Archives for December 2016

Refreshed 2017 Nissan Pathfinder Excels

December 30, 2016 by admin 14 Comments

Nissan’s roomy midsize Pathfinder receives numerous improvements.

The 2017 Nissan Pathfinder has been refreshed, the first significant change since the current-generation model debuted in 2013. More forceful styling, enhanced safety and technology features, and an updated engine are among the changes evident in this three-row, midsize crossover SUV offering room for seven.

The Pathfinder updates are both well-timed and significant as consumers continue to shift their purchase decisions away from cars to SUVs and trucks. Indeed, the shift has been so significant that the compact Rogue SUV is now Nissan’s best-selling model, displacing the midsize Altima sedan.

Strong Competition; Four Trims to Consider

As for the Pathfinder, the changes help Nissan remain relevant in a segment where the Ford Explorer, Toyota Highlander, Dodge Durango, Honda Pilot, Chevrolet Traverse, Kia Sorento, Mazda CX-9, Buick Enclave, Hyundai Santa Fe, and the GMC Acadia vie for customers. Yes, customers have so many choices — manufacturers, including Nissan, must keep these vehicles fresh or risk losing customers.

The 2017 Pathfinder is available in S ($30,290), SV ($32,980), SL ($36,100), and Platinum ($42,070) grades or trims. Add $940 for destination. Upgrade to a 4×4 and you’ll pay $1,690 more.

2017 Nissan Pathfinder

Exterior Changes

Nissan fans, particularly Pathfinder followers, will immediately take note of the many changes made to the 2017 model. It starts with a striking front fascia marked by LED boomerang headlights along with LED daytime running lights. The grille now reflects Nissan’s recognizable V-motion design. Other changes in the frontal presentation include a new hood and front bumper, giving this model a stronger expression and a wider stance.

Changes to the rear fascia include updated tail lights and bumper design, offering more detail and a sharper look. Also new are front chin and rear roof spoilers, rear tire deflectors, and suspension fairing. Body-colored bumpers along with integrated side mirror turn signals are also present. Two new exterior color choices are added, bringing the total choices to nine.

Updated Powertrain

Under the hood, the 3.5-liter V6 was reworked with a direct injection gasoline system added, increasing horsepower from 260 to 284 and torque from 240 to 259 pound-feet. The continuously variable automatic transmission was also updated with in-house D-Step Logic Control incorporated, what simulates shift points and enables more natural RPM progression. A similar arrangement is found in the Nissan Maxima flagship sedan.

Despite the increased power, fuel economy is unchanged with the front-wheel drive model delivering 20 mpg in the city and 27 mpg on the highway. Similarly, the 4×4 makes 19/26 mpg city/highway, same as before. Notably, the 2017 Pathfinder benefits from a 20-percent increase in towing capacity. When properly equipped, this model now tows up to 6,000 pounds.

2017 Nissan Pathfinder

New Safety Features and Tech Changes

For 2017, Nissan rolls out several available driver-assist features, including an around view monitor with moving object detection, blind spot warning, rear cross traffic alert, and forward emergency braking. The updates are supplemented by an advanced drive-assist display offering additional infotainment and driver assistance information on the screen.

As for tech features, an 8-inch color touch-screen monitor is standard across the model line. The NissanConnect Navigation system now includes three years of SiriusXM Traffic service and available NissanConnect Services for six months. This feature is included on the Platinum level.

Other changes for 2017 include an updated suspension for improved driving dynamics and stiffer front and rear springs as well as rebound springs added to the front struts. These changes make for improved roll, pitch, and bounce motion control versus the 2016 model.

2017 Nissan Pathfinder

Roomy Interior With Available Premium Features

Most press fleet models distributed are top-end grade versions — my test Pathfinder Platinum was no exception. Where lower-grade models are trimmed with cloth seats, this one comes with leather-appointed seats with climate-controlled front seats. Moreover, you’ll find wood-tone interior trim, a power tilt and telescoping steering column, and a 13-speaker Bose premium audio system.

But there is no need to fret that desirable amenities are reserved for the top-trim models only. Indeed, if you consider the Pathfinder S, you’ll still have push-button ignition, a rearview monitor, Sirius TravelLink, a latch and glide seating system, three-zone climate control, and cargo under floor storage.

Other grades bring in remote engine start, power front seats, a leather-wrapped steering wheel and shift knob, heated rear seats, and a heated steering wheel. Also available is metallic interior trim, stainless steel front kick plates, and a 120-volt AC power outlet.

As for seating, the Pathfinder is available in a single 2-3-2 configuration. Behind the front bucket seats is a 40-20-40 split-folding bench seat with a 50-50 fold-down bench seat in the third row.

2017 Nissan Pathfinder

Access to that third row is accomplished by means of an “EZ FLEX Seating System” featuring the previously mentioned latch and glide system. Here, the second-row seat slides about five inches forward and tilts for ease of access to the third row. Families will like this because even with a child seat in the second row, it doesn’t have to be removed before tilting. Further, the third-row seats recline, making what normally is a less desirable seating area palpable, at least for youngsters.

Overall, the Pathfinder is very quiet, rides smooth, and is comfortable. If you’re the driver, the sight lines are excellent and the seat is roomy and supportive. You’ll find all controls within easy reach, the dials clear and understandable, and the center stack clean and orderly.

