sport utility vehicle

Land Rover Discovery Redux, HSE Luxury Style

August 22, 2017 by admin 3 Comments

A Land Rover Discovery with a supercharged gas engine.

Second time around: 2017 Land Rover Discovery HSE Luxury

The hits keep coming. Or at least the weekly model or two I have had the privilege of driving in 2017. This past week it was the Land Rover Discovery, the second time in two months the keys to this model and trim/grade fell into my hands.

Only this time the Discovery HSE Luxury came with a supercharged V6 gasoline model — the previous model featured a turbo-diesel.

2017 Land Rover Discovery

Land Rover prices the 2017 Discovery costs from $49,990 for the gas model (SE) and $58,950 for the diesel (HSE). Other gas trims to consider include the HSE ($56,950), HSE Luxury ($63,950) and First Edition ($73,950). Add $995 for your destination fee and another $2,000 if you plan to upgrade to a diesel.

2017 Land Rover Discovery Spend any time with the Land Rover Configurator — Range Rover and Discovery series alike — and you’ll find various grades and permutations of each model.

Beyond the eponymous Discovery’s four grades, you’ll find an array of packages for further customization. These include: three Black Design packages based on wheel size choices — 20-, 21-, and 22-inch wheels ($800-$3,200); a pair of complete dynamic design packages ($4,350 and $5,550); Drive and Drive Pro packages ($550 and $2,350); 7-Seat luxury climate ($2,180), vision assist ($1,000), and capability plus ($1,250).

My test model included nearly all of the top packages along with such individual upgrades as black roof rails ($400), head-up display ($950), ebony headliner ($350) and silicon silver metallic paint ($1,495). I counted 20 packages and options in all — Land Rover supplied a $350 headliner credit; I’m not sure if it was due to a long list of options or something else.

With all said and done, there were more than $18,000 in upgrades and options included, bringing the MSRP (sticker price) to a lofty $82,300. Notably, that price is in line with what well-equipped competing models offer from Mercedes-Benz, Audi, and BMW.

2017 Land Rover Discovery

Discovery Model Highlights

Instead of rehashing the many similar points I made earlier with the 2017 Discovery, allow me to direct you to that review here. For this review, I’ll cover the main features of the latest model as well as expand on a few other areas of this model:

1. Engine — What do three liters of V6 power get you? With Land Rover, you have a choice of supercharged gas and turbocharged diesel options. Both engines displace exactly at 3.0 liters. The diesel has two advantages over the gas engine: a 5 mpg fuel economy edge and stronger boost down the line. But don’t discount the gas model as it delivers excellent off-the-mark acceleration. Plus, it doesn’t come with a $2,000 price premium. Land Rover matches both engines with a clean-shifting 8-speed automatic transmission.

2. Seating — Land Rover offers 2+3+2 seating in the Discovery, with the third row optional. If you go with the last row, you’ll find a 50:50 split fold-down bench seat. It offers decent shoulder and hip room, although taller riders may find head- and legroom tight. So, consider this space sufficient for youngsters and usable for adults in a pinch.

2017 Land Rover Discovery

3. Storage — Having the benefit of a third row also creates one significant demerit. Namely, standard storage space is nonexistent as that third seat abuts the rear liftgate. I’ve never seen anything like it in other models as there is no way to store anything behind the rear seat. That said, Land Rover didn’t shortchange passenger space to create a token storage area. The good news here is that if you fold down one of the rear seats, you’ll gain some room. Drop the third row and you’ll enjoy 45 cubic feet of cargo space.

4. Off-Road — If you’re not familiar with Land Rover’s off-road capabilities, you’re in for a treat with the Discovery. The 2017 Discovery is an all-new model, replacing the previous LR4. This also means you’ll enjoy 11.1 inches of ground clearance compared to the 9.4 inches in the LR4. Importantly, fording depth is also up — 35.4 inches. If you have no plans for off-roading, then you’re not likely to opt for such features as the height-adjustable air suspension, low-range four-wheel drive, and the advanced traction system found in Terrain Response 2. But think of the possibilities!

5. Around Town — Most Land Rover owners will spend their time in and around town, taking their children to the ball field, commuting to work, shopping, sightseeing, and enjoying other pursuits common to today’s families. Compared with the LR4, the Discovery seems swift on its feet, thanks to a design that’s up to 800 pounds lighter than its predecessor with a far more rigid frame to go with it. This also means body roll stays at a minimum, so take on those twisty roads with confidence.

