE as I was driving the XF. Although the F-TYPE is shorter, sits closer to the ground and is lower overall, the XF taps the sports car’s spirited drive and does so admirably.

Like any luxury sports sedan — or model claiming such — the proof is always in the handling. The XF stays poised with the transmission shifting seamlessly up and down the band and matching the engine revs along the way. The chassis remains stabilized and the steering is responsive when navigating the curves. The Jaguar XF is another example of a true driver’s car and offers a tantalizing option to each of its “name brand” competitors.

Should you consider the Jaguar XF? Yes, especially if you’re shopping in the segment and would like a model that isn’t the same as what everyone else is driving. Beyond that, you have a highly capable, attractive and cosseting sedan, effectively matching what the competitors offer and for a competitive price point.

2016 Jaguar XF

Sticker price from $60,650
Price as tested: $64,185
Seats 5 occupants
3.0-liter 24-valve supercharged V-6 gasoline engine
340 horsepower @ 6,500 RPM
332 foot-pounds of torque @ 4,500 RPM
3.33 inches bore by 3.50 inches stroke
Engine compression ratio: 10.5-to-1
8-speed shiftable automatic transmission
Wheelbase: 116.5 inches
Length: 195 inches
Width: 74 inches
Height: 57.4 inches
Passenger volume: N/A
Storage volume: 19.1 cubic feet
Towing capacity: NR
EPA: 20 mpg city, 30 mpg highway
Premium grade gasoline required
Fuel tank: 19.5 gallons
Curb weight: From 3,770 pounds
IIHS safety rating: Not rated
Limited vehicle warranty: 5 years/60,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 72 months/unlimited miles
Vehicle assembly: Castle Bromwich, UK

See Also — Lincoln MKX: Masseuse on the Go

2016 Jaguar XF photos copyright Auto Trends Magazine.

Top Down Steed: Ford Mustang GT Premium Convertible

February 15, 2016 by admin 11 Comments

Heritage on wheels. That’s my take on the Ford Mustang. You cannot escape the evidential truth that Ford’s pony car has a great deal of history behind it, while it adroitly advances that legacy with each new model built.

A Once-Threatened Species

More than a half-century has passed since the original Mustang took to the road, but not without a little drama through the intervening years. Indeed, the Mustang’s existence was threatened at least twice over that span, beginning with new federal emissions standards curtailing its potency in the 1970s.

In the 1980s, the threat came from within as Ford executives seriously considered replacing the rear-wheel-drive Mustang with a front-wheel drive and Japanese-built Probe. Happily, that desecration did not happen as an enthusiast-led insurgency inflamed by Autoweek forced Dearborn’s hand. Consequently, the fourth-generation Mustang was released in 1994 to critical acclaim, the first all-new model in 15 years.

A twist to the Mustang saga came early in the new millennium as the Mustang’s chief rival, the Chevrolet Camaro, was canceled. A rivalry hatched in the late 1960s was gone and with it Ford could have just as easily rested on its laurels or vanquished its steed to obscurity. Fortunately, a new breed of forward-thinking Ford managers was in place and had the tenacity to not just maintain Mustang within the blue oval corral, but to elevate its position.

In 2005, a retro-inspired model was released, one that effectively united a modern demeanor with heritage styling cues, while introducing America’s pony car to a new generation of car buyers. That fifth-generation model must also receive credit for forcing GM’s hand to revive the Camaro as well as Chrysler’s decision to bring back the Challenger. Certainly, the Mustang is dream maker all by itself, but with competitors once again nipping at the bridle, its been “game on” ever since.

That game is best exemplified by models such as the Mustang GT, the most powerful mainstream stallion. Sure, there are Shelby variants to raise the performance quotient further, but it is the Fastback and Convertible expressions found within the GT, that best represent the models attainable by the masses.

As Tested: 2016 Ford Mustang GT Premium Convertible

A 2016 Ford Mustang GT Premium Convertible eased into my driveway one chilly February morning, teasing me with its handsome countenance and drop-top possibilities. With one eye admiring its visage and the other eye examining my smartphone for the 7-day forecast, I immediately identified precisely when the top would come down.

Never mind that the day would arrive when the temperature barely topped 50 degrees, accompanied by a sharp wind out of the northwest to chill the experience — this was one gift horse that would open its soft top roof to demonstrate its full competence.

And that model came in “race red” — the preferred pigmentation for law enforcement personnel in search of victims to add to their ticket writing quota.