Some of my favorite Pathfinder attributes were the touchscreen with the easy-to-use navigation system, the deep storage compartment between the front seats, and the heated seats. Indeed, when the front seat heating elements are activated, you may be as impressed as I was by how fast warmth is circulated through them.

2017 Nissan Pathfinder

On the Road

Larger vehicles such as the Pathfinder rely chiefly on V6 engines to power these models. A few exceptions do exist — the GMC Acadia now offers a base four-cylinder engine, while the Dodge Durango makes available a V8.

Fortunately, Nissan’s V6 provides a happy medium between fuel economy and performance, and does so without forced induction. Step on the gas pedal and the Pathfinder surely and steadily picks up speed. Gun it and the engine immediately responds.

Previously, you would have sensed the engine was paired with a CVT as the RPMs build as your speed increases. It is an uncomfortable feeling for those not used to the sensation of an engine that gets louder before leveling off. With the new CVT, the transmission eases as you accelerate, supplying a more natural “shifting” sensation.

Not having the benefit of a full passenger load or pulling a trailer means also not being able to experience the Pathfinder operating under the most extreme conditions. For some shoppers, moving up to the Nissan Armada is the next logical choice, as it supplies V8-performance along with 8,500 pounds of towing capacity. But you’ll also pay much more (from $44,900) and see your fuel economy drop by one-third. Clearly, there is much value in the Pathfinder, especially if your passenger or towing needs are more modest.

2017 Nissan Pathfinder

Parting Thoughts

If you choose the Pathfinder and regularly traverse rough terrain, then opt for available four-wheel drive. Unlike typical all-wheel drive systems, the Pathfinder 4×4 can be operated in full- or part-time mode — a dial allows you to switch to two-wheel drive only or choose four-wheel drive or automatic.

To obtain the bulk of the available driver-assist safety features, you’ll need to look at the Pathfinder SL. Add in a tow hitch package ($400), tech package with navigation and blind spot warning with rear cross traffic alert ($1,150) and a cold package — heated steering wheel, heated front seats, and heated outside mirrors ($400). Add in 4×4 and your final price will come in around $42,000. Take advantage of incentives and your final price should come in no higher than $40,000.

In all, the 2017 Pathfinder offers a complete package for families, supplying everything needed for local driving as well as for vacation travel. The improved powertrain, burlier visage, and agile handling make this model one worth considering. At the same time, you might also consider the five-passenger Nissan Murano if you prefer more standard storage room in a midsize SUV.

2017 Nissan Pathfinder

See Also — Generation Two: 2018 Buick Enclave

All photos copyright Auto Trends Magazine.

Is the Ford Focus RS the Best Small Car in the World?

December 23, 2016 by admin 15 Comments

One week of Ford Focus RS awesomeness!

2016 Ford Focus RS

The Ford Focus RS may be the best small car in the world. Yes, I said it. But the “best” definition can be a tricky one to use as there are multiple categories to consider, i.e., quality, reliability, efficiency, and performance, among others.

For the sake of this argument, we’ll look at what matters most to hardcore small car enthusiasts and that would be performance. This is where the Focus RS outperforms the Volkswagen Golf R and the Subaru WRX STI, small all-wheel drive models with turbocharged engines.

I’ve driven all three, was impressed with each one, but after my week with the Focus RS I can say that the segment has a new leader. No, the Mitsubishi Lancer Evolution (EVO) doesn’t warrant a mention here as this model was last built in 2015 (you can still buy a “new” one if you want). That said, the 303-hp EVO would probably come closest to knocking off the RS in the all-important 0-60 mph time. But, when it comes to drifting, the RS is the undisputed winner.

2016 Ford Focus RS

My test 2016 Ford Focus RS arrived in mid-December and several weeks after the 2017s rolled out. Procuring a performance model from Ford can take a lot of work — it took me the better part of the year to get the Mustang GT and I don’t suppose I’ll see the Ford Raptor until late next year. Getting a 2016 RS was no big deal as this all-new model arrived stateside just this past spring.

The Focus RS follows a long line of performance models built by Ford Europe, but now marketed under the broader Ford Performance umbrella. Until the current-generation Focus was released in 2011, our hopes here in North America for ever seeing a model like this one were thwarted as the small cars Ford sold in Europe were not the same as the ones offered in North America.

Fortunately, that all began to change in 2008 when the company’s “One Ford” initiative was launched, ensuring that we had a fighting chance of seeing something like the RS (while Europe finally got the Mustang).

2016 Ford Focus RS

Making a Case for the Focus RS

So, what’s the big deal about the Focus RS? Quite frankly, it represents everything enthusiasts wanted Ford to bring to the market for a number of years.

Yes, the Focus ST is a desirable model in its own right and with its personal list of praiseworthy competitors, including the Honda Civic Si, Volkswagen GTI, and the Subaru WRX (not STI), but it never was intended as the signature model. The ST has done its job and went one step further: it built a case for a high-performance model.

We knew the Focus RS in its current form was eventually going to happen because Ford has had small car performance on the docket since the Escort RS1600 was introduced in 1970.

It wasn’t until 2002 that a Focus RS model rolled out (Mk1) followed by the Mk2 seven years later. Although both powerful models in their own right, the front-wheel drive layouts were simply not enough. A turbocharged four cylinder paired with a six-speed manual gearbox were a given — but how would Ford add all-wheel drive?

