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Fiat Chrysler Peugeot: Now What?

December 19, 2019 by admin Leave a Comment

Chairman of the Managing Board of Groupe PSA Carlos Tavares and FCA CEO Mike Manley share a congratulatory handshake after concluding the merger agreement between their two companies.

Save for regulatory scrutiny, antitrust review, and shareholder approval, Fiat Chrysler and the PSA Groupe are set to merge. The two automakers agreed on a framework for merging the two companies, which will create the world’s fourth-largest automaker after the Volkswagen Group, Toyota Motors, and the Renault-Nissan-Mitsubishi Alliance.
We’re still about a year away from the merger’s completion. In the meantime, we’ll be waiting for word on the new name for the entity. I like “Global Motors” but I think GM would object.

Capacity, Electrification, & Autonomous Vehicles

No matter what happens over the coming months, a lot of what you’ll be hearing will be speculative especially as the companies have been relatively mum on where things are going. We do know no plants will be closed or jobs lost, but with a build capacity of 14 million units and current annual sales of 8.7 million units, there is ample room for consolidation. And it is doubtful we’ll see a significant increase in sales to narrow that gap, although Jeep and Ram may fuel much of the growth moving forward.

But there are certain trends such as electrification and autonomy that will impact the newly minted automaker. Like it or not, the industry is going through an upheaval, but I will say that full electrification isn’t likely to happen in the short term, if ever. Instead, we’re likely to see some sort of “hybrid” system based largely on hybrid electric vehicles. As for autonomy, large cities are the likely place to roll out the technology, but getting it to the masses will take many years and require an enormous amount of capital.

From the left side of the Atlantic, there are a few things we’re all wondering about and are certain to become the topic discussed at your favorite cars and coffee or other automotive meetups in the coming months. Here’s a sample of key questions we believe are foremost on Mopar fan minds.

Which brands will die?

The current FCA stable includes Fiat, Chrysler, Alfa Romeo, Dodge, Lancia, Jeep, Maserati, Abarth, and Ram. That’s nine brands to manage and will soon climb to 14 with the Peugeot, Citroën, DS, Opel, and Vauxhall brands. It isn’t inconceivable that an automaker would manage so many brands – the Volkswagen Group is comprised of 12 brands. Even so, we could see a few brands dismissed. Dodge and Chrysler are most vulnerable and Vauxhall could simply be folded into Opel.

End of muscle cars?

FCA has done quite well with its muscle car lineup, with the Dodge Challenger firmly in second place behind the Ford Mustang and ahead of the Chevrolet Camaro. Having the four-door Dodge Charger to complement the sport coupe has always been a plus. Yet, these two models are aged and may not have enough life in them to continue for many more years. One way the models survive is if PSA has a platform to support them. That’s not known, although the new company could tap the Alfa Romeo Giulia/Stelvio’s platform for them.

When will Peugeot begin selling its cars here?

Long absent from the US market, Peugeot has fixed its eyes on returning by 2026. These plans were put in place in 2018, with the company establishing new US headquarters in Atlanta. That timeline was moved up by a few years earlier this year, even before the announced merger. No matter what happens going forward (merger or no merger), Peugeot plans to make its return, according to Car and Driver. Likely, they’ll import models built in Europe, foregoing US manufacturing, at least initially. That’s a sensible approach as FCA capacity is nearly full stateside, while European plants for both FCA and PSA are underutilized.

What’s the role of Opel going forward?

GM owned Opel (and Vauxhall) from 1929 to 2017, before selling the brands to PSA. Since then, Buick has continued selling several Opel products under its name including the now-discontinued Cascada convertible and the Regal sedan/hatchback/wagon. That agreement is coming to an end and soon Buick will sell crossovers only. That could leave the door open for Opel to arrive stateside on its own, but we doubt that’ll happen, at least not before Peugeot.

Getting it Done

No doubt, the FCA-PSA deal will get done. There are some issues to settle, including GM’s suit against FCA alleging racketeering over labor negotiations (which allegedly favored FCA at the expense of GM). Some are arguing the suit is GM’s attempt to thwart the merger and nothing else. Regardless, the matter should be settled before the merger is finalized.

With FCA and PSA united, expect other automakers to explore ways to combine synergies through alliances, acquisitions, and mergers. My personal “favorite” alliance is VW-Ford, as the two automakers are currently collaborating on self-driving cars and electric vehicles. That may leave GM as the last “American” automaker standing, besides Tesla, Rivian, Bollinger, and a few other upstarts.

Photo copyright Fiat Chrysler Automobiles.

Introducing the Fourth-Generation Toyota Highlander

December 18, 2019 by admin Leave a Comment

The 2020 Toyota Highlander is handsome and elegant.

We, consumers, are enamored by crossover utility vehicles, which have largely replaced sedans and minivans as the family vehicle of choice. Big on passenger space and cargo room, crossover SUVs have simply won us over.

In the midsize sector, there are some two dozen models to consider, with three-seat models outnumbering two-seat versions by a 2-to-1 margin. Toyota is well represented in the sector by the Highlander, a three-row crossover that rolled out in 2001. In fact, the Highlander effectively overhauled the segment, which was dominated at the time by a few truck-based models, including the Ford Explorer and Dodge Durango. Utilizing a car-based platform has worked wonders for Toyota and others as it affords owners with more interior room, better handling, and optimum fuel economy.

With the Highlander, Toyota has vigorously carved out a significant slice in the segment and remains one of the best-selling models and for good reason. The Highlander represents attractive styling, efficient powertrains, and generous advanced technologies.

This month, a fully redesigned 2020 Highlander debuts, followed by a Highlander Hybrid in February. Toyota invited this writer to San Antonio to test-drive various Highlander versions, covering my airfare, the hotel stays, and food, for this event. My comments are based on an initial preview; hence these are first impressions only. That said, there was enough time allowed to gain an appreciation for what consumers will soon experience first-hand.

Generation Four: 2020 Toyota Highlander

First things first: the 2020 Highlander is available in L, LE, XLE, Limited, and Platinum trims. The Highlander Hybrid has four trims, beginning with the LE. Pricing starts at $34,600 for the base L front-wheel-drive model and reaches $48,000 for the Platinum all-wheel drive. The hybrid model now includes front-wheel drive; each corresponding trim costs $1,400 more than its gas version. Prices do not include the mandatory $1,120 freight charge, nor are taxes, tags, and related closing expenses added until later.

The latest Highlander is slightly larger than the outgoing model, with an additional two inches between the wheels. All that extra space is for cargo room, which enables the Highlander to compete more effectively in the segment. The new model is also built on Toyota’s global architecture, which means it shares its underpinnings with the Camry and Avalon sedans as well as smaller crossovers, including the RAV4 and C-HR. It’s a cost-saving move that allows Toyota to share many of the expenses in vehicle development across its model line.

