Archives for February 2017

Compact High Rider: 2018 Toyota C-HR

February 28, 2017 by admin 9 Comments

Previewing Toyota’s latest model.

As of this writing, I’m in Austin, Texas, putting on the finishing touches to your review of the 2018 Toyota C-HR. This all-new model rolls into US showrooms in April and will slot just below the RAV4 in Toyota’s SUV product line.

But I can’t tell you everything I know about this vehicle, at least not until March 8, 2017. That’s the date when embargoed information about the C-HR’s driving impressions, pricing, and fuel economy is lifted. So, please check back here then for the complete scoop.

2018 Toyota C-HR

What I can tell you is that the Toyota C-HR is something completely different from what we’ve seen for this brand. Originally conceived as a Scion product, the automaker transitioned this vehicle to the Toyota brand once it decided to cancel Scion. I can also tell you is that the same pricing philosophy espoused by Scion is on display here and builds on other Scion-to-Toyota models, including the Yaris iA, Corolla iM, and the Toyota 86.

Toyota says that “C-HR” stands for Coupe High-Rider. What you have is a coupe-like design married to a high profile. This means you sit up high while driving. Naturally, you don’t enjoy the same driving characteristics of a low-slung coupe. At the same time, there is an advantage that I’ll make known when my full review is published.

The C-HR is built on an all-new global platform. It is actually a “C segment” model like the RAV4, but it is slightly smaller. It takes aim at the B segment or subcompact SUVs, including the Nissan Juke, Honda HR-V, Jeep Renegade, Chevrolet Trax, Mazda CX-3, Fiat 500X, and others. Add the Kia Soul to this mix.

2018 Toyota C-HR

Front-Wheel Drive Only

Unlike its competitors, the Toyota C-HR is front-wheel drive only. This may put the vehicle at a disadvantage, especially for people who want the added security of all-wheel drive. My thinking, however, is that this SUV will appeal to a group of consumers who are looking for something else, namely fun-to-drive characteristics, something the C-HR has.

All models are powered by an new 2.0-liter four-cylinder engine with 144 horsepower and 139 pound-feet of torque. This engine is paired with a continuously variable automatic transmission. No six-speed manual gearbox is available. At least not in North America. Europe will see the manual and drivers there will enjoy throttle blips for rev-matched downshifting. In my opinion, this feature will eventually arrive in US-spec models. It just has to!

There are a few other things I can tell you about the CH-R.

First, it seats five. The front bucket seats are generously bolstered, offering very good support to your hips and back.

Second, the rear 60-40 seat holds three, but two is ideal. Even then, cabin room is skewed toward the front occupants, therefore this vehicle is ideal for two. That said, if you must sit in the back, headroom is not an issue — I’m nearly 6-feet tall and there was room to spare.

2018 Toyota CH-R

Third, the rear storage space is fairly sizable. Fold down the rear seat and two people have enough room to carry a week’s worth of luggage with them.

Fourth, if you like color schemes the C-HR won’t disappoint you. In addition to such standard colors as black, white, red, and blue, there are three two-tone colors available — this means that the roofs are white and the body is another color, such as green or blue. It looks great and reminds me of a similar paint scheme found on the FJ Cruiser.

Fifth, there is a distinct diamond theme running through the C-HR. Look closely and you can see it on the exterior. Inside, the diamonds are on the door panels, the headliner, and in other places you might not expect it. We found it a cool way to showcase this vehicle.

Stay Tuned!

So, to wrap up for now I’ve included a bunch of photos to whet your appetite. Come the second Wednesday of March, I’ll fill in the details about this sporty, new model.

Lexus NX Hybrid Shines in a Niche Segment

February 25, 2017 by admin 9 Comments

Compact NX is the smallest of four Lexus SUVs.

2017 Lexus NX 300h

Low fuel prices haven’t halted Lexus’ advance in all things hybrid. Piggybacking on Toyota Motors’ technology, Lexus’ gas-electric vehicles currently number five model lines and soon will be joined by two 2018 models: the LC 500h coupe and the LS 500h.

Of the current models, the Lexus NX 300h is the newest. Introduced in 2015 along with the Lexus NX Turbo, this compact SUV slots below the wildly popular midsize RX, the smallest of four SUVs offered by Toyota’s luxury brand.

Where the NX Turbo relies upon a 2.0-liter, turbocharged four-cylinder engine with 235 horsepower and 258 pound-feet of torque to move this SUV, the NX Hybrid uses a normally aspirated 2.5-liter, four-cylinder engine and a pair of electric motors. One of the motors sends torque to the rear wheels when needed, so the NX Hybrid is standard all-wheel drive, while the gas NX offers front- and all-wheel drive choices.

2017 Lexus NX Hybrid

A recent weekly driver for Auto Trends Magazine was a 2017 Lexus NX Hybrid. Although the NX Hybrid is a mono-spec (one trim) model, several packages are available. Indeed, my test model had a base price of $39,720 (plus $975) for destination, but $15,000 in upgrades.

Those upgrades included a $4,545 luxury package — 18-inch wheels, a heated steering wheel, heated and ventilated front seats, LED daytime running lights, and a 10-way driver’s seat with lumbar support. A $1,815 navigation package also brought in a 10-speaker premium Lexus audio system. Then, for $3,900, the luxury package was upgraded to 19-inch forged wheels. Other add-ons included a power-folding rear seat, parking assist, and safety features.

2017 Lexus NX 300h

Differences and Similarities

There are a number of similarities as well as differences between the standard and hybrid models. both vehicles offer distinct styling cues marked by profound body sculpting, strong character lines, a rising belt line, and a flowing roofline.

Some find the look polarizing — as if the designers went wild with a sculpting knife. Certainly, today’s Lexus style is much more evocative than ever before, playing an integral part in raising the brand’s profile. Yes, Lexus has heard that their designs were “boring” and has set out to do something about that. The result is evident, especially in the updated fascias, including the pronounced spindle grille.

The NX’s spindle grille dominates the front fascia. But there is an important distinction between gas and hybrid models. Yes, the outline is the same, but the hybrid is marked by four distinct horizontal slats with a blue highlighted Lexus logo in the middle. The gas model dispenses with the bars and employs a honey-combed design, itself marked by a black highlighted Lexus logo.

Other standout features of both models include the L-shaped accent lights, sporty headlamps, a narrow lower grille opening, huge wheel arches, a rear spoiler, and wing-like rear combination lamps. Dual exhaust ports are also present.

Wheel choices range in size from 17 to 19 inches, and include alloy wheels with both five- and 10-spoke designs. All-season tires are standard.

2017 Lexus NX 300h

Take a Look Inside

The Lexus NX seats five, although four is the ideal number. There is ample head, shoulder, hip and leg room up front. The rear seat is sufficient in all four categories, but can provide tight hip and shoulder room if someone is sitting in the middle position. Tall passengers may find the sloping roofline somewhat limiting, although the bulk of the slope occurs behind the rear seat.

That said, you’ll find just 16.8 cubic feet of standard storage space. Fortunately, the battery pack is located beneath the rear seat and therefore doesn’t keep that seat from folding. And a good thing too: you’ll enjoy 53.7 cubic feet of storage space when the rear seat is folded.

A modern interior graces the NX Hybrid, dressed in NuLuxe trim. NuLuxe has the look and feel of leather, but it isn’t the real thing. Leather seats are available, but don’t immediately dismiss the imitation material — it is one of the best I’ve seen (and felt) in the industry. As for the rest of the trim, opt for the luxury package if wood trim is your requirement. Here, you’ll find linear black shadow wood as an upgrade from the usual metallic trim.

All models come with keyless entry with push-button start, dual-zone climate control, full power accessories, and a leather-trimmed steering wheel and shift knob. Individual options include heated front seats, power folding and reclining rear seats, a power moonroof, or heated and ventilated front seats.

The front seats are very comfortable, the driver’s seat more so with the available 10-way power seat with lumbar support. Kudos to Lexus for supplying a quiet interior and a comfortable ride. If you’re a fan of the RX Series, the NX will not disappoint.

2017 Lexus NX 300h

Safety and Technology

All Lexus NX models come with a generous list of safety features. Eight standard airbags, a backup camera, Siri Eyes Free, stability control, and Lexus Enform Connect are included. You can also choose triple-beam LED headlamps, lane departure alert, blind spot monitor with rear cross traffic alert, parking assist, and a pre-collision system with radar cruise control.

When it comes to safety ratings, the Insurance Institute for Highway Safety awarded the 2017 Lexus NX with its Top Safety Pick+ rating, its highest score. Similarly, both the NX 200t and NX 300h garnered top five-star scores from the National Highway Traffic Safety Administration (NHTSA).