2016 Ford Focus RS

Internal AWD, Not Haldex

In developing the Focus RS, Ford could just as easily turned to Haldex to supply all-wheel drive. But, the automaker has relied on its own AWD system for years, starting with the Ford Fusion and Lincoln MKZ sedans, followed by the Ford Edge and Lincoln MKX crossovers. Ten years of internal building and the expanded application of the same has paid off. Besides, why import parts from overseas when it is cheaper to build domestically? That’s a plan President-elect Trump would like.

For the Focus RS, the Ford Performance All-Wheel Drive with Dynamic Torque Vectoring Control system utilizes a pair of clutch packs on each side of the rear drive unit. Tasked with managing the hatchback’s front to rear torque split, the system also distributes torque from side-to-side on the rear axle. This so-called “torque vectoring” capability enhances handling and cornering stability, important attributes for a performance car.

The AWD system sends up to 70 percent of torque to the rear axle with up to 100 percent of that available torque sent to either wheel. Steering angle inputs send messages to the system to distribute maximum torque to the outside wheel. Understeer is nearly imperceptible and superior lateral acceleration is possible — what combine to imbue much driver confidence on the track and when operating in drift mode.

2016 Ford Focus RS

Exterior and Interior Highlights

In designing the Focus RS, Ford Performance could have substituted body panels and other parts with carbon fiber and with an eye toward lightweighting, but they did not. Instead, much of the exterior is the same, but with important front and rear fascia changes among the modifications made.

Up front, you’ll find a larger grille opening along with a pair of air vents covered in motorsport-style mesh. The lighting system is top notch with Ford going with Bi-Xenon headlamps with cornering lights, signature LED lights, and fog lamps.

In the rear, the big difference there is the spoiler — a wing-like appendage with RS debossing is present. It is the biggest honking spoiler we’ve seen yet on a Focus besides various aftermarket offerings.

Along the sides, you’ll find special skirting along with sporty 19-inch RS alloys wheels wrapped in Michelin Sport summer tires. Light blue Brembo brake caliper covers offer pop and distinction.

Inside, the Focus RS offers leather seats — firmly bolstered Recaro bucket seats are up front and a 60-40 split-folding bench seat is in the second row. Who wants to bet the seat will see little action except for those times when you plan to use drift mode with your friends begging to ride along? Well, skip the added weight — simply fold the seat down to expand the 19.9 cubic feet of standard storage space.

Other important features found inside include unique vehicle instrumentation, containing a three-display information center on top of the dashboard — readouts for turbocharger boost pressure, oil temperature, and oil pressure. You’ll find SYNC 3 telematics, USB connections and what matters most — a six-speed manual shifter.

2016 Ford Focus RS

Under the Hood

350-350. These two numbers are everything to the Focus RS. Specifically, this scorching hot hatch is powered by a 2.3-liter turbocharged four-cylinder engine making 350 horsepower and 350 pound-feet of torque, easily beating anything else in the segment.

Paired only with a six-speed manual gearbox, the Focus RS places the emphasis on performance above everything else — you can’t find an automatic transmission — regular or dual-clutch — anywhere. Just the manual gearbox. And that’s fine for devotees.

If the aluminum head and block engine sound familiar to you, it should: the Ford Mustang uses it, but in the Focus RS it sits transversely, has a more powerful turbocharger, and benefits from special tuning. Direct injection and an integrated exhaust manifold are present too, enabling this compact performance car to chew up and spit out pavement. Yes, that’s an exaggeration, but the Focus RS is designed to amaze and does so at all times.

On the Road

You can operate the Focus RS in tame mode and that would be the default normal setting as you cruise around your neighborhood. But once you pull away from populated areas, the RS begs to be unleashed.

2016 Ford Focus RS Here, you’ll move quickly out of sport mode if you aren’t there already. Take note of the changes in steering response, the all-wheel-drive setup, exhaust note, and the engine tuning. I stayed in this mode nearly the entire time — why be normal?

Track mode makes for an interesting proposition as stability control is shut off and the dampers seem to vanish. This means if you drive the Focus RS on anything other than the track, be prepared for a kidney-jostling experience. Bumpety-bump you shall go and the feeling is an odd one. At the same time, the all-around firmest settings are ideal for the track.

Drift mode is an outlier here as no other production car offers one. Here, the dampers and steering return to the normal settings, while everything else stays in sport mode. The all-wheel-drive system shifts to “drift” mode and this is where the tail of your blistering hot hatch is destined to pull out. How Ford managed to include this mode without risking the ire of insurers and regulators alike is a mystery. It is a nod to what ardent enthusiasts are doing anyway, so why not help them by making AWD cooperate?

My first jaunt with the Focus RS had me scratching my head. Notably, while operating in Sport mode, I discovered the front outside wheel would pull out on twisty roads, seeming to move the car to the centerline. But it didn’t take me long to realize that the amount of torque sent and the rate that it is sent changes not just between modes, but hundreds of times per second. What seemed as an oddity at first became apparent for what it really was — torque vectoring. Depending on the road you take, the angle of the car and the rise and fall of that same road, the sensation I experienced may reveal itself to you. After that, I got used to how the RS’ AWD system works and confidently drove for the next week enjoying its full capabilities.

Ford claims a 4.6-second 0-60 mph time and I’m not about to dispute that. Activate launch mode and wait for the upshift light to appear and you’re on your way. Sub-5 second times are not difficult to achieve without launch mode — you just need to make quick work of the clutch and shifter to get there — in my experience, you’ll barely hit third gear as you cross 60 mph.