Fortunately, I avoided a close encounter of the legal kind and managed to execute my own form of foot stomping justice. All Mustang GT models are powered by a 5.0-liter, naturally aspirated V-8 engine making 435 horsepower and 400 foot-pounds of torque. The transmission pairings are 6-speed manual or automatic gearboxes — the self-moving slush box was my lot for the week, this model’s only major demerit.

Mustang GT in California Special Garb

From bumper to bumper, the Mustang expresses joie de vivre. Its frontal presence is at once bold as it is handsome, inviting enthusiasts to slip behind the wheel while warning competitors to move out of the way.

The Mustang GT brings in certain embellishments to amplify the steed’s countenance. Introduced in 2015, the 2016 edition adds something fans have been wanting to see return for years — hood vent integrated turn signals. Yes, indeed — at each sharp crease in the hood you’ll see the signals at work, although you’ll have to lean over toward the passenger side to see the right turn signal in action.

See Also — Book Review: Mustang by Design

The said test model was a “California Special” with distinct badging, accent striping, ebony clad wheels, and a deck-lid spoiler. The black accents along with the soft, black roof make for a beautiful contrast with the red patina. Other expected Mustang cues are present, including triple bar LED accent lights up front as well as recognizable rear sequential lighting.

Slip behind the wheel and anticipation builds. Before you ignite the engine, carefully scan the layout to take in what is present. A circular theme is apparent from the steering wheel to the dual cowl instrument displays and on to the vents, knobs, speakers, cup holders and to the shifter.

There is no need for a flat-bottomed steering wheel to accentuate the steed’s prowess. The Mustang’s reputation precedes it, therefore no special wheel composition is required.

Toggle-Controlled Driving Modes

One feature that stands out and is entirely appropriate for the Mustang is a row of jet-like toggle switches near the base of the center stack and in front of the shifter. The first switch activates the emergency lights, the second switch is for traction control, the third switch heats the steering wheel, and the fourth switch controls the drive mode.

Four drive modes are offered — comfort, snow/mud, sport, and track. I had the steed in sport mode almost constantly — track mode automatically disengages traction control and also activates launch control. Notably, the advanced modes also stiffen steering and increase throttle input, elevating this model’s performance characteristics to its optimum settings.

The Mustang GT is all about upholding the traditional American V-8 engine and doing so without forced induction. While a supercharged version along the lines of the Challenger Hellcat would be fantastic, Ford provides that option only through Hennessey Performance and then limited that number to just 500 units for the 2015 model year. Aim for scarcity and you’ll never sully the Mustang brand.

Raw Performance For More Markets

Stomp on the pedal and the Mustang GT promptly complies. And just as it should. Immediately, you’re controlling the reins, guiding the stallion as you make your way down the road. Where American muscle cars of yore were strictly straight line beasts, the current iteration of this stallion does an admirable job of navigating the turns in a steady and confident gallop.

To be sure, Ford did two things to the current iteration in an effort to reach a larger number of admirers.

First, the automaker reworked the suspension system to make it fully independent, front and rear. Instead of battling the steering wheel to maintain control, you’ll sense the Mustang maintaining its poise and staying planted on curvilineal expanses.

Second, the Mustang is now available in more than 100 markets, making it a truly global player. Thus, combining its expected straight line speed with Euro-type handling, makes this sleek conveyance more appealing elsewhere. In doing so, Ford likely also puts to rest once and for all that it’ll ever design a model like the second-generation Mustang. Or, worse, decide on a front-wheel drive platform.

Quite frankly, it would simply be preferable to someday euthanize the Mustang than to emasculate all for a pretense to maintain its heritage. Fortunately, that’s a non-issue for now.

Drop Top Magic

Dropping the top is as easy as turning the release handle and holding a high-mounted switch in place until the roof quickly descends into a tidy compartment behind the rear seat. Immediately, this model is transformed into a wind-in-your-hair sport coupe, ideal for those long and languid drives up the Pacific Coast Highway or for skirting around Pinehurst, the Hamptons or Palm Beach.

North Carolina’s winters are fairly mild, but not enough to enjoy the days with the top down for long. Still, with the conditions relatively calm and the sun breaking through the high clouds more often than not, dropping the soft top enabled me to take in the exhaust note and sense a stronger connection to the road. The rise and fall of the engine as well as every belch and toot of the exhaust system is amplified. Just look at yourself in a mirror as a silly grin now dominates your face.

For 2016, Ford offers the current-generation Mustang in a host of trim levels with prices ranging from about $25,000 to near $50,000. A V6 engine is standard, a turbocharged four-cylinder is available, while the V-8 fills out the powertrain line.

Personally, I would go with the most potent model of all, what best exemplifies the Mustang’s heritage while also managing to keep Camaro and Challenger at bay. Regardless of your choice, you’ll be fulfilling a dream that others have longed to attain.