Toyota Highlander Powertrains

As before, Toyota offers a 3.5-liter V6 gas engine that develops 295 horsepower and 263 pound-feet of torque. This engine works with an 8-speed automatic transmission and features automatic stop/start technology. Choose this powertrain and you’ll enjoy a 5,000-pound towing capacity, which is just ahead of the GMC Acadia (4,000 pounds), but behind the Nissan Pathfinder (6,000 pounds).

Since 2006, Toyota has offered a hybrid variant of the Highlander, the only model in the segment with gas-electric technology. Although that’s changing as Ford, Dodge, and others enter with their own choices, the Highlander Hybrid has once again upped its game.

Where the gas engine is unchanged with the 2020 Highlander, the hybrid powertrain is stronger and more efficient than before. The current version bangs out a combined 243 horsepower with its 2.5-liter gas engine and electric motors, which is 82 percent of the performance of the V6 engine. Power travels to the front or all four wheels by means of a continuously variable automatic transmission with a pair of electric motors also at work.

Where V6 fuel economy improves by 1 mpg since 2019, the Highlander Hybrid boasts a 24-percent increase in efficiency. Indeed, the EPA rating is a combined 36 mpg, which is outstanding. In our various test drives we averaged as high as 33.9 mpg, which is about 5 mpg more than what the previous model offered. Keep this model’s efficiency in mind when considering the Highlander. Oh, before we move on, the hybrid has a 3,500-pound towing capacity, which matches the V6-powered Honda Pilot.

Updated Design

One look at the new Highlander and the design changes are easily to identify. Up front you’ll find a black gaping grille, surrounded by chrome on the Limited and Platinum trims. The two top trims add chrome embellishments on the lower fascia too.

Other noticeable changes include relocated side mirrors and a more robust, even truck-like hood line. Sculpted panels, pronounced body lines, and new wheel designs are apparent. From the rear, all models now include standard LED lights. Toyota says the liftgate is lighter and opens and closes faster.

Space for Seven or Eight

Inside, Toyota supplies seating for seven or eight, depending on the trim. In models equipped with eight seats (L and LE), the second row is a bench seat, which is instead of the captain’s chairs in the other three trims. Both seats move forward and fold flat, enabling improved ease of access/egress to/from the third row. Yet, the third-row space is still quite small.

The Volkswagen Atlas supplies the best-in-class legroom and can hold full-size adults in comfort.

As for the rest of interior, the space is otherwise open, with clean lines, soft-touch materials, and ambient lighting present. Plastic is utilized too, mostly below eye level and in out-of-the-way places.

The dashboard is a conversation starter with its large chrome-like surround with a thick bar jutting out from the right side of the panel and splitting the upper and lower sections. For better or for worse, it draws a lot of attention to the center console, which has a standard 8-inch screen. On the top-trim Platinum, you’ll find a 12.3-inch screen, the largest in the segment. The only thing we’d like for Toyota to work on is removing glare – there are times when the screen is difficult to read. As for fingerprint buildup, expect to wipe down the screen as you do your smartphone or tablet. You do wipe these screens, right?

The front seats are supportive, although an inch or two of additional thigh support would be welcome. On some trims the driver seat adjusts up and down and supplies lumbar support, but not so with the passenger seat. That’s a deficiency we don’t expect in a crossover costing $40,000 or more.

We give Toyota credit with supplying ample storage compartments in the doors, the center console, and in the rear compartment. Oddly, Toyota sticks the Qi-compatible charger in the armrest/storage compartment, where it is difficult to reach (or remember when taking a long drive). Making space at the bottom of the stack seems like a much more sensible approach.

Tech & Safety

We’ve already touched on some of the tech features, especially as it relates to interior design. But there is much more to report, including now standard Apple Car Play, Android Auto, and Alexa In-Car compatibility. Toyota also includes Waze, SiriusXM, and Wi-Fi connectivity.

Where a six-speaker audio system is standard; Toyota once again turns to JBL to supply an enhanced audio experience with an 11-speaker arrangement. That system represents 1,100 watts of power coursing through the cabin. If you want navigation, it appears with the Limited trim, although your smartphone app should be enough.

One area where Toyota excels is in safety technology. The automaker’s Toyota Safety Sense (TSS 2.0) package pre-collision system with pedestrian detection, full-speed range adaptive cruise control, lane departure alert with steering assist, automatic high beams, lane tracing assist, and road sign assist.

You’ll also find blind-spot monitoring and rear cross-traffic alert standard on the LE trim and above. Rear cross traffic braking is available with clearance sonar on the Limited and above. All in all, Toyota battles well in tech features and excels in all things safety.

Initial Impressions

So, which powertrain should you choose? The hybrid is a stronger contender than before, thanks to its improved performance and efficiency. That said, we quickly discovered that the added weight of the hybrid powertrain and available all-wheel drive mean that it isn’t as nimble as it could be.

Step-off acceleration and passing power in the gas model is robust, with a willing transmission finding the right cog for the occasion. The steering is adequately weighted, and this SUV’s handling is what you’d expect: it simply gets the job done. When driving the hybrid, you can feel the system straining under hard acceleration, which is no surprise for a vehicle designed to maximize efficiency. We think, however, that under full load, the hybrid will have to work extra hard to keep up. That’s a by-product of using a four-cylinder engine and electric motors to power this vehicle – its optimized for efficiency, not performance.

In all, we were impressed with the Highlander’s smooth ride and relatively quiet interior. In some ways, though, the Kia Telluride and Hyundai Palisade are more comfortable, although we give the Toyota’s engine the edge in this department. We’ll be better positioned to gauge these differences once we have a production-ready Highlander to test for a week.

Getting It Done

The all-new Highlander should gladden the hearts of Toyota faithful and win a few converts along the way, including anyone interested in a hybrid. As for a potential plug-in hybrid to take on the Ford Explorer, Toyota is mum there.

As for the competition, consumers have more choices than before and they’ll look hard at the offerings. Toyota delivers the quality, efficiency and reputation you’d expect, but falls behind in third-row seating which could cost it some sales. For most shoppers, however, the third row is for children and if that’s the case for you, then the Highlander should meet or even exceed your expectations.