2016 Ford Focus RS

Parting Thoughts

The Ford Focus RS checks off all the marks for a high-performance compact hatchback. The Recaro seats will keep you planted even as you drift. Clutch uptake and gear shifting are as smooth as they come, making for an altogether thoroughly enjoyable driving experience.

As for plunking down $40K to buy one, there won’t be too many takers. There just never is.

Notably, some shoppers may become nervous as they realize they’ll need to invest in track tires, perhaps even a set of winter tires if they live in snow country. At this point, your price has pushed well into the $40s where well-equipped Mustang GTs roam. Your dilemma here is whether to go with the blue oval’s performance leader or choose the niche model. That decision won’t be an easy one for some because the RS’ all-wheel-drive system and drift capabilities may simply be too difficult to resist.

See Also — Premium Sports Sedan: 2016 Buick Regal GS

Rolling Sculpture: Art Deco Car Exhibit

December 21, 2016 by admin 3 Comments

This unique exposition is set to end on January 15, 2017.

This 1935 Bugatti Aerolithe is only model in the Rolling Sculpture collection that is a reproduction. The original was lost shortly after it was first shown.

The North Carolina Museum of Art has done it again. For only the second time, the state art museum in Raleigh is offering an exhibit of cars, this one featuring Art Deco designs from the 1930s and 1940s.

Curated by Ken Gross

Like 2013’s “Porsche by Design: Seducing Speed” — a delightful collection of Porsche vehicles spanning this German manufacturer’s illustrious history — “Rolling Sculpture: Art Deco Cars from the 1930s and 40s,” offers an outstanding representation of Depression-era conveyances.

Packard, Bugatti, Tatra, Pierce-Arrow, Hispano-Suiza, and Ruxton, are among the 14 cars displayed. Guest curator and automotive journalist Ken Gross, who also organized the Porsche exhibit, included three motorcycles — Indian, BMW, and Henderson — offering a sharp contrast to the cars displayed, while underscoring the enduring importance of these two-wheeled vehicles.

This 1930 Ruxton Model C Sedan is on display just ahead of a 1934 Packard Twelve Model 1106.

Arts Décoratifs or Art Deco

The Art Deco design movement originated in France shortly before the First World War and took hold at the Exposition Internationale des Arts Décoratifs et Industriels Modernes (International Exhibition of Modern Decorative and Industrial Arts) in Paris in 1925. This unprecedented style integrating visual arts, architecture, and design was influenced by numerous themes, including Cubism, Fauvism, French furniture, and also from multiple cultures of antiquity — Persia, Maya, and China to name a few.

Perhaps the best-known example of Art Deco architecture in the United States is the Chrysler Building in New York, opened in 1930 just as the movement was coming into its own. This exceptional convergence of decorative arts and industrial design may have stoked automotive manufacturers to respond in kind. Indeed, the 1935 Chrysler Imperial Model C-2 Airflow and the 1941 Chrysler Thunderbolt are among the 14 cars found in the display.

1936 Stout Scarab — Is the Stout Scarab the first minivan?

1940 Tatra T87 — Along with the Stout Scarab, the Tatra T87 isn’t likely to win many beauty contests.

So, why showcase cars in an art museum? Well, why not?

In recent years, museums such as the Museum of Fine Arts, Boston and Atlanta’s High Museum of Art have rolled out automotive exhibits, recognizing cars also reflect changes in societal attitudes, fashion, and technology. Further, mere pictures are simply not sufficient enough to convey the regality of a 1933 Pierce-Arrow Silver Arrow or the timeless design of the 1930 Henderson KJ Streamline motorcycle.

Besides, if the gal-to-guy museum visitor ratio is skewed toward women, what better way to attract more men by featuring actual classic cars?

An extraordinarily long hood and a compact cabin department help define
this 1938 Hispano-Suiza H6B “Xenia” coupe.

Your Journey Through Rolling Sculpture

Rolling Sculpture is found in the museum’s East Building on Level B in the Meymandi Exhibition Gallery. Just outside the gallery is the very first model you’ll see: a 1938 Talbot-Lago T-150C-SS Teardrop coupe. It wasn’t until after I left for home did I realize I had seen this model’s voluptuous lines before — it was entered at the 2015 Pinehurst Concours d’Elegance.

The remaining vehicles are laid out along a u-shaped path, beginning with a fetching 1936 Peugeot 402 Darl’mat Coupe and ending with a reproduction of a 1935 Bugatti Aerolithe. That Bugatti, like several other works present, were one-off models. But unlike the others, the Aerolithe was shown once and then never seen again. The model you’ll find at the museum is the result of years of painstaking research and laborious, but dedicated work to create a masterpiece very likely nearly identical to the original composition.

Some of the models featured are banded together, while others are standalone, including each of the motorcycles. It has been said that beauty is in the eye of the beholder, but making a case for the likes of the 1936 Stout Scarab or the 1940 Tatra T87 means appreciating that the designers may have had a bit of whimsy in mind. At least with the Scarab you could make the argument that it truly was the first minivan. As for the Tatra, elements of later Citroen models seem to have been inspired by this Czechoslovakian manufacturer.

1933 Pierce-Arrow Silver Arrow — Just five years before Pierce-Arrow went out of business, this 1933 Silver Arrow was released. It also has the distinction at 220 inches in length of being longest car on display at Rolling Sculpture.