Technology and Lexus go hand in hand and the NX Hybrid delivers. You’ll find a full LCD color display in the instrument panel and you’ll also have Lexus’ touch pad to control the center stack color screen. That pad works much in the same way as a mouse. There is a learning curve present — my advice to new owners is to practice the pad while at home to avoid distractions on the road. When you grasp the system, you’ll manage the scratch pad with only minimal distraction.

An eight-speaker Lexus premium sound system is present, but you can upgrade to a 10-speaker system. The expected tech features such as Bluetooth, USB connectivity, HD Radio, traffic and weather updates (subscription), and an auxiliary audio port are also present. A Qi-compatible wireless device charger is available — just remember to remove the cover from your smartphone, otherwise it won’t work for you.

On the Road

The NX Hybrid “rolls” differently than the gas model, using a hybrid propulsion system to get the work done. Where a six-speed automatic is paired with the gas model’s engine, Lexus employs an electronically controlled continuously variable transmission with the hybrid.

You also have more horsepower to work with in the gas model — 235 hp v. 194 hp. Torque numbers are even more skewed toward the turbo — 258 pound-feet v. 152 pound-feet. Nevertheless, the hybrid delivers sufficient power when you need it.

Furthermore, the NX Hybrid offers a distinct fuel efficiency advantage, delivering 33 mpg in the city and 30 mpg on the highway to the 22 mpg city and 28 mpg highway of the turbo model. Importantly, the hybrid has a 7 mpg overall edge to the gas model — 31 v. 24.

For the uninformed, hybrids sometimes get a bad rap. Thought by some as generally weak alternatives to gas engines, hybrids do provide a lot of kick when you need it most — especially when passing.

As for the NX Hybrid, its toughest assignment is battling the performance boost of the turbo. Quite frankly, there is no contest there. The turbo has an edge that can’t be overcome, namely a respectable 0-60 mph time of 7.2 seconds. As for the hybrid, a leisurely 9.1-second 0-60 mph time is offered. Again, you’re considering a hybrid for efficiency, not performance, so you’ll need to manage your expectations accordingly.

Two things to consider about this hybrid, no *most* hybrids — uninvolved steering and squishy brakes. That’s something you’ll deal with the NX Hybrid, but it shouldn’t be a surprise either — the brakes not only stop the SUV, but send kinetic energy to the lithium-ion battery pack for use later. And if you’re someone who likes to tow, the NX Hybrid has a 1,500-pound towing capacity. Compare that to the 2,000-pound capacity of the NX 200t.

Parting Thoughts

Is the NX Hybrid the best choice for you? It could be although it starts about $4,500 more than the base NX 200t. But the hybrid is all-wheel drive, thus the gap narrows to $3,000 when comparing AWD to AWD. Still, if you’re looking to get your investment back with the hybrid, you may be disappointed.

What the NX family does is to provide a sensible gateway to the Lexus brand. Several other models do likewise, including the compact CT hatchback, as well as the IS and ES sedans. All four can be had for under $40,000 and that means you can easily upgrade from Toyota or slide over from another luxury brand.

2017 Lexus NX 300h

Behind the Wheel of a Lexus LC 500

February 22, 2017 by admin 5 Comments

A Hawaiian driving adventure includes the LC 500h.

Apart from the LFA exotic car, Lexus has had few performance models to show for it. In more recent years, however, various “F” versions of the IS, RC, and GS have emerged, underscoring this luxury brand’s performance credentials.

As good as the RC F coupe has been, it isn’t a match for the best models out there. Sure, the RC F’s 0-60 mph time is about 4.4 seconds, but it isn’t speed alone that defines the top end of the market. Here, you need excellent driving characteristics along with top-end luxury features to compete among the best — what Lexus recognizes as international grand touring coupes.

Enter the 2018 Lexus LC 500.

Global Architecture for Luxury Vehicles

The next series of performance cars from Lexus sport the LC badge. The LC 500 is the standard model; the LC 500h is the hybrid. Although the engines and hybrid powertrain seem familiar, what’s new is the vehicle’s platform.

That platform is officially known as the global architecture for luxury vehicles (GA-L). Lexus says that it will serve as the blueprint for other models, including the full-size and next-generation 2018 Lexus LS sedan.

Although coy about what Lexus’ models would follow, company PR folk hinted that others are already in the works. Figure that the midsize GS sedan is up next, followed by the IS line and perhaps the RC.

The RC is somewhat of a question mark here as its place in the Lexus hierarchy doesn’t seem certain. Then again, Lexus stressed that the near $30,000 price difference between the RC F and the LC 500 demonstrates that there is much room for the lower cost model. Thus, this guy believes the RC will be around for the long haul.

Larger, But With Lightweight Materials

Critics should carefully study what Lexus is serving up in its GA-L platform. Numerous lightweight materials are in place, including high-strength steels, lightweight forged aluminum control arms, and even a lighter transmission. Although at 4,240 pounds it weighs nearly 300 pounds more than the RC F (weighing in at 3,958 pounds to be exact), the LC 500 is 5.5 inches longer between the wheels, 2.2 inches longer from bumper to bumper and 3 inches wider.

Where rear legroom is terrible in the RC F, it is somewhat better in the LC 500. Yes, you could place a pair of people in the back seat if you had too. Personally, I would have preferred a 2-seat design instead of the 2+2 layout. Once again, Lexus did not consult me before locking down the final design….

Standard or Hybrid Models

You get two powertrain choices with the LC Series starting with the familiar 5.0-liter naturally aspirated V8 engine making 471 horsepower and 398 pound-feet of torque. Married to an all-new 10-speed automatic transmission, the combination ensures a 0-60 mph time of 4.4 seconds, matching the lighter and smaller RC F.

The transmission is lighter than the outgoing eight-speed automatic and Lexus says that the lower five gears shift fast to move the sleek coupe with ease. Slip the transmission into sport mode and you’ll have steering wheel-mounted paddle shifters at the ready. No manual gearbox is offered, but there is a certain level of driving connection realized when working the paddles.

The other powertrain choice is none other than a hybrid. Yes, that’s right: this performance model offers a hybrid variant, but don’t be dismayed: where the gas model has a 0-60 mph time of 4.4 seconds, the hybrid comes in at 4.7 seconds.

The 2018 Lexus LC 500h is powered by a 3.5-liter V6 engine with a pair of electric motors at the ready. The first engine acts as the primary generator and also functions as the engine starter and engine speed controller.

The second electric motor drives the rear wheels and supplies regenerative braking. An 84-cell lithium-ion battery pack stores electricity and sends energy to the wheels or to the engine, as needed.

All-New Multi Stage Hybrid Transmission

Interestingly, the LC 500h has what is known as a multi stage hybrid transmission — in addition to the planetary gear set up familiar elsewhere, the new transmission adds a unique four-speed transmission. When working in tandem, the two gear sets alter output in four stages across the V6’s power range. Further, the system allows for more electric assist at lower speeds and can move this luxury coupe at speeds up to 87 mph with the gasoline engine turned off.

This means the hybrid is not simply powerful, but it is efficient: Lexus says the LC 500h makes 26 mpg in the city and 35 mpg on the highway. Compare that to the LC 500 and its 16 mpg in the city and 26 mpg on the highway ratings.

Do you think Lexus should have thrown its resources into diesel technology as have other luxury manufacturers? The power and efficiency edge of the hybrid system should have you considering otherwise.

A Matter of Style

I’ve heard all kinds of opinions about the current Lexus styling convention, so nothing surprises me. Typically, the spindle grille is the prime topic, followed closely by the pronounced body sculpting, especially in the front fascia.

Lexus’ spindle (hourglass) grille is pronounced in the LC Series, but there is one difference this year: a greater concentration of honeycomb is evident in the upper portion of the grille. Take a look at this machine from the front and you might imagine a distinct waterfall look when viewing the grille from top to bottom.

The luxury sport coupe has a pronounced athletic stance from bumper to bumper with the deeply raked windshield, high beltline, and a sloping roof line. Large ducts direct air into the rear tires, moving across the tire sidewall to enhance straight-line cohesion and steering responsiveness.

From the rear, the raised deck is highlighted by a decklid spoiler, double boomerang tail lights, and stacked exhaust inlets.

A Sporty, But Elegant Interior

Inside, you’ll find Lexus’ designers carefully went over every square inch of the cabin to deliver a sophisticated design replete with high-end materials. Hand-stitched leather, Alcantara door panel trim, and magnesium alloy paddles are present.

The position and height of the driver’s seat, the location of the steering wheel, and the layout of the controls provide a driver-centric cabin with excellent forward sight lines. Lexus not only supplies ample hip bolstering up front, but the shoulders are bolstered too, effectively cosseting the driver and front seat passenger. Where some sport seat styles can prove wearisome, I found these seats were very comfortable as they took the pressure off the lower back while offering balanced support everywhere else.