2020 Toyota Highlander Specifications

Toyota	2020 Highlander
Segment	Midsize Three-Row SUV
Price Range	$34,600 to $48,000
Destination Charge	$1,120
Engine No. 1	3.5-liter, V6
Horsepower	295 @ 6,600 rpm
Torque (lb.-ft.)	263 @ 4,700 rpm
Transmission	8-speed automatic
Engine No. 2	2.5-liter, I4
Horsepower	186 @ 6,000 rpm
Torque (lb.-ft.)	175 @ 4,400 rpm
Transmission	CVT
Seating	7 to 8
Curb Weight (pounds)	4,145 to 4,595
Wheelbase (inches)	112.2
Length (inches)	194.9
Width (inches)	76.0
Height (inches)	68.1
Headroom (f,r…inches)	39.9, 39.4, 36.1
Legroom (f,r…inches)	40.4, 41.0, 27.7
Shoulder room (f,r…inches)	59.0, 58.7, 55.0
Hip room (f,r…inches)	57.2, 57.0, 45.6
Storage (cubic feet)	16.0, 48.4, 84.3
Gross vehicle weight (pounds)	5,830 to 6,000
Towing (pounds)	3,500 (hybrid); 5,000 (gas)
Payload (pounds)	1,405 to 1,685
Fuel	regular
Fuel Tank (gallons)	17.1 (hybrid), 17.9 (gas)
EPA Fuel MPG (city/highway/combined)	21/29/24 (gas); 36/35/36 (hybrid)
Manufacturing Plant	Princeton, Indiana

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

Exterior photos copyright Auto Trends Magazine; Interior photos courtesy of Toyota Motors.

Cadillac to Ditch Latest Naming Convention

December 12, 2019 by admin Leave a Comment

GM’s luxury brand plans to return to its traditional naming roots.

This Cadillac XT4 will eventually sport a traditional nameplate

There’s good news for anyone who cannot stand Cadillac’s current model naming convention. GM’s premier marque will soon begin transitioning its model names away from the current alphanumeric nomenclature to names that make sense, according to a report in Automotive News. The automaker announced the change as it laid out its plans to roll out dozens of electrified vehicles over the next decade.

Out With the Traditional

Cadillac began ditching its traditional names in the early 2000s, when the Seville became the STS and the DeVille was renamed the DTS. These changes took place as Cadillac introduced the CTS, its smallest sedan. However, one model name never changed — the Escalade (SUV), which immediately built a bling-loving following all its own.

Cadillac not only changed the model names once, but they changed them again beginning about five years ago. Its SRX crossover became the XT5, and then was followed by XT4 and XT6 models. As for the ATS and CTS sedans, these were replaced this year by the CT4 and CT5. In the interim, Cadillac rolled out the CT6, but even that model is slated to disappear in 2020. And don’t forget the Volt-based ELR, which lasted only a few years before it was canceled.

GM’s other brand never embraced an alphanumeric nomenclature, although Pontiac was on its way to making that change before the brand was canceled a decade ago. Indeed, Pontiac used G5, G6, and G8 to distinguish several models, although they still used names such as Gran Prix, Solstice, Torrent, and Vibe for the others.

Cadillac Follows Lincoln

The Lincoln brand, long Cadillac’s chief rival, has also done an about-face regarding its model names. For over a decade, Ford’s luxury marque used names that began with MK (as in Mark) and followed by a third letter. The MKC is now the Corsair and the MKX was replaced by the Nautilus. Like Cadillac, Lincoln reserved a traditional name for its largest model, the Navigator SUV.

Cadillac and Lincoln experimented with using European naming conventions for its vehicles, but eventually realized that consumers don’t like them. Whereas the European brands have used them for decades, American consumers never embraced the trend.

No Timeline Set

Cadillac hasn’t announced when its naming convention will start transitioning or what names will be used. We do know a new electric model is slated for 2021, which is about the same time a new Escalade debuts. There’s also a rumor Cadillac will get a sports car based on the mid-engine Corvette. If it does, it most certainly won’t resurrect the XLR name used to identify an earlier Cadillac model which also was Corvette derived.

Bigger Yet: 2021 Chevrolet Tahoe and Suburban SUVs

December 11, 2019 by admin Leave a Comment

Chevrolet Tahoe (l) and Chevrolet Suburban (r).

Chevrolet’s largest SUVs are completely overhauled for 2021, all-new models that are also larger than ever. The Chevrolet Tahoe (standard wheelbase) and Chevrolet Suburban (stretched wheelbase) are what make the bow-tie brand the top seller in a segment with few non-GM players, most notably the Ford Expedition. Count the Toyota Sequoia and Nissan Armada as competitors as well, at least with the Tahoe.

We’ve been expecting new Chevrolet SUVs ever since GM updated its full-size pickup trucks in 2019. Based on the same architecture underpinning the Chevrolet Silverado (and GMC Sierra), the new SUVs roll out next summer. We’ll see new GMC Yukon/Yukon XL and Cadillac Escalade/Escalade ESV models as well. Production output for all three brands is handled at GM’s manufacturing plant in Arlington, Texas, which is under renovation to accommodate the new and larger models.

There is a lot to digest about the new Chevrolet models, so we’ll explore the three main highlights.

1. A new rear suspension.

The most significant change for the Tahoe and Suburban isn’t the larger size, roomier cabin or expanded storage space, although the latter two benefit from the new independent rear suspension. Gone is the live axle and leaf springs currently used, exchanged for an independent rear multilink suspension arrangement with coil springs. As a result, Chevrolet lowers the floor of its two large SUVs, which supplies additional cargo room and more space for the second- and third-row passengers.
The benefits of the new suspension system include superior ride and handling. It’s also beneficial for off-roading as this setup allows vehicles to flex better. True, you’re not likely to take either the Tahoe or Suburban on tough trails navigated by the Jeep Wrangler, but you should see improved movement on sandy surfaces.

2. Bigger and roomier.

How much larger are the two Chevrolet SUVs? The 2021 Tahoe will sit on a 120.9 wheelbase, up from 116 inches. Its overall length measures 210.7 inches, compared to the current 204 inches.

As for the Chevy Suburban, it’ll ride on a 134.1-inch wheelbase, up from 130 inches. Its overall length grows to 225.7 inches, up from 224.4 inches. Thus, the difference between the Tahoe and Suburban narrows slightly with the new model.

Inside, the cargo space increases appreciably, to a total of 122.9 cubic feet in the Tahoe and 144.7 cubic feet in the Suburban. One of the most significant changes in the Tahoe’s it its standard cargo space which measures 25.5 cubic feet behind the third row, up from the scant 15.3 cubic feet currently offered.

Another area where the Tahoe shines is with its third-row legroom. The current model offers just 24.8 inches and that’s suitable only for children. For 2021, the space measures 34.9 inches, which is tolerable for most adults. That’s also near the 36.7 inches offered by the Suburban.