Making Your Pilgrimage

Automotive enthusiasts should plan on spending about 90 minutes to view the full exhibit. You will want to carefully examine each model, take your photos, and immerse yourself in the stories accompanying each one. The NCMA weaves in historical context, including the architectural elements, political ramifications, and the culture of the Art Deco era. That they are able to do all this with an unusual collection of classic cars is a feat few others have attempted to pull off.

Additional Photos:

1936 Peugeot 402 Darl'mat Coupe. — 1936 Peugeot 402 Darl’mat Coupe.

1930 Henderson KJ Streamline motorcycle.

Driven: 2016 Volkswagen Tiguan

December 15, 2016 by admin 10 Comments

Available permanent all-wheel drive gives the VW Tiguan an important edge.

Taking delivery of an outgoing model year vehicle is always a bit of a challenge. On the one hand, customers are looking for information about the very latest model. On the other hand, if the differences between the two are minimal — as I soon discovered with the 2016 Volkswagen Tiguan — then just getting the opportunity to drive one is all that’s needed.

That said, my test subject 2016 Volkswagen Tiguan R-Line model is now called a 2017 Tiguan Sport. The same renaming transition took place for the SE as it has been replaced by the Wolfsburg edition. Yes, there are a few trim differences, but essentially they’re the same grades, but with new names.

The 2016 Tiguan is offered in S, SE, R-Line, Sport, and SEL trims. One powertrain combination is available: a 2.0-liter, turbocharged four-cylinder gasoline engine is paired with a six-speed automatic transmission. This engine makes 200 horsepower and 207 pound-feet of torque.

The front-wheel-drive model makes an EPA-estimated 21 mpg in the city and 26 mpg on the highway. The all-wheel-drive version comes in at 20 mpg in the city and 26 mpg on the highway. This model takes premium gasoline.

TIGer + igUANa = TIGUAN

Certainly, the Tiguan name isn’t one that easily rolls off the tongue. Pronounced TIG-wohn, the name is not quite a portmanteau of two words, rather it is a unique melding of the same. Take half a tiger and half an iguana and you have the whole of a tiguan. To explain its naming convention, Volkswagen ran a clever ad a few years back — you can find it on YouTube.

Nine years is a long time to stay with a model before bringing the next-generation vehicle to the market. Introduced to US consumers in 2009, the first-generation model is coming to an end — the second-generation Tiguan arrives sometime next year.

In the meantime, consumers shouldn’t automatically rule out the Tiguan and for the following very good reasons:

1. Turbo + 4MOTION = Awesome — Not all Tiguan models are all-wheel drive, but those that are provide this handling advantage all the time. In other words, power is sent to all four wheels at all times — not just when the system “thinks” you need it. The advantage translates to reliable traction delivered when you need it, supplying drivers with an important safety advantage. Of course, if you live where snow is not common, sticking with front-wheel drive may be best. But never underestimate the advantage AWD provides on twisty roads and slick surfaces. You don’t need to live in snow country to want that edge.

2. A proven model — Yes, nine years is a long time to market a vehicle, but there is an advantage that shouldn’t be easily dismissed: you have a proven model to consider. Importantly, the Tiguan hasn’t been without its share of updates and refreshes — in 2012 the Tiguan received an exterior styling refresh. Specifically, new equipment was added to the SEL line and fuel economy was improved. By 2013, all models were outfitted with a leather-trimmed steering wheel. In 2014, Volkswagen introduced its new Car-Net telematics service. A rearview camera, five-inch touchscreen, and an iPod cable were added in 2015. For 2016, keyless entry, push-button start, upgraded upholstery and heated front seats were made standard. Looking ahead to 2017, the 6.3-inch screen is now standard as is HD and satellite radio plus the Car-Net App. Car-Net rolled out in 2014 and includes the usual telematic features.

3. Incentives are strong — As we come to the end of a calendar year, Volkswagen has become very aggressive and is offering incentives that are hard to beat or ignore. Through Jan. 3, 2017, Volkswagen is running its “Sign, Then Drive Event.” What’s significant about this offer is that if you lease most models and certain trims, you won’t be putting cash down, including a security deposit or the first month’s payment. Further, no other upfront cash is required other than the tax, title, and dealer fees. If you prefer to finance, highly qualified customers will pay 0.9-percent for 60 months. Both national offers are outstanding.

Making Room for the Tiguan

If there is a disadvantage with the Tiguan, it has everything to do with its size. Yes, it does seat five. But it does so with a wheelbase that is at least two inches shorter than such competitors as the Nissan Rogue, Toyota RAV4, and the Honda CR-V. Further, its overall length falls six to 10 inches shorter than the competition. Thus, there is a bit less legroom in the second row. Moreover, the storage space measures just 23.8 cubic feet or 56.1 cubic feet with the rear seat folded. Compare these numbers to the Ford Escape (34.3 and 67.8 cubic feet, respectively) and that’s one area of concern that may be hard for some consumers to overcome.

Where the Tiguan shines is in the quality of materials used as well as with its fit and finish. Especially as you move up through the trim levels you’ll find leather touches and equipment befitting a premium model. As far as the interior, it is well ordered, clean, and consistent. The same as the outside and everything you would expect in a Volkswagen. Notably, the front seats are firm and supportive — and just as comfortable as the seats found in some luxury models.