One matter about the LC 500 had me baffled as our team of media experts left the grounds for roads far, far away. And that was the location of the drive mode select position. Instead of being located between the seats at the base of the stack, Lexus placed it on the outside of the instrument panel. As soon as I found it, I made the adjustment from normal to Sport S+ to enhance the transmission shift points and to allow the baffles to open under acceleration.

The LC 500 features Lexus’ most recent audio, navigation, and connectivity technologies. A new multimedia package is present, offering an improved graphic user interface with upgradeable software. This means as Lexus rolls out subsequent updates, you won’t be left behind. As before, a Remote Touch Interface touchpad is present. Rounding out the major tech features is an exquisite sounding 12-speaker Pioneer audio system.

2018 Lexus LC 500

On the Road

Unless you’re driving locally there is no reason not to have Sport S+ mode selected when driving the LC 500. The engine responds quicker, shift points are closer, and the exhaust system sings its praises.

Be prepared to move away from a dead stop with authority. I, for one, am glad that Lexus did without any type of boosting — turbocharger or supercharger — when developing this model. The naturally aspirated V8 throws down ample power and continues to do so as you build speed. You can sense the transmission responding in kind as the rear wheels turn.

Would all-wheel drive have been beneficial here? Possibly. Then again it would also add weight. Our carefully curated Hawaiian roads were ideal for testing this coupe’s capabilities as we drove from sea level to well over 3,000 feet. The coupe hangs with the twisties, but our only regret is that the state’s roads have speed limits ranging mostly from 45 to 55 mph. We also learned that the local police drive their own vehicles, plunking a big blue light on the roof to pull over speeders. Not wanting to fund the island’s economy in a big way, we chose to ease up on the pedal. And yet, whenever we could punch it, we certainly did.

Taut steering and the coupe’s low center of gravity mean this model is most definitely a driver’s car. All models come with 20- or 21-inch wheels set within Michelin Pilot Super Sport or Bridgestone Potenza S001 run-flat tires. A highly rigid suspension combined with reduced vertical stiffness results in a handling gem and a comfortable ride.

As for the hybrid, the big surprise was the amount of power coaxed out of the V6 engine and the electric motors. By itself, the V6 wouldn’t deliver the expected power for this sports coupe, but with its hybrid enhancement, full power isn’t too far off from what the V8 delivers.

2018 Lexus LC 500

Parting Thoughts

The LC Series will officially inaugurate the GA-L platform. That’s the good news. The bad news is that production only begins in March and the first models won’t arrive in the states until June at the earliest.

Furthermore, Lexus is allocating just 400 models per month in the US, with the ability to expand production to perhaps 500 units. Lexus says that half of the LC’s build capacity is set for the US market, with the rest of the world claiming the other half.

The small number, however, seems in line with what demand is likely to be. After all, the LC 500 retails for $92,000 and the LC 500h starts at $96,510. Add $995 for destination and handling.

However, final prices can push above $100,000 if the Sport Package with Carbon is chosen ($7,000 in the LC 500; $5,400 in the LC 500h). Choose the Performance Package with Carbon and you’ll pay $10,000 or $8,790 in the hybrid. Thus, in the LC Series we have Lexus’ first mass production six-figure sports car. What we also have is a statement making model, underscoring once and for all that Lexus’ is losing its “boring” label.

2018 Lexus LC 500

Performance Beast: 2017 Jaguar F-TYPE SVR Coupe

February 21, 2017 by admin 6 Comments

When it comes to the F-TYPE, the SVR tops them all.

2017 Jaguar F-TYPE SVR Coupe.

Ever since the F-TYPE leaped upon the world stage in 2014, Jaguar’s sports car has turned heads and invited comparisons to other potent machines, including the BMW Z4, Porsche 911, and the Mercedes-Benz SLK Class, to name a few. Not only did Jaguar seek to build the spiritual successor to the E-TYPE, but in the F-TYPE they wanted nothing less than a world-class scream machine.

Mission accomplished.

This writer has had the good fortune of driving no less than four F-TYPEs since the model debuted. The first three appeared within the 2015 calendar year, then nothing for 2016. That all changed in mid-February 2017 when the transcendent 2017 Jaguar F-TYPE SVR appeared, the most powerful of the seven trims offered.

2017 Jaguar F-TYPE

Speaking of the seven trims, Jaguar continues to expand what you can buy when considering the 2017 F-TYPE. Here you have your choice of F-TYPE ($61,400), F-TYPE Premium ($66,800), F-TYPE S ($79,100), F-TYPE S AWD ($86,600), F-TYPE R ($105,400), F-TYPE SVR ($125,950), and an F-TYPE British Design Edition ($92,100). Add $995 for the manufacturer’s destination and handling charge.

A pair of supercharged engines is offered with the F-TYPE. The base and Premium editions are powered by a 3.0-liter, supercharged V6 engine making 340 horsepower and 332 pound-feet of torque. These rear-wheel drive models are paired with a six-speed ZF manual gearbox or an eight-speed automatic transmission. Expect a 0-60 mph time of 5.5 seconds with the manual and 5.1 seconds with the automatic. Your top speed here comes in at 161 mph.

2017 Jaguar F-TYPE SVR Coupe.

Move up to the “S” and the same engine has an output of 380 horsepower with 339 pound-feet of torque. The same manual and automatic transmission combinations are offered. Choose the AWD version and you’ll get Jaguar’s all-wheel drive system. Here, only the automatic transmission is offered. Expect a 0-60 mph time of 5.3 seconds (4.9 seconds with AWD) and a top speed of 171 mph.

Raucous power comes to the F-TYPE R, powered by a 5.0-liter supercharged V8 engine with 550 horsepower and 502 pound-feet of torque. Paired with an eight-speed automatic transmission, this model has a 0-60 mph time of 3.9 seconds and a top speed of 186 mph.

Choose the F-TYPE SVR and Jaguar tweaks the V8 to deliver 575 horsepower and 516 pound-feet of torque. This model is also paired with the automatic transmission to serve a 0-60 mph time of just 3.5 seconds and a top speed of 200 mph. Catch me if you can!

Special British Edition and Convertible Choices

The final edition is a special British Design model outfitted with a carbon fiber console finisher, British Design Edition treadplates, and special contrast stitching. Here, you have your choice of rear- or all-wheel drive. The same performance found in the “S” lines are offered with this edition.

The F-TYPE is the only coupe in Jaguar’s product line. You can also choose a convertible with the same trims offered as the coupe. Just add upwards of $4,000 to your base price to find the comparable drop-top equivalent.

2017 Jaguar F-TYPE SVR Coupe.

Jaguar Special Vehicle Operations

My previous Jaguar test models included manual and automatic versions of the V6 model as well as the R Coupe. The R Coupe was already an intimidating machine for the segment, but Jaguar was not satisfied. Enter Jaguar Land Rover’s Special Vehicle Operations team.

Best known as SVO — although the logo on the Jaguar reads SVR for Special Vehicle Operations R series, the modified model benefits from new intercoolers and hood vents for unrestrained breathing. Shift times are faster, while launch control is enhanced to get this big cat moving faster. Additional changes to the torque-vectoring differential and the all-wheel drive system are evident too. Fat Pirelli P Zero tires help keep the savage beast planted at all times.

A quick glance of the rear of both the R and SVR models will show the expected quad exhaust tips. But the SVR’s exhaust system is unique and comes in lighter than the R’s. Here, Jaguar employs a lightweight titanium and Inconel exhaust system for weight savings. Indeed, the Inconel name represents a family of austenitic nickel-chromium-based superalloys, which are both resistant to oxidation and corrosion. They’re also entirely suited to work in extreme environments where heat and pressure are at work. Such as under the belly of the F-TYPE SVR.

Other standout features in the SVR include unique 20-inch Coriolis alloy wheels, chassis and cooling system enhancements, and a suede cloth upper interior environment. Many of the other details of the SVR have been tweaked for this model line only, including the available Carbon Ceramic Brake Package ($12,000) for a 46-pound weight loss. Other package upgrades include an extended leather package ($2,200), and exterior carbon fiber package ($4,400). When all is said and done your final price can move close to an eye-watering $150,000.

2017 Jaguar F-TYPE SVR Coupe.

On the Road

I’ve discussed the cockpit extensively in my other write ups. There isn’t much difference between the R and SVR models here, except perhaps for the greater use of carbon fiber here and there.

When it comes to the SVR, this model is all about what it does on the road. Let’s just say it blows nearly everything else away in short order.

Engage the ignition and the exhaust system bellows. Be forewarned: your neighbors might complain if you drive off while they’re still in bed. There is no silencer mode here — the exhaust system has two settings — loud and louder still, the latter reached when sport (dynamic) mode is activated.