3. Three engine choices.

Every Tahoe and Silverado model except for the High Country come with a 5.3-liter V8 engine. The standard engine makes 355 horsepower and 383 pound-feet of torque. As for the High Country, it gets a 6.2-liter V8 with 420 horsepower and 460 pound-feet of torque. The third engine choice is a 3.0-liter turbo-diesel V6 engine, making 277 horsepower and 460 pound-feet of torque. All three work with a 10-speed automatic transmission.

While the two gas engines are well known, the diesel is new to the product line and a first for the segment. It’s a niche engine for Chevrolet, one that could help the automaker improve its fuel economy ratings, especially if the highway numbers approach 30 mpg.

The Verdict

We haven’t driven the new Chevrolets yet, but on paper, the 2021 models offer compelling updates that should interest consumers. The current models start at $49,000 (Tahoe) and $51,700 (Suburban), plus the freight cost. We expect a cost increase and we soon know just how much the turbo-diesel option adds to it.

Photos copyright GM Corp.

Value Leader: 2020 Volvo XC40

December 7, 2019 by admin 1 Comment

Volvo’s strategy is unlike any other manufacturer as it has been “all in” on electrification for several years. No, the company hasn’t abandoned the internal combustion engine yet, but they’ve narrowed the field to just one engine to power its entire lineup.

That engine is a 2.0-liter four-cylinder workhorse, offered in various forms: turbocharger, turbocharger and supercharger, and electrified. The latter represents plug-in models, which offer the best blend of performance and efficiency among the three choices.

Pure electric vehicles will soon follow, giving Volvo shoppers another propulsion choice. None of this, however, should overshadow Volvo’s other attributes, including handsome designs, cutting-edge safety, and advanced technologies.

As a premium brand, Volvo is making a name for itself in a segment dominated by BMW, Lexus, and Mercedes-Benz. At the same time, the automaker is within reach of mainstream buyers as “value” is yet another attribute of this Swedish marque. I found this out in my recent test drive of the Volvo XC40, the smallest and most affordable of three Volvo crossover models.

2020 Volvo XC40 Overview

The Volvo XC40 is a compact vehicle with standard front-wheel drive (T4) and available all-wheel drive (T5). Volvo offers the XC40 in Momentum, R-Design, and Inscription trims.

Unlike the XC60 and XC90, the XC40 doesn’t offer the more advanced powertrains, at least not yet. This one is turbocharged, although the all-wheel-drive model produces more power. We’ll look at the performance numbers later in this review.

Unique Model Design

The XC40 isn’t simply a derivative of the larger XC60 and XC90 models. While those two are more alike than different, the XC40 offers its own touches, beginning with its concave grille. The signature “Thor’s hammer” headlights are very much present, offering a recognizable connection to other Volvo products.

Other features of note include a beltline line that pushes up sharply ahead of the rear door handles and concave body sculpting at the base of the doors. From the rear, the boomerang headlights offer yet another connection to other Volvo models. The XC40 also offers contrasting roof colors, something we’ve seen on small mainstream crossovers such as the Nissan Kicks and Toyota C-HR.

Seating is for five, but the XC40 is most comfortable for four.

Inside, the cabin is cozy and bright. That brightness is amplified with the available Lava Orange trim, which seems like a throwback to the 1970s and is a surprising option with the normally button-down Volvo brand. Yet, it may play well with shoppers wanting additional flair.

Give Volvo credit for designing front seats that are at once comfortable and supportive. As for the rear seat, it is ideal for two, but tight for three. Lots of nice touches supply the cabin with a premium look, including texturized aluminum trim on the dashboard, large storage compartments in the doors and center console, and stylish vent surrounds.

Tech & Safety Features

Volvo is cutting-edge in all things safety, but the automaker does quite well in technology too. The 12.3-inch digital instrument panel and 9-inch touch-screen display matches what you’d find in far costlier models and are a pleasant surprise in a model with a starting price under $35,000.

Volvo includes an 8-speaker audio system, satellite radio, Bluetooth, Apple CarPlay and Android Auto smartphone connectivity, USB inputs, and a WiFi hotspot. Again, the list of standard tech features is impressive. Customers have the option to add navigation or select a 13-speaker Harman Kardon audio package.

A clean dashboard, open storage compartments, and a big digital instrument panel highlight the XC40.

On the safety front, the XC40 comes with several driver-assist features, including a lane-keeping aid, oncoming lane mitigation, driver alert control, and pedestrian and cyclist detection. Optionally, shoppers can choose packages containing the following features: a blind-spot information system, park assist, rear collision warning with braking, and a surround-view camera system.

The XC40 also offers Volvo’s semi-autonomous drive system with adaptive cruise control. This system keeps the Volvo centered in its lane at all times, even when taking curves. You’re not supposed to take your hands off the wheel, but if you do the system reminds the driver to take hold.

As for safety scores, the XC40 receives top honors. Indeed, the IIHS awarded the XC40 with its Top Safety Pick+ award, its highest honor. We’re still waiting the score from the federal NHTSA, but they’re likely to come in with a top five-star rating.

Performance Chops and Towing Capability

We mentioned performance earlier by pointing out this Volvo model utilizes a turbocharger only. The interesting thing is just how much power is tapped, depending on the drivetrain choice.

For the front-wheel-drive models, dubbed T4 by Volvo, this engine makes 187 horsepower and 221 pound-feet of torque. When equipped with all-wheel drive, this same engine has an output of 248 horsepower and 258 pound-feet of torque. Every Volvo engine works with an 8-speed automatic transmission.

Our XC40 T5 model demonstrated this vehicle’s full competency, offering ample step-off acceleration and passing power. The turbo spools quickly with little lag of note.

The oddity here, however, is the transmission shifter which requires a pair of quick pulls to move from park to drive. If you forget to do two, the transmission shifts to neutral, therefore you’re not going anywhere except perhaps to roll forward or back. This is what you get with “drive-by-wire” shifting control — a computer chip tells the transmission what to do.

The XC40’s drive mode select switch controls transmission shift points, holding the eight-speed transmission’s gears longer while adding some weight to the steering. Otherwise, in normal mode this Volvo features light steering and poised handling. The ride is comfortable, swallowing moderate bumps with ease.

One surprising benefit with the XC40 is its robust towing capabilities. Choose the tow package and this Volvo has a 3,500-pound tow rating. In comparison, the Audi Q3 tops out at 2,200 pounds, the Cadillac XT4 at 2,500 pounds, while there is zero tow capacity for the Mercedes-Benz GLA 250. Allow these numbers to sink in for a few moments.