2016 Ford Mustang GT Premium Convertible

Sticker price from $41,895
Price as tested: from $48,575
Seats 4 occupants
5.0-liter 32-valve V-8 gasoline engine
435 horsepower @ 6,500 RPM
400 foot-pounds of torque @ 4,250 RPM
3.63 inches bore by 3.65 inches stroke
Engine compression ratio: 11.0-to-1
6-speed automatic transmission
Wheelbase: 107.1 inches
Length: 188.3 inches
Width: 75.4 inches
Height: 54.9 inches
Passenger volume: NR
Storage volume: NR
Towing capacity: NR
EPA: 15 mpg city, 24 mpg highway
Premium grade gasoline
Fuel tank: 16 gallons
Curb weight: From 3,729 pounds
IIHS safety rating: Good — moderate overlap front, side, head restraints and seat
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years/Unlimited miles
Vehicle assembly: Flat Rock, Michigan

See Also — Turbo Driven: 2016 Volkswagen Golf R

Ford Mustang GT Premium photos copyright Auto Trends Magazine.

Kia Hybrid Trio Make Chicago Auto Show Debut

February 12, 2016 by admin 1 Comment

Korean manufacturer advances its green car initiative as consumer demand wanes.

Kia Motors America has been relatively quiet in the hybrid electric vehicle arena, trailing most other major brands with only an Optima Hybrid to show for it. However, that’s all about to change as Kia introduced a trio of new hybrid models at the 2016 Chicago Auto Show this week.

One of those models is the second-generation Optima Hybrid, joined by a plug-in variant of the same. Even though these two models are important, it is the third model that may be the most intriguing — a Kia Niro crossover utility vehicle, designed exclusively as a hybrid, one with the intrepid Toyota Prius fixed in its crosshairs.

Kia Niro concept. — Concept car: Kia Niro.

Kia Green Car Roadmap

Indeed, Kia calls the Niro a key component in the company’s Green Car Roadmap. Importantly, the Niro offers a traditional design, eschewing the usual bubble-shaped theme common to humble hybrids such as the Prius, Honda Insight, and other models that have gone before it. The hybrid’s most significant attribute may be the Niro’s projected 50 mpg combined fuel economy rating, matching Toyota and besting all other rivals.

“The Niro hits the sweet spot by offering the best combination of outstanding mpg, an engaging driving experience, utility, and most importantly, a stunning design that doesn’t shout ‘hybrid,’” said Orth Hedrick, vice president product planning KMA. “The subcompact CUV market continues to be one of the fastest-growing segments in the world, and the Niro offers a uniquely alluring yet practical package that consumers haven’t seen before.”

The Niro is a product of Kia Motors EcoDynamics, a sub-brand tasked with advancing this manufacturer’s hybrid blueprint. Prior to the Niro, the development group was responsible for the first-generation Optima Hybrid and the Soul EV. More models will follow, allowing Kia to triple its green car fleet by 2020.

California and Korea Design Studios

Kia tapped a pair of design studios to collaborate on the Niro’s design and execution — Irvine, California, and Namyang, Korea. Notably, the designers chose a design that is at once familiar as it is sporty — the brand’s familiar tiger-nose grille amplifies the front fascia.

Body sculpting in the form of robust embrasures up front and along the profile gives this model a sporty look. Strong shoulders, a rising belt line, upper character lines, a sweeping roof line and large wheel wells are also present.

From the rear, a liftgate spoiler, wraparound combination lamps with distinct LED lights, reflector lights and bumper garnishment is present.

Inside, Kia went with a high-tech and cutting-edge interior satiated with available safety features, including blind spot detection with rear cross traffic alert, lane change assist, lane departure warning, advanced smart cruise control, and autonomous emergency braking.

The interior is dressed in glossy white or black accents with a clean and uncluttered instrument panel, chromatic and informational gauges, and strategically placed secondary controls. Sitting on a 106.3-inch wheelbase, the Kia Niro is slightly longer between the wheels than models such as the Toyota RAV4, Ford Escape, and the Honda CR-V. The model’s wide stance, tall height and roomy interior provides generous room for five and ample cabin space to augment it.

Latest Hybrid Drivetrain

Under the hood is an all-new 1.6-liter, four-cylinder engine making 103 horsepower and operating on the Atkinson cycle. A 43-hp tractive motor makes for a combined 146 horsepower and 195 foot-pounds of torque. Turning the wheels is a 6-speed dual-clutch transmission. Under the rear seat is a compact lithium-ion polymer battery pack.