The SVR rumbles wherever it goes — more so when operating in dynamic mode. Every pitch, churn, burp or other utterance is magnified. Call it a purr if you want, but it starts with a grumble and quickly transforms into a roar once you press hard on the accelerator.

And another warning: Don’t plan on flooring it unless you are aware of your surroundings. You’ll need to have ample room between you and the next car up front as well as space to move around. This also means that you’re a target for law enforcement who will take note both of the flashy color (my test model was dressed in Caldera Red) and the attendant cacophony. Why make it easy for the blue line to give you a traffic violation?

2017 Jaguar F-TYPE SVR Coupe.

Not only does this sports car own the highway, but it is a gem on your favorite back, twisty roads. All-wheel drive is at work here and the advantage is apparent as torque is sent to the appropriate wheel at the opportune time, keeping the big cat planted. Every twist, dip, curve, and rise of the road are handled with precision — unless you get sloppy with the steering — in that case, it is doubtful you’ll ever need to tap the brakes. Just so you know I’m not recommending high-speed twisty tackling for the novice. At the same time, the SVR compensates for whatever deficiencies you may bring to your behind the wheel experience.

I’m often asked how fast I drive when a manufacturer entrusts me with a sports car. That’s not something I reveal and for two reasons:

1. I’m not about to push any car to its limits, unless I am on the track. Even then, I’ll happily defer to the experts. Besides, special manufacturer permission is needed for anything beyond road travel.

2. On occasion, I’ve been known to floor it. Quite easily, you can push the posted speed limits and well beyond. Let’s just say that whatever lofty speeds I do achieve are done on open roads and in very short spurts. I trust the manufacturer has thoroughly documented what a particular car can do and that’s good enough for me.

Parting Thoughts

The Jaguar F-TYPE SVR is not for everyone, it is a performance outlier notwithstanding. Its price alone restricts this model to only a select few and then only to people who are committed to all things sports cars. As for me, my favorite is the F-TYPE S convertible, outfitted with a six-speed manual gearbox. Not only do I prefer to row my own, but I enjoy the option of dropping the top whenever my mood and the ambient conditions intersect.

2017 Jaguar F-TYPE SVR Coupe.

Second Look: 2017 Chrysler Pacifica

February 17, 2017 by admin 4 Comments

Chrysler’s award-winning minivan continues to attract new customers.

It wasn’t supposed to be this way. When crossover utility vehicles began to take hold early on in this century, minivan sales were expected to decline, then eventually disappear as models were canceled one by one. Manufacturers such as Ford and GM were among the early casualties, while Chrysler, Toyota, Honda, Nissan, and Kia managed to stay put.

After years of decline, something unexpected happened: sales rose by 6.3 percent in 2016, nearly erasing the losses of the previous year. The Toyota Sienna barely edged out the Dodge Grand Caravan for segment leadership, with the Honda Odyssey coming in a strong third. But it was an all-new Chrysler Pacifica model that shook up and injected new life into the segment, a seven-passenger model and successor to the Chrysler Town & Country.

I tested the 2017 Pacifica last summer and was impressed by what Chrysler had done in fielding the new minivan. As sometimes happens, a manufacturer will deliver a model twice within the same year for a follow-up review.

As before, I took delivery of a Chrysler Pacifica Limited, the top-of-the-line trim in this five-trim family. No, it wasn’t the same vehicle offered earlier— this one came in velvet red pearl coat; the earlier model was outfitted in bright white. Other than that, all the features offered in this top Pacifica line were present.

2017 Chrysler Pacifica

2017 Chrysler Pacifica and Hybrid Pacifica

Chrysler offers the 2017 Pacifica in five trims, designed to fit most family’s budgets. You have a choice of the LX ($28,595), Touring ($30,495), Touring L ($34,495), Touring L Plus ($37,895) and Limited ($42,495). These prices include a $995 destination charge.

Since the Pacifica was released, a plug-in hybrid model was introduced. The Pacifica PHEV is available in two trims: Hybrid Premium ($41,995) and Hybrid Platinum ($44,495). I had hoped one of the PHEV trims was coming my way, but it wasn’t ready yet. I saw the hybrid Pacifica at auto shows in Washington, DC, and Chicago just days earlier, learning that the product roll out had just begun.

My test model offered three packages, raising the final price to a lofty $48,475. A tire and wheel group ($995) brought in 20-inch aluminum wheels and locking lug nuts. A $1,995 Advanced SafetyTec Group added such features as front and rear park assist, adaptive cruise control with automatic braking, and automatic high-beam control. Another $1,995 upgrade (UConnect Theater Package) brought in a pair of video screens to the front seatbacks, a BluRay system, a 115-volt outlet, and a 220-amp alternator.

A trailer tow package ($995) is also available and for no additional charge you can opt for eight-occupant seating. At the higher end of the price spectrum, Chrysler routinely adds discounting for bundling packages. As of this writing, a $2,000 credit is built in, effectively keeping your final price below $50,000, with taxes, tags, and registration extra.

2017 Chrysler Pacifica

V6 Power at the Ready

Both the standard and hybrid model are powered by a V6 engine. The gasoline version is paired with a 9-speed automatic transmission; the hybrid gets an electrically variable transmission along with dual-motor EV drive capability.

The V6 makes 287 horsepower and 262 pound-feet of torque in the gas model. In the hybrid, you’ll have 248 horsepower and 230 pound-feet of torque at your disposal. The hybrid also provides 30 miles of electric-only range, effectively preserving fuel and reducing vehicle emissions.

But this review is all about the model as tested — I’ll supply a separate review of the Pacifica PHEV if and one is offered to me. As for the fuel efficiency of the gasoline model, you can expect something in the neighborhood of the EPA-estimated 18 mpg in the city and 28 mpg on the highway.

Style Highlights

With the 2017 Pacifica, Chrysler opted for a new style direction, one first evident with the last-generation Chrysler 200 midsize sedan. This expression offers a sleek, modern fascia highlighted by flowing, available LED accent lights.

While the look has helped the Pacifica, the 200 languished on the market and was discontinued following the 2016 model year. Now, Chrysler has just the Pacifica and the dissimilar looking full-size 300 sedan to show for it.

Other style directives include pronounced character lines on the hood and profile, body sculpting, and available chrome-like touches. Further, the long roof line flows to the rear deck capped by a liftgate spoiler, oversized combination lamps, and a wraparound look rear window. All models come with dual sliding side doors and an assortment of 17-, 18-, and 20-inch wheel choices.

2017 Chrysler Pacifica

Inside, you’ll find a standard 2-2-3 seating arrangement. A 2-3-3 arrangement is available for no extra charge. The second- and third-row seats fold and stow, offering 140.5 cubic feet of storage space (standard space measures 32.3 cubic feet).

As expected, the interior is roomy, marked by long flowing lines across the dashboard and doors, with ample legroom everywhere. I particularly liked the arrangement for the center console — at the base of the stack is a large storage compartment. Instead of connecting the stack with the center storage space, a large open storage area is present and has a separate enclosed storage area between the seats.

Access to the second and third rows is a snap, thanks to the dual sliding doors and seats that move and tilt forward.

Cup and drink holders can be found nearly everywhere, with storage compartments and other hidden storage areas present. Chrysler not only launched the modern minivan segment, but the automaker has constantly strived to improve upon it.

Safety and Technology

When it comes to crash testing, the 2017 Chrysler Pacifica received the highest marks from the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA). The IIHS awarded the Pacifica with a Top Safety Pick+ rating, while the NHTSA assigned a 5-star rating to the van.

Beyond the expected suite of seat belts, traction and stability control, crumple zones, and electronic brake force distribution, the Pacifica offers more than 100 standard and available safety features. Lane departure warning, lane keep assist, front and rear park assist, a rearview camera or an available surround view camera, and adaptive cruise control is available.

A standard UConnect infotainment system with a 5-inch screen, voice-command audio, and six speakers can be upgraded to an 8.4-inch screen with navigation. You’ll also get an assortment of apps, USB and auxiliary audio ports, satellite radio, and HD radio. Buyers also have a choice of a 13-speaker Alpine audio system or a 20-speaker Harman Kardon audio system.

On the Road

Minivans and V6 engines go together. Early on, such vehicles were powered by four-cylinder engines, but as these models have grown, larger engines are in order.

I always feel that I am at a disadvantage when testing minivans under the typical driving scenario. My family of four takes up about half the seats, but typically one of my two sons will sit in the back row to give me his opinion of the seating area and the ride.

The V6 has a lot of work to do when the payload is heavy. Chrysler doesn’t publish payload information, but I’m confident this vehicle can hold 1,500 pounds of people and their stuff without a problem. If you need to tow, you have a 3,600-pound limit to work with.