Enduring Volvo Value

We have no problem recommending the base Momentum trim, but we’d opt for all-wheel drive and the extra power that comes with it. Choose any color that’s not Ice White or Black Stone and you’ll pay an additional $645.

In building our sample car, we’d opt for the Heated Front Seats & Heating Steering Wheel Package ($750) and the Premium Package ($1,900) which combines advanced driver-assist functions with keyless entry, a hands-free tailgate, and wireless charging for smartphone.

With all these extra features, your cost comes in just shy of $40,000, which is a tremendous value for a well-equipped premium crossover. That’s an advantage Volvo hopes you recognize as you search for an entry-level luxury model.

2020 Volvo XC40 Specifications

Volvo	2020 XC40
Segment	Compact SUV
Price Range	$34,345 to $40,450
Destination Charge	$995
Engine No. 1	2.0-liter, turbo I4
Horsepower	187 @ 4,700 rpm
Torque (lb.-ft.)	221 @ 4,000 rpm
Transmission	8-speed automatic
Engine No. 2	2.0-liter, turbo I4
Horsepower	248 @ 5,500 rpm
Torque (lb.-ft.)	258 @ 4,800 rpm
Transmission	8-speed automatic
Seating	5
Curb Weight (pounds)	3,574 to 3,805
Wheelbase (inches)	106.4
Length (inches)	174.2
Width (inches)	75.2
Height (inches)	65.3
Headroom (f,r…inches)	39.0, 39.1
Legroom (f,r…inches)	40.9, 36.1
Shoulder room (f,r…inches)	56.7, 56.3
Hip room (f,r…inches)	54.7, 54.6
Storage (cubic feet)	57.5
Gross vehicle weight (pounds)	NR
Towing (pounds)	3,500
Payload (pounds)	NR
Fuel	Regular
Fuel Tank (gallons)	14.2
EPA Fuel MPG (city/highway/combined)	23/33/27; 22/30/25
Manufacturing Plant	Ghent, Belgium

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Unpacking the 2019 Volvo XC40

The History of the Toyota Sequoia

December 4, 2019 by admin 3 Comments

The 2020 Toyota Sequoia TRD Pro in Army Green.

The Toyota Sequoia is a full-size SUV, based on the platform underpinning the Toyota Tundra pickup truck. This SUV competes in a narrow segment, one dominated by the Chevrolet Tahoe, GMC Yukon, Ford Expedition and represented in later years by the Nissan Armada.

Toyota released the Sequoia in 2001. That first-generation model was built for seven years, then replaced it with the second-generation Sequoia for 2008. That model remains in production until this day, an uncharacteristically long time for a manufacturer to stick with the same generation.

First-Generation Sequoia

Upon its debut, the 2001 Sequoia offered a 4.7-liter V8 engine paired with a four-speed automatic transmission. It is rated at 240 horsepower and 315 pound-feet of torque. Its fuel economy is abysmal, making just 12 mpg in the city, 16 mpg on the highway, for a combined 14 mpg. At least it runs on regular gasoline.

As always, the Sequoia offers standard rear-wheel drive and available four-wheel drive. Its original towing capacity is 6,500 pounds. Its 11-inch clearance beats the competition. Optional stability control and side-curtain airbags are two other features of note. The Sequoia seats eight, while its domestic competitors seat as many as nine.

A Refreshed Sequoia

In 2005, Toyota refreshed the Sequoia by refreshing the front fascia and grille, updating the taillamps, and rolling out new packages. Other new features included push-button engagement for the four-wheel-drive system and an optional navigation system.

Performance improved that year too as the V8 engine makes 282 horsepower and 325 pound-feet of torque. A five-speed automatic replaced the previous four-speed. The fuel economy also improved with the 2005 Sequoia rated as high as 14/17/15 mpg city/highway/combined.

Second-Generation Sequoia

With the second-generation Sequoia, Toyota took another page out of the domestic challenger’s playbook by replacing the original model within the usual 6-7 year timeframe. As before, the Sequoia is based on the Tundra’s latest platform. The 2008 Sequoia gained four inches between the wheels although its overall length is extended by just over one inch.

The big news was the addition of a second V8 engine, this one displacing 5.7 liters and making 381 horsepower and 401 pound-feet of torque. This one works with a six-speed automatic transmission and makes 14/19/15 mpg city/highway/combined.

Among the improvements rolled out were a rear independent suspension and a locking differential on four-wheel-drive models. Other improvements and options included navigation, a rearview camera, a rear entertainment system, Bluetooth, upgraded audio systems, and laser cruise control. The towing capacity also rose to as high as 7,400 pounds.

Changes down through the years included a new 4,6-liter base engine paired to a six-speed automatic transmission beginning in 2010. In 2012, blind-spot monitoring became optional on the top-trim model. Beginning in 2013, the Sequoia offered just one engine, choosing to keep the larger of the two V8s.

A Refreshed Sequoia, Take Two

Instead of replacing the second-generation Sequoia, which had already lasted a full decade, Toyota refreshed the model beginning in 2018. Among the new features were standard LED headlights, daytime running lights, and fog lights. Expanded trim levels and new safety features such as automatic emergency braking rolled out.

For 2020, the Toyota Sequoia benefits from additional changes, including expanded driver-assist features, a new TRD Pro trim, and Apple CarPlay and Android Auto smartphone compatibility.

The Future

We doubt Toyota will roll out a new Sequoia. Sales are quite small, averaging 12,000 to 13,000 units annually. That’s less than half the sales the Sequoia commanded when the latest model rolled out and a far cry from the peak 70,817 units sold in 2002. We expect the Sequoia to have at least a few more years left before it rides off into the sunset.

2020 Toyota Sequoia Specifications

Toyota	2020 Sequoia
Segment	Fullsize SUV
Price Range	$49,905 to $65,945
Destination Charge	$1,395
Standard Engine	5.7-liter, V8
Horsepower	381 @ 5,600 rpm
Torque (lb.-ft.)	401 @ 3,600 rpm
Transmission	6-speed automatic
Seating	8
Curb Weight (pounds)	5,730 to 6,000
Wheelbase (inches)	122.0
Length (inches)	205.1
Width (inches)	79.9
Height (inches)	77.0
Headroom (f,r…inches)	34.8, 34.9, 34.5
Legroom (f,r…inches)	42.5, 40.9, 35.3
Shoulder room (f,r…inches)	66.4, 65.6, 65.7
Hip room (f,r…inches)	62.5, 59.9, 50.4
Storage (cubic feet)	18.9, 66.6, 120.1
Gross vehicle weight (pounds)	7,100 to 7,300
Towing (pounds)	7,000 to 7,400
Payload (pounds)	1,300 to 1,405
Fuel	regular
Fuel Tank (gallons)	26.4
EPA Fuel MPG (city/highway/combined)	13/18/15 (2WD) 13/17/14 (4WD)
Manufacturing Plant	Princeton, Indiana

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Iconic SUV: 2017 Toyota Land Cruiser

Photo copyright Toyota Motor Sales, U.S.A., Inc.