The 2017 Kia Niro debuts in the fourth quarter of 2016. Approximately one year later, a plug-in version will follow.

Kia Optima Hybrid and Plug-in Optima Hybrid

Meanwhile, in Optima land, Kia’s midsize hybrid sedan should see a 10 percent in fuel economy due largely to replacing the previous 2.4-liter, four-cylinder engine with one displacing at 2.0 liters. Gone is the original torque converter and in its place is a 38-kilowatt electric motor and clutch. Kia claims the latest version will provide a combined 193 horsepower.

Unquestionably the fuel economy leader here will be the PHEV Optima. As the brand’s first-ever plug-in hybrid, it has a tall order to fill. One of the electrified sedan’s key attributes is its 600-mile driving range, including operating in EV-only mode for approximately 27 miles.

Going Green as Consumer Tastes Shift

Certainly, Kia’s green initiative comes at a time when Americans are moving away from fuel-efficient vehicles toward SUVs and pickup trucks. This current automotive trend is urged on by low fuel prices, including some of the lowest we have seen this century.

Still, automakers are banking on fuel prices eventually rising as well as finding different ways to meet ever more stringent EPA corporate average fuel economy numbers.

See Also — Minivan Surprise: 2016 Kia Sedona SXL

Competitively Priced: 2017 Cadillac XT5

February 11, 2016 by admin 3 Comments

Latest Cadillac model brings utility to the midsize segment.

The 2017 Cadillac XT5 arrives in showrooms this April, inaugurating a new naming convention for GM’s luxury marque. The model is all-new and serves as the successor for the outgoing SRX. Importantly, Cadillac has priced the neoteric SUV from $39,990 (includes $995 destination charge) with the top-of-the-line model retailing for $63,495.

GM announced the XT5’s pricing on Wednesday with about two months remaining before its on sale date arrives. The new model arrives as the market for all things SUV explodes, especially in the luxury theater where manufacturers can’t seem to build enough of them.

New Naming Convention

The XT5 name signals that future SUV models will each start with “XT” then follow with a numerical representation. Similarly, on the car side, Cadillac has chosen the “CT” appellative for its coupes and sedans. Thus, the all-new full-size CT6 will commence the nomenclature change for cars when it arrives this spring just ahead of the XT5. Cadillac, however, will phase in the change over several years as each model is updated or replaced.

As for the midsize Cadillac XT5, its price comes in below most of its competitors, including the Audi Q5, Lexus RX, and the BMW X4. However, that price is about $800 above the base Lincoln MKX and slightly above the price Mercedes-Benz is asking for the GLC-Class.

Four Trim Levels

Four trim levels accompany the 2017 Cadillac XT5. The range-topping Platinum is followed by Premium, Luxury, and Base models. Customers will have a choice of seven exterior colors as well as seven distinct interiors. Front-wheel drive is standard; all-wheel drive is available.

Upgrades include Cadillac’s proprietary rear camera mirror system on Platinum models. The system ties in with Cadillac CUE, the brand’s infotainment system and offers Apple CarPlay and Android Auto compatibility. Active fuel management with engine stop/start technology should combine to enhance fuel economy.

Under the hood, a 3.6-liter, V-6 engine making 310 horsepower and 270 foot-pound of torque drives this SUV. It comes paired with an 8-speed automatic transmission with electronic precision shift for the first electronically controlled transmission utilization in a Cadillac conveyance.

Available Twin-Clutch All-Wheel Drive

Optionally available an all-new for 2017 is a “twin clutch” all-wheel drive system designed to steadily and recurrently provide optimum traction regardless of the current road conditions. That means up to 100 percent of the available torque may be sent to either the front or rear axle, as needed.

Further, that power can be sent to either wheel. Indeed, this package should be most beneficial when there is more water, ice or snow on one side of the SUV than on the other. Eventually, the technology should spread across Cadillac’s utility vehicle line.

Vision 2020

With two models coming in and one on its way out (ELR), Cadillac is poised to revamp and expand its entire product line. Within four years, every model will have been changed and gain new nomenclature in the process.

If Cadillac’s new way catches on, it’ll be better positioned to battle the middle brands in the luxury segment. Audi, Acura, and Infiniti are Cadillac’s nearest sales competitors in the US. BMW, Lexus and Mercedes-Benz are part of the top tier, with Lincoln, Porsche, Land Rover, Volvo, and Jaguar also competing. Moreover, it will have a better mix of products to compete in other markets, including China, where it may eventually find its largest customer base.

See Also — Diesel Added: Range Rover Sport

Photo courtesy of Cadillac.

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