2017 Chrysler Pacifica

I like Chrysler’s workhorse 3.6-liter V-6 engine as it supplies generous amounts of power. From off-the-mark acceleration to ample passing power, this engine gets the job done. The current 9-speed automatic transmission is improved too —early on in other models, mapping issues meant the transmission was often hunting for gears — not quite “knowing” where to stay. Happily, that issue has disappeared.

Steering is light to the touch — handling is ideal on a straight line. No minivan is designed to navigate twisty roads anywhere like a sports car, but you’ll find that ride comfort has improved over the previous Town & Country. In fact, this model is so much better than what Chrysler offered previously, that it is safe to say most buyers should find its performance more than merely adequate.

Parting Thoughts

For its second go, nothing stood out for me that I might have missed from my first drive last summer. The Chrysler Pacifica is a fully capable people mover, offering a distinct utility advantage over similar-sized crossovers.

I also think the 2017 Pacifica now sets the bar, something a Chrysler minivan hasn’t done since both the Toyota Sienna and Honda Odyssey came along. Perhaps its only weakness is brake feel as it doesn’t feel as firm as its chief competitors.

With a hybrid variant now in the mix, the Chrysler Pacifica offers something no other competitor has, further underscoring the manufacturer’s commitment to a segment that is very much alive. Besides the Sienna and Odyssey, other models to consider include the Kia Sedona and the Nissan Quest.

2017 Chrysler Pacifica

First-Ever Nissan Rogue Hybrid Debuts

February 15, 2017 by admin 3 Comments

Limited initial availability for the competitively priced Rogue Hybrid.

Pay just $26,240 for the 2017 Nissan Rogue Hybrid? That’s only $2,420 more than the starting price for the standard Rogue model. Perhaps more important, the Rogue Hybrid costs $2,790 less than the RAV4 Hybrid, the best-selling compact SUV.

Talk about taking it to the segment leader.

Nissan is far from being a leader in all things hybrid, having fielded a few models in the past — such as the Altima Hybrid (midsize sedan) and Pathfinder Hybrid (midsize, three-row SUV) — but dropped both after a few years. Blame low demand for hybrids and Toyota’s dominance of the market for ending the two.

If at first you don’t succeed, then try, try again. That’s the position of automakers who must comply with increasingly tougher fuel economy regulations. By 2025, corporate fleets must average 54.5 mpg, an unattainable number unless customers flock to hybrids and electric vehicles en masse. So far, consumers aren’t buying, but a slight spike in fuel prices could very well have people reconsidering the segment.

As for Nissan, pricing the Rogue Hybrid competitively should mitigate some of the pain of paying more for a hybrid, technology that can take years to recoup when fuel prices are as low as they are today. Consumers may consider more efficient models only when gas prices top $3 per gallon. At $4 per gallon, the switch to all types of EVs becomes a stampede. No telling if or when we’ll see ultra-high fuel prices again.

2017 Nissan Rogue Hybrid

Overview of the Nissan Rogue

The Nissan Rogue arrived late to the market, in 2008 to be precise. That “lateness” had Nissan at a disadvantage, but the automaker has quickly made up for lost time. Indeed, the Rogue is now outsold by only the Honda CR-V and Toyota RAV4, having recently passed the Ford Escape in annual sales, a model introduced seven years earlier.

Much credit should be given to the current-generation model, introduced in 2014 and refreshed in 2017. That refresh includes an updated exterior — a new front fascia with integrated fog lamps, bumper, and a new grille — and new LED lights, rear bumper, and rear combination lamps. On the SL trim, stylish new 19-inch aluminum alloy wheels are now available.

The interior now features a D-shaped steering wheel, an available heated steering wheel, a revised center console, and new fabrics. This year, Nissan also added a third-row seat option (not available on the hybrid), increasing passenger carrying capacity from five to seven.

2017 Nissan Rogue Hybrid

Like the standard model, the 2017 Nissan Rogue Hybrid is available in front-wheel drive or all-wheel drive.

I already mentioned the $2,420 price difference between the base gasoline model and the base hybrid. But on closer inspection, the Rogue Hybrid SV is just $1,000 more than the equivalent Rogue SV. Choose the all-wheel drive model and you’ll pay just $27,590. The Hybrid SL retails for $31,160 or $32,510 for all-wheel drive. The price difference between hybrid and gasoline models rises by $1,400 here. Add $940 for destination and handling.

Hybrid Powertrain

One important difference between the standard and hybrid models is found in the powertrain used. Gasoline models are powered by a 2.5-liter four-cylinder engine making 170 horsepower and 175 pound-feet of torque. The Rogue Hybrid makes 141 horsepower and 144 pound-feet of torque. As for the electric motor, it contributes 40 horsepower for net 176 system horsepower when the two propulsion systems are running concurrently. Both powertrains include a continuously variable automatic transmission.

Fuel economy for the gas model comes in at as high as 26 mpg in the city and 33 mpg on the highway. Choose the hybrid and it is rated as high as 33 mpg in the city and 35 mpg on the highway. Combined, the hybrid offers a 5 mpg advantage over the gas model.

2017 Nissan Rogue Hybrid

Standard and Available Equipment

There are a few differences between gasoline and hybrid models that go beyond trim and badging.

First, the hybrid models add an HEV gauge to the instrument panel.

Second, where the standard model offers a 40-20-40 split-folding rear seat, the hybrid has a 60-40 rear bench seat.

Third, the hybrid adds storage space under the rear cargo area.

Fourth, you’ll also find a so-called “vehicle sound generator” or warning system when operating the vehicle in reverse. No, it doesn’t beep like a commercial vehicle, but it does represent an unmistakable warning signal nonetheless.

2017 Nissan Rogue Hybrid

All models are equipped with aluminum-alloy wheels set within all-season tires, electric power-assist steering, hill start assist, and a liftgate spoiler. You’ll also find an audio system with an auxiliary jack and USB port, satellite radio, Bluetooth full power accessories, LED map lights, and a rearview monitor. Also available is push-button start, a nine-speaker Bose audio system, NissanConnect services, leather seats, and a power driver’s seat with lumbar support.

Factory-installed options include a Limited Edition Star Wars package ($1,990), an SL Hybrid Premium package ($2,020), and an SV Hybrid Premium package ($2,870). Individual accessories installed at port-of-entry or your Nissan dealer include splash guards, roof rail crossbars, a retractable cargo cover, and heated blind zone mirrors.

2017 Nissan Rogue Hybrid

On the Road

I’ve driven both the gasoline and hybrid versions of the Rogue and found the cabin roomy, the seats comfortable, and the driver controls sensibly placed. There are no surprises between gas and hybrid models — the combined power of a gasoline engine and an electric motor match the performance of the standard model.

The Rogue Hybrid starts in electric mode and stays there until you press hard on the accelerator. Immediately, the gas engine takes over. On the highway, full passing power is realized when the engine and motor work simultaneously to deliver maximum performance. This combination delivers all the power you need to pass that rig or move down the entrance ramp with authority.

Steering is light to the touch, not especially weighty, but it isn’t disengaged either. The brakes aren’t as spongy as some hybrid models, what also delivers kinetic energy to the lithium-ion batteries located beneath the storage compartment floor. A start/stop system is also present, shutting the hybrid down when idle, but immediately restarts it as soon as you lift your foot off the brake. Although this model is certainly tilted to efficiency, there is no performance penalty when an extra kick is needed — and that’s a good thing.

2017 Nissan Rogue Hybrid

Parting Thoughts

If you’ve considered a hybrid before and the price was an issue, the Rogue Hybrid does everything to allay those fears. When comparing trim to trim, you’re paying just $1,000 or $1,400 more for the hybrid, a recoupable cost.

For example, if you drive 15,000 miles per year and reach the 33 mpg average with the hybrid, then you’ll expend 454.54 gallons of fuel annually. At $2.25 per gallon, you’ll pay $1,003 per year for gasoline.

Go with the gasoline model averaging 28 mpg and you’ll expend 535.71 gallons of fuel annually. At $2.25 per gallon, you’ll pay $1,205 per year. That’s a difference of $202 per year or $1,010 for five years — representing the break-even point for the SV Hybrid. For the SL Hybrid, it’ll take nearly seven years to make up the $1,400 price premium. Both are within the reach of people who intend to keep their cars for eight to 10 years or longer.

All in all, the Nissan Rogue Hybrid has what it takes to compete — that means it is better positioned than the earlier Nissan hybrids to make a go of it. This also means that the Rogue Hybrid is likely here to stay.

2017 Nissan Rogue Hybrid

First Look: 2018 Lexus LC 500 and LC 500h

February 14, 2017 by admin 7 Comments

Lexus’ all-new sports car tops 100K, fully loaded.

Lexus introduced the LS500 and LS 500h to media at the
Four Seasons Resort Hualalai on the island of Hawaii.