Highlights of the 2020 Ford Ranger

December 2, 2019 by admin Leave a Comment

The FX-2 package is new with the 2020 Ford Ranger.

The Ford Ranger is back and in some ways it is better than ever. Indeed, the current model, which was released in 2019, is now a midsize pickup truck. This means it is better suited to take on the likes of the Toyota Tacoma, Chevrolet Colorado, Nissan Frontier, Jeep Gladiator, and GMC Canyon.

Joining the F-150 and Super Duty, the Ranger gives Ford a wider breadth in the pickup truck segment, which has been steadily growing over the past few years. We’ll look at the new pickup truck, including where it all began and up to today’s model.

Ford’s Ranger Pickup Truck

1. The original Ranger debuts.

Ford rolled out the original Ranger in 1983, its first home-grown compact pickup truck. That original model replaced the Courier, itself a compact truck built and supplied by Mazda for the previous 11 model years.

2. Three generations, then a long break.

Ford built the original Ranger from 1983 to 2011, covering three generations. The first generation was built until 1992, then followed by the second-generation Ranger (1993-1997). From 1988 to 2011, the third-generation Ranger held sway. Interestingly, Ford supplied Mazda with a variant beginning in 1993. Ford also built a small number of Ranger electric vehicles beginning in 1998.

3. The long hiatus.

Canceled following the 2011 model year, an all-new Ranger debuted for global markets, but North America was kept from having one. Ford vowed that the Ranger would not return stateside, instead deciding to serve the new model abroad while investing in the larger F-Series to serve the domestic market. However, once GM brought back its twin Chevrolet and GMC models to great fanfare, Ford rethought its position and decided to supply a Ranger to the U.S. market once again.

4. The Ranger returns.

Ford’s promised Ranger returned in 2019 following an 8-year absence. The new model features Crew Cab and Super Cab four-door choices with six- and five-foot beds, respectively. Only one powertrain combination is offered: a 2.3-liter turbocharged four-cylinder engine paired with a 10-speed automatic transmission. Ford markets the Ranger in XL, XLT, and Lariat trims. Rear-wheel drive is standard; four-wheel drive is available.

5. Light changes for its second year.

Following the successful launch of its new pickup truck, the second-year model is virtually unchanged. Among the changes are a new FX-2 off-road package and small changes to standard feature availability. As for the FX-2 package, it’s designed for two-wheel-drive models, bundling such features as an electronic-locking rear differential, off-road tires, an off-road-tuned suspension, a front underbody guard, and Ford’s off-road cluster screen.

6. Payload and towing capabilities.

The all-new Ranger has a 7,500-pound tow rating along with a 1,860-pound payload capacity. Only the Jeep Gladiator at 7,700 pounds tops the Ranger in towing, while no other model matches the Ranger’s payload prowess.

2020 Ford Ranger

Costing from $24,410 to $32,500, the 2020 Ranger is in the middle of the pickup truck pack price-wise. Fully loaded, your price will approach $45,000 and that’s several thousand dollars less than the top end for such models as the Jeep Gladiator and GMC Canyon. However, both competing models offer multiple powertrain choices, including a diesel engine, something the Ranger lacks.

2020 Ford Ranger Specifications

Ford	2020 Ranger
Segment	Midsize Pickup Truck
Price Range	$24,410 to $32,500
Destination Charge	$1,195
Standard Engine	2.3-liter, turbo I4
Horsepower	270 hp @ 5,500 rpm
Torque (lb.-ft.)	310 lb.-ft. @ 3,000 rpm
Transmission	10-speed automatic
Seating	4 or 5
Curb Weight (pounds)	4,145 to 4,441
Wheelbase (inches)	126.8
Length (inches)	210.8
Width (inches)	85.8
Height (inches)	71.1
Headroom (f,r…inches)	39.8, 38.3
Legroom (f,r…inches)	43.1, 34.5
Shoulder room (f,r…inches)	56.7, 56.3
Hip room (f,r…inches)	55.8, 53.5
Storage (cubic feet)	43.3
Gross vehicle weight (pounds)	NR
Towing (pounds)	7,500
Payload (pounds)	1,560 to 1,860
Fuel	regular
Fuel Tank (gallons)	18
EPA Fuel MPG (city/highway/combined)	21/26/23 (2WD)
Manufacturing Plant	Wayne, Michigan

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

See Also — Ford Ranger Fun Facts

Photos copyright the Ford Motor Company.

The Statement-Making Lincoln Aviator

November 29, 2019 by admin Leave a Comment

The Lincoln Aviator crosses a one-lane bridge in Moore County, NC.

The Lincoln marque is once again undergoing a major overhaul, this time with new utility vehicle-based models. Ford’s luxury brand is also moving away from its three-letter naming convention, choosing traditional and new names featuring nautical and aviation themes.

Suggesting movement, the current nomenclature now covers all four SUVs — Navigator, Aviator, Nautilus, and Corsair. Separately, a pair of sedans remain — the large Continental along with the midsize MKZ. We think the latter is in its final year as the similar Ford Fusion is also being discontinued.

With a heavy utility vehicle focus, the Lincoln Motor Company (as identified by Ford) is all-in on the kinds of models customers want. Although its current roster shares its underpinnings with like Ford models, attention to detail, engineering, and luxury appointments have improved tremendously and supply further separation.

2020 Lincoln Aviator Models

For 2020, the Lincoln Aviator debuts, a name familiar to fans. From 2003 to 2005, Lincoln offered an Aviator which was based on the Explorer. Once again, the two models share a common platform, but this time the Lincoln features a distinct exterior design and interior layout.

The 2020 Aviator comes in five trims: Standard ($51,100), Reserve ($56,190), Grand Touring ($68,800), Black Label ($77,695), and Black Label Grand Touring ($87,800). These prices do not include the $1,095 destination charge. This model comes with standard rear-wheel drive or available all-wheel drive. A plug-in hybrid electric version is marketed separately.

Our top-trim test model costs just over $91,000. Yes, it is possible to have more than $40,000 worth of upgrades for Lincoln’s second most expensive model. As for its large Navigator, it is the price leader with a fully optioned model approaching $103,000.

The Aviator is a three-row SUV with room for six or seven.