At the same time, this model lacks the “wow” factor you would expect. Blame its aged design in part for a lack of needle-moving style or the cutting-edge technologies some other models provide (although this writer was pleased with the Car-Net App). In any case, there is only so much you can do for an SUV rolled out in another generation.

On the Road

Where the Volkswagen Tiguan shines is on the road, especially when equipped with all-wheel drive — same as our test model. The VW 4MOTION all-wheel-drive system is permanent and that means it is always at work. To explain things simply, instead of kicking in when you need it, the system sends torque to the front and rear wheels under all driving conditions.

Some people find 4MOTION light to the touch and lacking the dynamics you’d expect with such a system. That’s a fair assessment. At the same time, handling is nimble and the suspension system does a stellar job in absorbing impacts. You’ll feel in complete control at all times.

Another strong suit is this model’s off-the-mark acceleration. Stomp the accelerator and the Tiguan pushes forward. Yes, a turbo is at work and the expected lag is apparent. Fortunately, it isn’t a show stopper and that means pushing up to highway speeds is effortless. When desiring passing power, the turbo responds, delivering a decisive kick to help you pass.

Looking Ahead

Volkswagen is in the midst of an overhaul, due in part to the turbo-diesel scandal, which has cost the automaker billions of dollars and at a loss of much goodwill. Consequently, the automaker has effectively abandoned the diesel market in the US, choosing to concentrate on improving its current models, adding new product, and investing its resources in vehicle electrification.

Speaking of new models, a three-row Volkswagen Altas model debuts next year, likely just after the second-generation Tiguan rolls out. An all-new Touareg won’t be far behind and that means by 2019 Volkswagen will have three SUV choices for consumers.

Parting Thoughts

As for the model at hand, the Tiguan is clearly outpaced by more updated models. Its one-choice powertrain puts it at a disadvantage too — for instance, the Ford Escape offers three choices. That said, what seems to be helping this model right now is the deep, seasonal incentives as no other manufacturer is offering anything like a “sign and drive” event. That said, Toyota and Honda sell eight times as many RAV4s and CR-Vs, demonstrating that an all-new model can only help Volkswagen get noticed.

Related Volkswagen Reviews

Big-Time Hit: 2018 Volkswagen Atlas SUV

Hot Hatch: 2017 Volkswagen Golf R

Surprise Midsize Value: 2017 Volkswagen Passat

On Track With a 2017 Volkswagen Golf Alltrack

Compact Luxury Performance Sedan: Audi S3

December 9, 2016 by admin 3 Comments

This small luxury sedan is big on performance.

You won’t find a smaller sedan in the Audi lineup than the A3, an attainable entry-level model for this German luxury brand. The A3 is underpinned by the Volkswagen Group’s MQB (modular) platform, what also powers other Audi models, including the TT.

2017 Audi S3

Although the A3 may be a sufficient daily driver for some, an S3 variant simply changes everything. In Audi parlance, any model with an S replacing the expected “A” or “Q” is a sport performance model. This means the usual turbocharger simply isn’t enough.

Instead, Audi combines direct and port injection to boost performance to 292 horsepower and deliver 280 pound-feet of torque. Pair this engine with a dual-clutch transmission and make all-wheel drive standard, and you have a potent little number under your control.

More than that, the Audi S3 is simply a blast to drive!

Not Perfect, But What Model Is?

The S3 is not a perfect vehicle, and as with any performance model there are the usual detractors.

Notably, the back seat is abysmally small, useful for holding a car seat or two, but certainly not adult passengers — unless the driver is small and sits as far forward as possible. Further, some might object to all-wheel drive, preferring traditional rear-wheel drive and nothing else.

Please allow me to share this salient piece of information: you have to drive the S3 to fully appreciate it — this little sedan snarls, barks, and bites when it is unleashed.

Moreover, the S3 is surprisingly fast, even when you least expect it. Yes, Audi claims a 0-60 mph time of 4.7 seconds (6.6 seconds for the A3), but what you must also know is this performance sedan tends to go fast without much coaxing.

Indeed, more than once I found myself driving well above the speed limit with no effort or little thought. That I didn’t get pulled for a speeding ticket is amazing.

Small cars must be more difficult to design, especially for luxury manufacturers. With less sheet metal to work with, the many special design elements found in larger vehicles must be applied to a smaller frame. This doesn’t always work well either. For instance, the Lexus NX reflects the brand’s design language, but the spindle grille overwhelms the front fascia and the deep sculpting along the sides seems out of place.

For Audi, the A3/S3 presented a similar challenge, but the overall design is clean, smooth, and elegant. The sedan’s powerful front fascia is marked by a distinctive trapezoidal grille honed in by LED-accented headlights and sporty embrasures housing the fog lights.

The frontal presentation is sporty, even mean — see this sedan in your rear mirror and you’d quickly take notice.

A high beltline, sloping roofline, body sculpting, sport skirting, and fashionable alloy wheels mark the profile. From the back, you’ll find a raised rear deck, a trunk lip spoiler, wraparound combination lamps, and a diffuser amplified by quad exhaust tips.

Spartan as She Goes

Audi interiors are typically straightforward — big on practicality, including design and function, but not overwhelmed by clutter or gadgetry. Some brands place an emphasis on electronic interfaces, including the dashboard. Instead, Audi welcomes you with a dual analog display with a sizable digital display between the two. The layout is sensible and attractive.