I’m on location today in Kailua-Kona, on the Big Island of Hawai’i for the national press reveal of the 2018 Lexus LC 500 and LC 500h sports cars. It seems like a long time coming for the official reveal of this halo luxury sports coupe, but it is finally here.

My full review won’t be shared immediately. Instead, I’ve taken numerous photos and am sharing these along with model highlights today.

Production Starts March 2017

The day began with Lexus sharing background information about the LC 500 and the LC 500h. The vehicles on hand were pre-production models; production starts this March in Japan. It’ll probably be April before the first vehicles arrive in US dealer showrooms. Initially, each Lexus dealer will be given just two models.

Why the limited release? Because Lexus expects to sell just 400 units per month with 10 percent of that number comprised of hybrids. The US market accounts for half of all Lexus sales. Europe, China, and Japan are among the remaining markets.

Hybrids, Not Diesels

Like Toyota, Lexus routinely releases a hybrid variant along with the gasoline model. You won’t find a diesel in the US fleet, but that’s not a bad thing. Lexus has chosen to with hybrids to offer a high-efficiency model and does so without the drama some diesel manufacturers have experienced in recent years. Audi is a prime example.

The standard engine in this 2+2 luxury sports car is a 5.0-liter V8 with 471 horsepower and 398 pound-feet of torque. It is paired with a 10-speed automatic transmission. Lexus estimates a 0-60 mph time of just 4.4 seconds and fuel economy of 16 mpg in the city and 26 mpg on the highway.

Also available is a 3.5-liter V6 engine, part of a hybrid system found in the LC 500h. The LC 500h delivers 354 total system horsepower and has a 0-60 mph time of 4.7 seconds. Lexus estimates that this model will get 26 mpg in the city and 35 mpg on the highway.

Pricing and Options

You can consider the LC 500 and LC 500h as mono-spec models, but each one offers sport and luxury packages. The V8 model costs $92,000 and the hybrid comes in at $96,510.

Add in the destination charge and a package upgrade and the hybrid will top $100,000. That’s a price point Lexus hasn’t reached previously with a regular production sports car. The LC is also about $30,000 more than the RC F, but these are two very different models — the LC is based on Lexus’ all-new rear-wheel drive platform, while the RC is related to the IS line.

Lexus Spokeswoman

Lexus is pulling out all the stops with its new LC line and that’s why they hired actress Minnie Driver as a spokesperson. The brand made a splash with a commercial in Super Bowl LI and they’ll be bringing the LC Series to key events over the coming months in Florida, California, and Texas. Although expected sales will be small compared to models such as the highly popular RX SUV, the LC introduces a new Lexus platform with the improved driving dynamics that go with it.

2018 Lexus LC 500

Lexus B-Roll of the 2018 LC Series

Higher Education: Winter Driving School

February 13, 2017 by admin 6 Comments

Getting schooled at the Bridgestone Winter Driving School.

Ah, winter — the least favorite season for many of us as cold temperatures, snow, and ice often prevail, especially throughout snow country. I grew up in New Jersey and now live in the “sunny South,” but we have our share of wintry storms, usually delivering more ice, than snow. That makes for treacherous driving conditions, something I’ve learned to avoid by waiting for the roads to clear before heading out.

I’ve written extensively about tires, including the importance of checking air pressure regularly (at least monthly), rotating tires, and replacing them once tread levels fall to 2/32 of an inch. Tires are the only thing that separates thousands of pounds of vehicular mass from the road — if they’re not in optimum condition, the risk of a flat or a blowout increase, what may lead to a serious accident.

Winter tires are a “must” in certain areas of the country, but are often avoided and usually for two reasons:

1) Winter tires are an added cost and must be swapped out with your regular tires before the season arrives and changed again in the spring. Storing tires can prove challenging, especially for anyone who rents their home. Fortunately, some tire dealers will store your extra set of tires if you do not have space.

2) All-season tires are enough, right? Drivers may be under the impression that all-season tires are sufficient. After all, all-season means four seasons, but that’s not entirely accurate. Although all-season tires can be driven throughout the year, they do not provide the extra amount of grip needed for snow-covered roads.

So, let’s cut to the chase here: winter tires are necessary if snow conditions are a regular part of your driving experience wherever you live. In my area of central North Carolina, they’re not necessary. But in mountainous regions such as Boone or Asheville, drivers should use them and not just on the axle that drives the car — but on all four corners.

The Bridgestone Corporation is the largest tire company in the world; in addition to its eponymous tire brand, the company also owns Firestone. Visit any Firestone retail dealer and you’ll find both brands on display. The company claims to spend at least $1 billion annually on research and development. Moreover, Bridgestone has a strong presence in sports sponsorships, including the Olympics (the company is one of 13 global sponsors of the games).

The company also manages the Bridgestone Winter Driving School in Steamboat Springs, Colorado, a program I was invited to attend. Along with seven other media professionals, we participated in an intensive one-day hands-on class. A higher level and more intensive two-day option is also available and routinely enjoyed by enthusiasts.

Fittingly, it was on Groundhog Day when we took our class when a certain fat Phil in Pennsylvania indicated we still had six weeks of winter remaining. Meanwhile, at an elevation nearing 7,000 feet in northern Colorado, the season is just getting started — several feet of the white stuff were on the ground and a brewing mid-day storm was to add another five inches.

Before heading to the track, a Bridgestone instructor provides an hour of classroom instruction, outlining what’s ahead for the day. Winter tire basics were covered, including pointing out the superior stopping power of these specially designed tires.

Indeed, if you were to place similar cars side by side and outfitted one with all-season tires and the other with a set of winter tires, the latter provides a 33-percent shorter stopping distance. That’s not just a helpful advantage, but it supplies the assurance you need when roads are snow packed.

Winter tires are important for several other reasons, including having the capability to cover the vehicle’s weight and load, to transmit acceleration and cornering forces, and to cushion road irregularities. Potholes, anyone?

Bridgestone offers two lines of its branded Blizzak winter tires — WS80 and DM-V2. The studless Blizzak line rolled out in the late 1980s, building on a pair of earlier ice and multi-cell tire technologies. The changes through the years have yielded modifications to channel installation, including chain and mega bubbled compounds. In more recent years we’ve seen the introduction of so-called hydrophillically augmented tires for improved grip.

After a thorough safety briefing, media folk was sent to the BWDS driving campus for a vehicle orientation. Here, Toyota partnered with Bridgestone, supplying an assortment of models, including the midsize Camry sedan, 4Runner SUV, and the compact RAV4 crossover. A Tacoma pickup truck and a small fleet of 86s was also present. Alas, the latter group of vehicles was not made available to us.

The track introduction was hands-on — a BWDS instructor took us out in pairs, drove the track, and explained what the color-coordinated cones along the route meant, as well as the numbered “lollipops” representing each turn in the course. Once the introduction was over, each student took turns navigating the course.

If you think for a moment your winter driving skills are impeccable, BWDS will challenge you in ways you might never have imagined. Yours truly prides himself in not just being a safe driver, but as one who knows how to handle a variety of emergency situations.

I got schooled quickly as one of the instructors, John — a race car driver from Colombia — pointed out a few of my shortcomings.

For one, I tend to take both hands off the wheels at various times while driving, a habit I never noticed before. Also, I usually grip the steering wheel at a 10 and 2 position — where the grips are located — instead of the recommended 9 and 3. That is, when I have both hands on the steering wheel — yes, I drive with one hand from time to time or may rest one hand on the bottom of the wheel.

What you may get away with in normal conditions can prove dangerous when roads are slippery and you must react fast as I was reminded.

The drive around the course is about a mile long, marked by 11 sharp turns and a fair share of ascending and descending legs. Immediately, we learned that turn No. 4 was the most treacherous one of all, offering a 180-degree turn, exacerbated by uneven road. In dry conditions, the road would be hazardous enough. In wet conditions — in this case, packed snow and ice — the risk level only worsens. Then again, that’s the reason for driving on winter tires — you need every bit of grip possible to navigate — even if your speed is something like 3 mph.

If you’re considering winter tires, you’ll want to place them on both axles, not just on the one that turns the wheels. Back in the day when I learned how to drive, we placed “snow tires” on the rear axle only — unless you were one of the very few people who owned a front-wheel drive model, then the tires were placed up front.

No one thought about a set of four, but the full set makes sense, especially since we drive many more miles these days than we did a few decades back. A set of the same tires on your car ensures even handling — it can be a bear to steer a car that has winter tires on one axle and radial tires on the other axle — especially at highway speeds.

Now back to the driving school — BWDS isn’t meant to humiliate anyone. Instead, it serves as a reminder of how to handle wintry conditions. Indeed, even though I know in my mind to turn into a skid, there was one incident when I didn’t. That led to our 4Runner slamming into an embankment, but fortunately without damaging the SUV. How embarrassing it was for this driver who hasn’t done much winter driving over the past 12 years.