9/10-Scale Navigator

The new Aviator is approximately 90 percent of the size of the stretch Navigator. Its design roughly parallels the Navigator, a look we like. However, there are some differences, including in the chrome grille surround design. The Aviator’s design is stately, featuring a bold front fascia, strong shoulders, upright pillars, and crisp lines.

Among the standard features are full-LED lights all around, a power liftgate, and a quad-tip exhaust system. Lincoln dresses the Aviator with stylish 20-inch wheels.

The list of upgrades include such features as adaptive headlamps, LED fog lamps, an illuminated Lincoln Star logo, 21-inch wheels, running boards, and approach lighting.

High-End Luxury

Lincoln went to great pains to ensure the Aviator has the features needed to take on its competitors. There is ample room for five across the first two rows with the third-row seat best assigned for carrying two children.

The cabin has a luxurious feel with even the standard models dressed in imitation leather. A tilt-and-telescopic steering column, push-button start, power controlled and heated front seats, a power-folding third-row seat, and three-zone climate control chart the list of included features.

Where the Aviator truly struts its stuff is with the Black Label trims. Here, Lincoln offers three design themes — flight, destination, and chalet. Each one offers unique color schemes, wood trim, and patterning. That said, you don’t have to opt for the top-trim to get loads of amenities. Indeed, beginning with the Reserve trim, Lincoln adds such features as a power tilt-and-telescopic steering column, leather-trimmed seats, and four-zone climate control. This trim also features second-row captain’s chairs, ambient lighting, and a second-row mini console.

The third-row seats are power-operated across all trims.

Tech and Safety Features

Straight out of the gate Lincoln supplies the 2020 Aviator with laudable tech features, including a 12.3-inch configurable instrument cluster, a 10.1-inch touch-screen display (that sits like a laptop screen on top of the center stack), a Wi-Fi hotspot, Android Auto and Apple CarPlay smartphone compatibility, USB ports, and a 10-speaker audio system.

Among the upgrades is a fantastic 28-speaker Revel audio system (a 14-speaker system is also available), navigation, and a rear entertainment system. A wireless charging pad is optional.

On the safety front, Lincoln offers an impressive suite of driver-assist technologies. To begin, Lincoln includes automatic high beams, blind-spot monitoring, active lane control, and automatic emergency braking. Available features include front parking sensors, a head-up display, and adaptive cruise control.

Engine Choices

Every Aviator model is powered by a 3.0-liter twin-turbocharged V6 engine with 400 horsepower and 415 pound-feet of torque. A 10-speed automatic transmission shuttles power to the wheels. This model earns an EPA-estimated 18 mpg in the city, 26 mpg on the highway for a combined 21 mpg. With all-wheel drive, the ratings are 17/24/20 mpg city/highway/combined.

The hybrid version utilizes the same engine and adds a battery-powered electric motor. Thus, the hybrid isn’t just more efficient than the base model, but it delivers more power — a jaw-dropping 494 horsepower and 630 pound-feet of torque.

Full power is always at the ready with the Aviator. Indeed, its step-off acceleration is strong and passing power is excellent. Under full throttle, the engine is loud, which may seem out of character for a luxury model. Additional sound-deadening materials might help here.

Plush seats with heating, ventilation, and massaging
cosset the first-row passengers.

We’re thrilled that this Lincoln has standard rear-wheel drive as it seems better planted on the road, especially when navigating twisty pavement. The steering system is nicely weighted, while the ride benefits from air suspension on the upper trims. On all-wheel-drive models, up to half its power can shift to the front wheels, but not from side to side. The usual drive mode select dial manages gear shift points and steering weight.

The Lincoln’s strong engine means you won’t miss a V8, while enjoying a slight boost in fuel economy over what a larger engine might offer. As for towing, the Aviator pulls up to 6,700 pounds. Competing models include the Audi Q7, which pulls up to 7,700 pounds and the Mercedes-Benz GLE-Class and its 7,200-pound tow capacity.

Aviator Considerations

The all-new Aviator serves notice that Lincoln is a serious competitor in the segment. On paper, we think it is a better vehicle than the Cadillac XT6, the model nearest in size to the Aviator. Lately, Lincoln seems to be doing a better job than its American rival in all things SUVs.

That said, we heard enough squeaks and rattles while driving the Aviator to be concerned. Further, there were some build quality issues reported early on, including a scrambled instrument panel, which is related to software problems dogging this model. If you’re interested in buying one, avoiding those built during the summer or early fall seems best. Sitting out a model year is an option for customers who still want one, but prefer Lincoln to work out the kinks. We think they will as Ford invested more than $1 billion in upgrading the Chicago Assembly Plant which builds the Explorer and Aviator.

Long term, we believe the Aviator is a promising model for Lincoln. The Reserve trim with all-wheel drive may offer the best bang for the buck, costing about $60,000 before several package options weigh in. This represents a strong price point for a three-row luxury SUV.

The available captain’s chairs grace the second row.

2020 Lincoln Aviator Specifications

Lincoln	2020 Aviator
Segment	Midsize crossover
Price Range	$51,100 to $77,695
Destination Charge	$1,095
Engine No. 1	3.0-liter, turbocharged V6
Horsepower	400 @ 5,000 rpm
Torque (lb.-ft.)	415 @ 3,000 rpm
Transmission	10-speed automatic
Engine No.2	3.0-liter, V6
Horsepower	494 @ 5,500 rpm
Torque (lb.-ft.)	630 @ 2,250 rpm
Transmission	10-speed automatic
Seating	6 or 7
Curb Weight (pounds)	4,774 to 5,673
Wheelbase (inches)	119.1
Length (inches)	199.3
Width (inches)	79.6
Height (inches)	69.6
Headroom (f,r…inches)	41.5, 39.7, 36.9
Legroom (f,r…inches)	43.0, 40.1, 29.2
Shoulder room (f,r…inches)	61.5, 61.3, 54.0
Hip room (f,r…inches)	58.5, 58.3, 40.9
Storage (cubic feet)	18.3, 41.8, 77.7
Gross vehicle weight (pounds)	NR
Towing (pounds)	5,600 to 6,700
Payload (pounds)	NR
Fuel	Regular
Fuel Tank (gallons)	20.2; 18(Grand Touring)
EPA Fuel MPG (city/highway/combined)	18/26/21 (RWD); 17/24/20 (AWD)
Manufacturing Plant	Chicago, Illinois

Data compiled by Tom Keegan. Specifications supplied by the manufacturer.

5 Forgettable Cars From the 1980s

November 27, 2019 by admin 1 Comment

The 1980s can be defined in one word: us. For that’s the decade when Americans began to cast off the memory of the Watergate scandal and the lost Vietnam War of the 1970s. Consumerism, especially materialism, was in vogue and global trade brought the first cars from Yugoslavia, Brazil and South Korea to the US marketplace. Three foreign models and two cars from Cadillac were among the five forgettable cars sold during the 1980s.