All S3 models come with a leather-wrapped, flat-bottom steering wheel. You’ll also find two of the most comfortable bucket seats up front — the design is unusual and appears almost otherworldly. Round dials, metal pedals, door pockets, and a pop-up screen are among the other highlights present.

As the driver, you’ll find the seat comfortable, supportive, and the sightlines excellent. The interior is quiet and there’s really nothing more you can want, except perhaps an S6 if a six-cylinder engine and a roomier rear seat are important to you.

Technology and Safety

When it comes to technology, Audi is second to none. The MMI navigation plus system with voice control is included in the Prestige trim ($48,400) or can be had in a $3,000 technology package for the Premium trim ($42,900).

What’s great here is the screen emerges from the dashboard and features orange and white lettering on a black background — it is very easy on the eyes and not diminished by glare. The screen is managed by a dial located between the seats — props to Audi for the excellent Google maps and for including Apple CarPlay. You’ll also find a regular USB port present — the previous (and painful to figure out) cables are gone.

Standard equipment includes a 10-speaker Audi audio system, HD radio, satellite radio, an SD card slot, and Bluetooth. My test model was equipped with a Bang & Olufsen sound system with 14 speakers and 705 watts. This top-shelf package brings concert hall sound quality to the S3 cabin. Yes, it is that good.

On the safety front, the 2017 Audi A3 family is a Top Safety Pick recipient from the Insurance Institute for Highway Safety. You’ll find such safety features as active lane assist, rear cross traffic alert, crash preparation, adaptive cruise control, and a rearview camera with parking sensors.

On the Road

I’ve already teased you about the S3’s performance. The Audi Drive Select is the difference maker here, controlled by a switch on the lower console or through the center stack screen. Four settings are available — auto, comfort, dynamic, and individual.

Dynamic is where you want to be if you prefer to experience the ultimate in driving dynamics. This mode quickly transforms the S3 into a beast — the transmission shift points adjust, engine revs are held higher, and the exhaust system booms. Yes, it almost seems odd to hear a booming exhaust considering a turbo four is under the hood. The sound may or may not be artificial, but the note is pleasing to the ear.

Certainly, the Audi S3 has strong performance credentials. I mentioned how quickly and effortlessly it builds speed. But the fun begins when you’re aiming for your 0-60 mph time (and beyond) — this sedan is simply a hoot to drive.

Audi’s Quattro all-wheel drive system is nothing new. Introduced in a rally car in 1980, the system has expanded across the model line and gone through many permutations. A center differential is a focal point here, what detects when slip is apparent, connecting the two axles. Torque is sent where it is needed most and the split between front and rear axles can constantly change.

That Audi employs a lightweight, front-wheel drive platform to do this would not be especially remarkable apart from Quattro. Yes, Mercedes-Benz also does this with the AMG CLA45 and its 4Matic system (BMW employs xDrive), but time and experience are on Audi’s side.

Off-the-mark acceleration is excellent in the S3. But the true joy of driving is on twisty roads. You’ll quickly forget that this sedan has a front-wheel drive heritage as all four wheels do their job. Not once did I feel the S3 sliding to either side, nor did I have to apply the brakes as I took each turn.

The sedan sits low, hangs the curves with precision, and picks up speed immediately. Steering is light to the touch and precise — the sport-tuned suspension only enhances the experience. Turbo lag? It is barely noticeable and inconsequential.

Parting Thoughts

What you have with the Audi S3 is not simply a very good premium sedan. It is an outstanding conveyance, actually. As long as you don’t need the rear seat space, the S3 wins.

The S3’s price point is in line with its chief competitors — the BMW M235i (now M240) and the AMG CLA45. I’ve seen some reviewers compare this model to various offerings from Acura and Buick, but neither of the two provides all-wheel drive, so the point is missed.

If you’re seriously considering the Audi S3, go with the Prestige package to enjoy all the niceties this model has to offer. You can easily drive your final price above $50,000 if you choose certain “exclusive special paint colors,” but there are less costly options. Only the Brilliant Black and Vegas Yellow are standard — the optional paint schemes cost $575, $1,075 or $3,900. Choosing upgrades such as red brake calipers ($400), the black optic dynamic package ($2,000), or the S Sport seat package ($1,450) will move your final price above $56,000.

Lastly, if you decide for an S3, your Audi dealer may have to order one for you. They’re produced in such small numbers that the vehicle you want may be weeks from arriving.

Premium Hybrid Hatchback: 2017 Lexus CT 200h

December 1, 2016 by admin 3 Comments

An entry-level hybrid with a fun-to-drive F Sport option.

Sitting lower and coming in slightly shorter than the Toyota Prius, the Lexus CT200h (CT) is the smallest hybrid model for Toyota’s luxury brand. Now in its seventh year, the CT will soon follow the Prius and receive an update of its own. In the meantime, shoppers looking for a small hybrid hatchback with sporty driving characteristics would do well to consider this year’s model.

2017 Lexus CT 200h

The Lexus CT shares its drivetrain with the wildly popular Prius, but there are some important differences. Most notably, the CT is in its first generation and has yet to benefit from the changes made to the Prius in 2016 when that hybrid’s current-generation model was introduced. As a new model is being prepared (likely for 2018), the 2017 Lexus CT offers three new color choices. That’s the extent of the changes offered for a hybrid offered in standard and F Sport trims.

Speaking of trims, the standard model retails from $31,250, while the F Sport version fetches $32,980. All CT models are front-wheel drive and offer room for up to five.