To give students a comparison between winter tires and all-season tires, we finished our day with Toyota vehicles outfitted with the latter. Above freezing temperatures made it more difficult to distinguish between the two tire types, but I did notice the reduced grip with the all-seasons. Had the ambient temperatures remained below freezing, the differences would certainly have been magnified.

Speaking of all-season tires, a Bridgestone executive agreed with my assessment that all-seasons are more like three-season tires — yes, you can drive on them in the winter, but if wintry conditions prevail, the best grip is offered with the winter tires.

As for summer tires, they’re truly performance tires and are usually outfitted on cars destined for the track. Regardless, you don’t want to drive on summer tires below 40 degrees Fahrenheit — the tread compound used works best in warm and hot weather. In cold weather you’ll hear the unmistakable clomp, clomp, clomp of the tires as you drive, with a real risk of compound cracking, effectively destroying the tire.

Addendum: Bonnie Blair Holds Court

One of the surprises served up by Bridgestone at a welcome reception held the night we arrived was a visit by Olympic speed skater medalist, Bonnie Blair. It took me a few moments to make the connection, but when I did I realized that this petite lady medaled at three Olympics from 1988 to 1994 — garnering five gold and one bronze medals.

Blair may have been on hand serving in her capacity as brand ambassador for Bridgestone, but she didn’t talk about the tire company. Instead, she shared details about her experience on the ice, how the sport has changed — blades now partially separate from the boots when taking turns — and offered details about her own family, including her teenagers.

Blair spoke effusively about the Olympics, sharing the importance of representing one’s country and racing against the world’s finest athletes. In that regard, she certainly embodies what Bridgestone is all about — it is the world’s largest tire manufacturer with a truly global outlook.

Disclaimer: Bridgestone hosted yours truly and a pool of automotive and lifestyle talent for two nights in Steamboat Springs, Colorado. The tire manufacturer covered airfare, our hotel stay, and meals. Swag items included a hat, scarf, and a video.

Bridgestone Winter Driving School

Photos copyright Auto Trends Magazine.

Live! From the 2017 Chicago Auto Show!

February 7, 2017 by admin 3 Comments

***Final Edition***

**The 2017 Chicago Auto Show opens this Sat. at McCormick Place.**
**(Photo copyright Chicago Auto Show)**

The third of four major North American auto shows gets underway this week when the Chicago Auto Show opens to the general public. Running from Feb. 11-20, this year’s show will once again be held at McCormick Place on South Lake Shore Drive. And this year I’ll be in attendance for the first time, bringing updates as they happen.

The media preview days are on Thursday and Friday, with 15 automakers making presentations. There will also be a few events on Wednesday, including the Concept & Technology Garage, providing what the organizers say will be a “deeper dive” into all things concept cars, safety technologies, and automotive telematics. Immediately following that event will be the first previews of the auto show as sponsored by Nissan.

But as is common to auto shows in the 21st century, the first previews have already happened.

2018 Ford Expedition Breaks Cover

Indeed, Ford rolled out an all-new Expedition SUV at an event in Dallas, timed to coincide with the Chicago Auto Show. The eight-passenger Ford Expedition is four inches longer than the current model, but comes in approximately 300 pounds lighter. An aluminum-intensive body is responsible for some of that lightweighting in a vehicle built on top of a high-strength steel frame.

The large SUV market is growing and is dominated by a pair of GM twins: the Chevrolet Tahoe and Suburban and the GMC Tahoe and Tahoe XL. The Dodge Durango is another model customers have been turning too, but the 2018 Expedition along with its larger GM counterparts have more interior room and offer superior towing.

Ford’s 3.5-liter, V6 EcoBoost engine returns, but it will now be paired with a 10-speed automatic transmission. This means we should see a nice boost in fuel economy from the current 15 mpg in the city and 21 mpg on the highway. As before, rear-wheel drive is standard and four-wheel drive is available.

2018 Ford Explorer — An all-new interior includes numerous storage compartments.

Other standout features include a panoramic vista sunroof, power points for every passenger, SYNC 3 with Apple CarPlay and Android Auto, a Wi-Fi hotspot, wireless charging, and a 12-speaker B&O audio system. A cargo management system and an available dual-headrest rear seat entertainment system are other features.

The 2018 Ford Expedition will be available in three grades: XLT, Limited, and Platinum. Arriving this fall, the truck will be manufactured in Louisville, Kentucky.

Photos courtesy of the Ford Motor Company.

***

2018 Dodge Durango SRT: Performance SUV

The Dodge Durango is a three-row SUV, sharing its platform and many components with the two-row Jeep Grand Cherokee. It is the largest SUV sold by Fiat Chrysler, offering room for eight.

For the first time ever, a high-performance SRT version arrives to the market, powered by a naturally-aspirated 6.4-liter V8 engine. No, this isn’t the same supercharged V8 powering the Hellcat — that one displaces at 6.2 liters and makes more than 700 horsepower. Still, with 475 horsepower and 470 pound-feet of torque at the ready, the 2018 Dodge Durango SRT shouldn’t be easily dismissed. This engine is paired with an 8-speed automatic transmission.

The new trim arrives late this year. Customers who opt for one will receive one full-day session at the Bob Bondurant School of High Performance Racing. That session will come in handy as the SRT features a blistering 0-60 mph time of 4.4 seconds and completes the quarter mile in just 12.9 seconds.

Who knew that a family vehicle could be so fun?

Among the many features of the Durango SRT is a new sport mode that reduces shift times by up to 50 percent versus Auto Mode. It delivers up to 65 percent of the engine’s power to the rear wheels of the all-wheel drive machine. The SRT also comes with stiffer front and rear springs, a stiffer rear sway bar, massive Brembo high-performance brakes, Pirelli performance tires, and a 180-mph speedometer. The usual badging and trim embellishments are offered too.

Photo courtesy of Fiat Chrysler.

***

Hot Subaru Introduces the 2018 Legacy

2018 Subaru Legacy — Refreshed Subaru Legacy debuts ahead of the Chicago Auto Show.

Midsize sedan interest continues to wane as customers shift to crossovers and other body styles. When 2017 comes to an end, the perennial best-selling model in America, the midsize Toyota Camry, will likely cede its position to one of a trio of compact crossovers, including Toyota’s own RAV4.

Subaru has seen much success over the past eight years, doubling sales as customers are attracted to such SUVs as the Outback, Forester, and the Crosstrek. But Subaru shoppers have been showing increased interest in the brand’s midsize Legacy sedan as sales rose by 8 percent last year in a slumping segment.

The current-generation Legacy was rolled out in 2014. For 2018, it’ll receive several updates, including refreshed front and rear fascias, an updated center console, standard Apple CarPlay and Android Auto, as well as a quieter and smoother ride. Although not one of the changes is especially dramatic, together they demonstrate Subaru’s commitment to this midsize model.

The Legacy will continue to be powered by a pair of BOXER (horizontally-opposed) engines. The standard bearer is a four-cylinder displacing at 2.5 liters. Also available is a 3.6-liter six-cylinder engine. Both are paired with a continuously variable automatic transmission.

A big advantage offered by the Subaru Legacy is standard all-wheel drive. It provides an extra measure of handling advantage as torque is sent to the wheels as they slip. In this class, only the Ford Fusion offers all-wheel drive — and only as an option on top trim models. Other models with this option have since been discontinued — the Chrysler 200 and Suzuki Kizashi. What helps Subaru stay relevant is that the Legacy shares its platform with the popular Outback crossover.

We think the refreshed Legacy will continue to pull in additional customers, regardless of what happens to the segment. Also helping matters is that the cabin is one of the largest in the segment, offering ample room and comfort for five adults. Lastly, Subaru’s winning formula is enhanced by its stellar safety ratings, typically earning a 5-star rating from the federal government and a Top Safety Pick+ rating from an insurance safety consortium.

Photo courtesy of Subaru Motors.

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Nissan Completes Its Titan Truck Line

Nisan Titan King Cab. — Nissan spokesman Fred Diaz introduces the Titan King Cab.

Nissan has been working diligently these past few years by updating its full-size pickup truck line. More than a year ago, Nissan rolled out its Titan XD line, full-size models straddling the light- and heavy-duty divide. A crew cab version was later joined by a single cab for a model line powered by V8 gas and diesel engines.

Once the Titan XD took hold, the standard Nissan Titan was rolled out. Initially, Nissan offered a crew cab model, then followed with a single cab. Missing from both was an extended cab model, but come this spring, a king cab model will officially complete the Titan/Titan XD model line.