1. Zastava Yugo GV

If there was any vehicle from the 1980s that should be beaten with an ugly stick, the Yugo GV was it. Produced by Zastava, a Yugoslavian automotive manufacturer, the Yugo GV was based on an aged Fiat design. That alone should have clued in buyers that this sub-$4,000 subcompact was not a competitor in the small car market. Notably, its 55-horsepower four-cylinder engine failed prematurely and owners complained about its faulty electrical system, poor transmission shifter, and bad brakes.

Zastava Yugo GB headquarters with sample models in front.

Yugo managed to hang on for seven years even as its American subsidiary went bankrupt and an updated model was introduced just before the GV (stands for good value) was canceled in 1991. This model would certainly be forgettable except for the simple reason that it keeps showing up on everyone’s list of the worst vehicles of all time. Sorry to remind you.

2. Cadillac deVille V8-6-4

The Cadillac deVille of the early 1980s was a good car or as good as what General Motors was producing at that time. In the early 1980s, GM engineering developed a V-8 engine that could shut down two to four cylinders in a bid to save fuel. The 6.2-liter V8-6-4 engine was outfitted with a computer command module that managed cylinder operation. Unfortunately, that system was years ahead of its time and failed. Despite more than a dozen updates, GM had to cancel the technology after just one model year and restore all sold V8-6-4 engines to V8-only status.

81 Cadillac Sedan de Ville V864 — This 1981 Cadillac deVille originally featured cylinder deactivation.

Today, GM makes use of what they call “active fuel management” in many of its vehicles with that technology successfully shutting down unneeded cylinders to save fuel. Redemption is so sweet: just forget the dud technology from three decades earlier and concentrate on what’s available today.

3. Volkswagen Fox

Volkswagen’s hold on the compact vehicle segment began to slip in the 1970s as Toyota, Nissan (Datsun), and Honda entered the US market. By the 1980s, this German car manufacturer wanted to expand its North American product line by introducing a low-cost model. Volkswagen turned to its Brazilian subsidiary for that car, the Gol, renaming it the Volkswagen Fox for the US market.

It wasn’t that the Fox was a terrible car. Rather, it was bland and did very little to bolster Volkswagen’s US image. At that time the Golf and the Jetta were its two most important models, joined in 1990 by the Passat sedan and wagon. 1993 was the last model year for the North American Fox, a model that is still produced in Brazil, but now represents a subcompact vehicle.

4. Hyundai Excel

The first model Hyundai shipped to the US was the Excel, a subcompact hatchback based on the Mitsubishi Precis. It was also available as a sedan when it went on sale in 1985. This car is simply forgettable for the reason that it was also unremarkable, representing this Korean manufacturer’s initial attempt to penetrate the US market.

The Hyundai Excel hung around for nine years and was soon joined by a coupe variant called the Hyundai Scoupe. When introduced, the Hyundai Excel retailed for $4,995, which means it was priced lower than its Japanese competitors. However, quality issues surfaced including consumer complaints that the paint faded, body panels were wavy, and the window cranks failed. Later, Hyundai invested huge sums of money to raise quality levels and began backing their vehicles with 10-year, 100,000-mile warranties. The impressive quality of today’s Hyundai vehicles makes forgetting the Excel an easy thing to do.

5. Cadillac Cimarron

If there is any particular model that represents Cadillac’s earlier decline as a luxury manufacturer, the Cadillac Cimarron may be it. GM tried to qualify what customers were getting by calling this compact sedan “Cimarron by Cadillac” as if it wasn’t a Cadillac model. The biggest problem with the Cimarron is that is looked suspiciously like a dressed-up version of the Chevrolet Cavalier and it was. Worse, all three other GM car brands of that era were given like models, further diluting the Cimarron.

1981 cimarron 1 — Cadillac’s first compact sedan was this Cimarron.

The Cadillac Cimarron represents a classic example of what happens when you take short cuts. GM, in need of a small car for Cadillac, chose not to invest the required money to build a unique model for its premier division. Cadillac sold the Cimarron for six years before the plug was pulled. By that time customers were leaving the brand in droves as upstart luxury marques from Japan (e.g., Infiniti and Lexus) began making inroads.

Just Forget About It

No matter the decade, there will always be a handful of models that stand out, but for all the wrong reasons. Manufacturers hope that you forget them as they seek to remedy past mistakes by fielding newer and improved models.

See Also — 5 Forgettable Cars From the 1970s

How to Jump-Start Your Car

November 26, 2019 by admin Leave a Comment

You just finished with your shopping and have returned to your car only to discover that the ignition does not turn over. Upon further inspection, you have discovered that the battery has died and you are stranded.

But not all is lost — with jumper cables at the ready and with the help of another motorist, you should be able to revive the battery and get your car started by following several important steps carefully.

Jump starting a car means securing the positive and negative connections first.

1. Assemble Your Tools

The only tool you will need to jump-start a car is a set of jumper cables. A rag or a wire brush can come in handy for wiping away battery corrosion that may have built up on one or more of the terminals.

2. Pull the Cars Close

Attempt to pull the working car as close to the non-working vehicle as possible. Do not allow them to touch as that vehicle-to-vehicle connection will cause a short.

Turn the working car’s engine off, then raise and secure each car’s hood.

3. Connect the Cable Leads

Begin by connecting the positive cable lead to the positive terminal of the good battery, before connecting the negative cable lead to the negative terminal on that same battery.

Take the other end of the jumper cable to the non-working car and attach the negative cable lead to a solid metal surface such as its engine.

Connect the positive cable lead to the battery’s positive terminal. Ensure that each connection is firm and secure.

4. Start Your Engines

Start the engine in the working car first. Permit the car to run at least one minute to allow the battery to fully charge. Next, start the engine in the second car.

If the engine turns over, your battery is salvageable. If not, you can attempt to start the car two more times. If it fails to turn over, then likely you’ll need to replace a dead battery. However, if the battery is new, then the alternator is the culprit and will need to be replaced, not the battery.

5. Disconnect the Cable

Keep the cars connected for one or two minutes to allow the revived battery to build up a charge. Then, disconnect the black leads from each battery first, followed by the red leads. Store your jumper cables as before.

Car Battery Diagnosis

As soon as you can, have your battery diagnosed by your mechanic or service center to determine whether it should be replaced or whether some other electrical problem is present. Always know your battery’s expected lifespan and plan to have it replaced before then.

Photo courtesy of Pixabay.

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