Exterior Highlights

If you’re not familiar with the CT 200h, its diminutive size may surprise you. Lexus took a risk developing this product as it operates in a segment where only the CT and the Audi A3 e-Tron compete.

Measuring 171.2 inches from stem to stern, the CT is nearly a foot shorter than the compact NX SUV and the small IS sedan. Working to the CT’s advantage is its front-wheel drive layout, what bodes well on the interior room (more about that later).

The spindle grille look on the CT is measured — and that means it doesn’t overwhelm the front fascia. Distinctive hood creases, body sculpting, a high beltline, and a roofline that sweeps back to the hatchback contributes to this model’s sporty look. At the rear, you’ll find an integrated hatch spoiler, wraparound glass and combination lamps, and a diffuser-like tail.

The F Sport package represents a modest $1,730 investment to get a sportier look along with a specially tuned suspension with sport-tuned dampers and springs. The hatchback’s 17-inch wheels feature a special two-tone graphite and machine finish. You’ll also find a mesh version of the spindle grille, a black contrast roof and a rear spoiler with two large air ducts. Completing the expression is mesh and fog lamp inserts with black surrounds and special exterior color choices.

Interior Highlights

Lexus provides space for five, but in reality the CT is best suited for two. Okay, if you need to squeeze one or two people in the back, while moving your seat forward, this can be done.

The cabin is comfortable for the driver and front passenger, supplying ample bolstering and sufficient room for me to move my 6-foot frame around. The overlapping three-dial instrument panel offers a sporty presentation even if one of those dials is dedicated to hybrid information.

The center stack is marked by a color display occupying an alcove set within the dashboard. The floating panel connecting the center console with the dashboard should be familiar to Lexus fans. What takes some getting used to is the transmission shifter with the “park” feature occupying a button immediately below the stick — I wonder how many times people put the car in reverse, thinking they were in park?

The Lexus Remote Touch controller offers its own drama, at least for some people. Personally, I like the mouse-like design — once you’re familiar with the location of the pad, buttons, and switches, you’ll get the hang of it. Distractibility is always a potential problem with any system requiring your eyes to veer away from the road ahead. So, use the voice commands wherever possible — it worked great when it came to fetching directions. Those directions, by the way, come courtesy of an available navigation package ($3,480).

Opt for the luxury package ($2,170) and you can upgrade from NuLuxe to leather seats. But I have to say the NuLuxe does an excellent job of imitating leather — it has the look and feel of the real thing and importantly for some folks is that no animals were harmed in the process. Anyway, the luxury package also brings in heated and front seats, and other features.

As for storage space, the hatchback offers 14.3 cubic feet of storage space. The 60-40 split folding rear seat expands that space, although Lexus doesn’t publish that number.

Performance Features

Let’s get one very important point out of the way first: the 2017 Lexus CT200h makes an EPA-estimated 43 mpg in the city and 40 mpg on the highway for a combined 42 mpg. My numbers came in slightly lower: 39.3 mpg for mostly highway driving. But I’ll take it.

On the road, the CT is not a performance beast. At least if you place the emphasis on off-the-mark acceleration or passing power. Even in sport mode (eco and normal are the other two), there’s no appreciable difference in performance. Remember, we’re talking about a hybrid model here, not the RC F. That means you’ll draw 98 horsepower and 105 pound-feet of torque from the gas engine.

One of two electric motor generators sends 80 horsepower to drive the front wheels and supplies regeneration while braking (energy sent to the nickel metal hydride battery pack for use later). The other generator works the engine starter and manages the transmission ratio control.

But there is one benefit that will appeal to people who like tackling the twisties. Even though the CT is front-wheel drive it weighs just 3,130 pounds and has what feels like an improved front to rear weight distribution. Then again, it is nose heavy with 59 percent of the weight up front and 41 percent in the rear. It just doesn’t seem that way when tackling the twisties.

Enhancing the handling experience is the available F Sport package as you’ll gain sport-tuned dampers and springs. Just don’t look for copious amounts of power to aid you as you press forward — it just isn’t there.

Safety Considerations

The Insurance Institute for Highway Safety (IIHS) gave the 2016 Lexus CT 200h its highest score: Top Safety Pick+. Testing for the 2017 model has not yet been accomplished, but we’re confident this model will retain its high score.

Besides the usual safety features — traction control, a suite of airbags, and stability control — buyers can opt for a pre-collision package ($1,500) with dynamic cruise control, what enables the CT to achieve its lofty safety rating.

Model Considerations

With standard and F Sport trims available, your purchase decision comes down to two things: luxury efficiency on a budget or a combination of efficiency and performance when choosing the F Sport.

Personally, I would skip the F Sport — if you’re looking for a measure of performance, then head to the IS line. You won’t enjoy the fuel efficiency of the hybrid, but you’ll gain performance characteristics in a tidy package for a slightly higher price.

Parting Thoughts

The CT offers an ideal blend of a sport hatchback design, premium features, and outstanding fuel economy. The person who admires Prius, but wants to upgrade to Lexus may find it delivers everything they want. Keep in mind that this model is shorter than the Prius and doesn’t have the interior space of the Toyota. The ideal purchaser may be the individual looking for a commuter car and the promise of 40 mpg. You’ll get that along with the CT’s green credentials wrapped in a Lexus package.

See Also — Driven: 2016 Lexus ES 300h