The all-new King Cab will be available for both the Titan and Titan XD and come with a 6.5-foot bed. This truck has a rear hinged door design with a wide-opening feature for ease of access to the second row. Customers can choose to include the second-row seat or delete same for additional interior storage space. According to Nissan spokesman Kevin Rafferty, Nissan is the only manufacturer with the rear seat option.

Both the Titan and Titan XD King Cab will be available in three grades — S, SV, and PRO-4X. Both 4×2 and 4×4 configurations are available. The standard engine is a 5.6-liter, gasoline V8. However, Titan XD shoppers will have an additional choice: a 5.0-liter, Cummins V8 turbo-diesel. Both engines are paired with a seven-speed automatic transmission.

Nissan Titan King Cab. — Rear-hinged rear doors and a delete seat option.

Photos copyright Auto Trends Magazines.

Chevrolet Rolls Out Redline Series

No new Chevrolet models were introduced at the 2017 Chicago Auto Show, but a concept trim package was released. This Redline special edition series was originally introduced at the 2015 SEMA Show in Las Vegas and will be available on nine models by the end of the 2017 calendar year.

The nine affected vehicles are: Cruze LT (sedan and hatchback), Malibu LT, Camaro LT/SS (coupe and convertible), Trax LT, Equinox LT, Traverse Premier, Colorado LT, Silverado Double Cab LT Z71 and the Crew Cab LTZ Z71.

2017 Chevrolet Camaro Redline. — This Chevrolet Camaro has gotten the Redline treatment.

Chevrolet says, “All Redline vehicles are equipped with black wheels featuring distinct red hash marks, black nameplates with a red outline, blacked-out grilles and black Chevrolet bowtie logos.” Other embellishments depend on the model, including red tow hooks for the Silverado and Colorado. The Camaro Redline edition features unique black hash marks above the wheels for a design enthusiasts will recognize from motorsports.

The first Redlines available are the Silverados with other models to follow throughout the year. Check with your dealer for availability and ordering.

See Also — Live! From the 2018 Chicago Auto Show

Photo copyright Auto Trends Magazine.

On the Road With a 2017 Fiat 124 Spider

February 2, 2017 by admin 4 Comments

Once again, Mazda supplies a model for a competitor.

2017 Fiat 124 Spider

Fiat has struggled mightily ever since returning to the US in 2011. A large part of that blame has to do with product mix.

Indeed, timing is everything in this market and that’s one reason why small car models such as the 500 and 500L have been poorly received. A third model, the compact 500X SUV has held its own, but it has been outsold by nearly a 10-to-1 basis by the similar Jeep Renegade. When it comes down to it, Jeep has much better name recognition than Fiat.

Fiat isn’t giving up on the market, but its fourth model line is its most intriguing one yet. As it did with the 500, Fiat turned to its heritage to pluck a model name, in this case, the 124 Spider. The original model was a 2+2 convertible sports car built from 1966 to 1985, then followed by the Barchetta or “little boat,” originally meaning an Italian-style open two-seater sports car designed for racing.

Although Fiat resurrected the 124 Spider name for its latest offering, it turned to a competitor to supply the new vehicle. The two-seat Fiat is based on none other than the current-generation Mazda MX-5 Miata, quite easily the world’s best-known mainstream roadster. Mazda may not have the market pull of the top guns, but it does have product that is the envy of its competitors. Even the world’s largest automaker, Toyota, has turned to Mazda for one model, namely the Yaris iA (formerly the Scion iA), based on none other than the Mazda2.

2017 Fiat 124 Spider

The 2017 Fiat 124 Spider is available in three trims: Classica ($24,995), Lusso ($27,495), and Abarth ($28,195) — add $995 for destination. My Lusso test model added a customer preferred package ($3,795) and an automatic transmission ($1,350), bringing this vehicle’s final price to $33,635. However, a $2,300 package credit cut that cost to $31,335.

Underneath it all, the Fiat 124 Spider is very much a Mazda. But what Fiat did to the body and to the engine sets this model apart from the Miata.

Both models sit on a 90.9-inch wheelbase and share the same general structure. Underneath, the suspension is roughly the same, but each model has unique springs, dampers, and roll bars. The key differences include overhang and weight — the Fiat is 5.5 inches longer and nearly 200 pounds heavier. As the pictures show, the front and rear fascias are drastically different.

2017 Fiat 124 Spider

Same Transmission Choices, Different Engines

The most significant separation between the two is what’s under the hood. Mazda relies on a naturally aspirated 2.0-liter four-cylinder engine making 155 horsepower and 148 pound-feet of torque to move the Miata. Fiat comes in with a 1.4-liter turbocharged four-cylinder engine with 160 horsepower (164 hp in the Abarth) and 184 pound-feet of torque. Both models are paired with either a six-speed manual gearbox or a six-speed automatic transmission. My test Mazda last year had the manual; the Fiat loaner came with the automatic.

Nearly everything else about the two roadsters is the same, although you’ll find different door panels and gauge faces in the Fiat. Sound deadening materials, including an acoustic windshield, thicker rear glass, and under carpet filler insulate and add weight. Despite the added materials, I found the cabin noisy — but, then, I like the feedback.

If you haven’t sat inside a Miata or 124 Spider, you’ll immediately realize two things:

1) You’ll need to drop way down to get in, and

2) Space is tight!

The first point shouldn’t come as a surprise to anyone who regularly drives or rides in sports cars. The second point may be an unknown to people not familiar with this model. But I can say that my 6-foot frame fits fine with a few inches to spare. That said, I prefer additional legroom, but you’re not going to find it.

2017 Fiat 124 Spider

Winter Drop Top Driving

Delivering a convertible to my NC home in January is risky. Nearly a year earlier, the Miata arrived and was almost immediately locked in as one of our famous ice storms came through. Two days later the roads were clear, but thick ice was still shoved underneath the roof. Unfortunately, I wasn’t able to drop the top.

This year, the weather alternated between cold and mild, but at least it remained clear. That means on the very first day the air temperature nudged the 50-degree mark (Fahrenheit, naturally), my oldest son and I took a 20-mile trip with the roof down. Dropping the roof means disconnecting two latches and a hook, then easing the roof behind the seats and just ahead of the teeny-weeny trunk (measuring 4.94 cubic feet — barely large enough to hold a pair of weekend bags. It is a quick process and once the roof is down, it clicks in place.

Besides freezing when driving, we took in all the noise the roadster delivers. And that noise isn’t much louder than with the roof up and secured in place.

My neighbor turned up his nose at the Fiat when he learned it was equipped with the automatic transmission. Then again, I’ve had my share of Corvettes and other hot cars with slush boxes too — let’s just say that automatics win out with most customers and that’s reality.

At least Fiat doesn’t include paddle shifters, which means if you want to control shifts you’ll put the transmission in “sport” and tap the shifter to move up and down the gear ratio. It isn’t my way of having fun, so I just left the roadster in drive mode and stomped on the pedal.

2017 Fiat 124 Spider

On the Road

Fiat’s 1.4-liter turbo is a decent engine, especially in the roadster. Of course, you have to deal with turbo boost delay, but the pause is only minimal, while the power supplied is worth the lag. You may object to assigning the term “sports car” to this vehicle and that’s a fair rebuttal. That said, the zippiness of this car and its fun-to-drive handling characteristics means this rear-wheel drive machine is worth at least a look.

Again, I was handed the keys (key fob) of an automatic — the manual is something entirely different (and slower) according to Car & Driver. If that experience is anything like the manually-equipped 500L I had two years ago, then I know precisely what that means — disappointment.

One area where Fiat has an edge is with the Recaro seats found in the Abarth edition. Not that you need them for the extra four horsepower that comes with this model, but the bolstering and overall support appeals to some enthusiasts. On the other hand, I’ve heard people complain about Recaros for being too stiff for long-haul driving. Then again, if you have any sort of back problems no roadster or sports car will do you much good.

2017 Fiat 124 Spider

Parting Thoughts

Fuel economy comes in at an EPA-estimated 25 mpg in the city and 36 mpg on the highway for the automatic (26/35 for the manual). Mine came in even below those estimates — closer to 20 mpg. I know this because the fuel needle quickly moved to the half full point after only 120 miles. I can’t blame elevation for the discrepancy — cold weather may have been a factor.

Fiat hit it right with the 124 Spider, although the current iteration is nothing like the original. Some purists may be put-off by Fiat turning to Mazda instead of building the car internally. Let me say this: if Mazda didn’t offer up the Miata, there wouldn’t be a Fiat roadster. Fiat Chrysler just doesn’t have the resources to build this car from the ground up — SUVs, pickup trucks, and Alfa Romeo are a priority.

As for your choice of model, the tester I drove is a very good example of one to consider. But if you want a slight performance edge, the Abarth edition has a sport-tuned suspension and a limited-slip differential, two must haves for people who prefer twisty roads.
2017 Fiat 124 Spider