2017 Land Rover Discovery

6. Amenities — Land Rover is all about creature comforts and the Discovery does not disappoint. Not hardly. Standard equipment includes automatic headlamps, power-folding and heated side mirrors with approach lights, a panoramic glass roof, and a rear parking aid. You’ll also find keyless entry with push-button start, an 8-inch touchscreen, and a 10-speaker audio system. A dizzying array of amenities ups the luxury quotient, adding such features as LED headlights, a power sunroof, power tailgate, power drop/lift second- and third-row seats, heated front and rear seats, three-zone climate control, navigation, Meridian sound system, and a sound view camera. My test model added a front center console cooler compartment ($350), rear seat entertainment ($2,270), and features mentioned earlier.

Land Rover Discovery Parting Thoughts

So, what’s my opinion of the Land Rover Discovery the second time around?

First, it offers a distinct departure from the previous LR4. Traditional SUV fans may object to the change. All I can say is try it out, especially off road, to determine how the new Discovery performs.

Second, your price can quickly escalate if you’re not careful. A base SE trim will cost you $50,000, so my test model cost $32,000 more. That’s the high end of the model line. Personally, I would choose the diesel, stick with the HSE and pick the drive pro package. Yes, choose the 7-row package if you even think there is a possibility of carrying additional people from time to time. At this point, your total is about $66,000, the middle price range for this midsize SUV.

2017 Land Rover Discovery

2017 Land Rover Sport HSE Luxury

Sticker price from $63,950
Price as tested: $82,300
Seats 7 occupants
Engine No. 1: 3.0-liter supercharged V6 gas
340 horsepower @ 3,500 to 5,000 RPM
332 foot-pounds of torque @ 3,500 to 5,000 RPM
Engine No. 2: 3.0-liter turbodiesel V6
254 horsepower @ 1,750 to 2,250 RPM
443 foot-pounds of torque @ 1,750 to 2,250 RPM
8-speed automatic transmission
Wheelbase: 115 inches
Length: 195.6 inches
Width: 81.6 inches
Height: 73.5 inches
Passenger volume: NR
Storage volume: 45 (behind 2nd row)/82.7 (behind 1st row) cubic feet
Towing capacity: 8,201 pounds with tow package
EPA: 16/21 mpg (gas); 21/26 mpg (diesel)
Premium grade gasoline
Fuel tank: 23.5 gallons (gas)
Curb weight: From 4,835 (gas); 4,916 (diesel) pounds
IIHS safety rating: Not rated
Limited vehicle warranty: 4 years/50,000 miles
Powertrain warranty: 4 years/50,000 miles
Corrosion warranty: 6 years/unlimited miles
Vehicle assembly: Solihull, UK

2017 Land Rover Discovery

See Also — Driven: 2017 Land Rover Discovery Sport

On the Road With a 2017 Volvo XC60

September 14, 2016 by admin 7 Comments

Eight years is a long time to stay with any model and the XC60 is showing its age. But that fact hasn’t stopped Volvo from making important updates to the 2017 edition in advance of an all-new model debuting in 2018.

When the XC60 rolled out in 2010, critics hailed its wedge-shaped looks, easy to raise liftgate, comfortable front seats, and its turbo kick. The XC60 also represented Volvo’s first shot at a crossover utility vehicle, taking on the likes of the BMW X3, Infiniti EX35, and the Acura RDX. Since then, new or updated players from Lincoln, Land Rover, Audi, and Lexus have been released. Some might also cross shop this model with the Buick Enclave, an SUV with an even longer history of no updates — the Enclave is now in its tenth model year.

Exterior Overview

Is it a tall wagon or an SUV? That’s a question you might have in mind when viewing the XC60 for the first time. When it comes to models, the Volvo V60 is the standard wagon. On the other hand, the V60 Cross Country is the tall wagon. Figure that all three vehicles offer increasingly higher steps (or ground clearances) on the same platform with the XC60 on top.

Front to back, the XC60 is a sleek SUV with Volvo’s trademark logo fastened to the “smiley” grille. Oversized headlamps, a narrow lower grille opening, and horizontal LED fog lamps complete the frontal presentation. Along the sides, you’ll find a rising belt line, character lines and lower body trim, and alloy wheels.

The rear fascia is marked by a pair of signature combination lamps —stylish and long. A liftgate spoiler, chrome garnish, and a pair of exhaust ports are present. Front and rear skid plates round out the look.

Interior Highlights

Two of the XC60’s strong suits are seating for five and generous cargo space. The front seats are very comfortable and the rear seat delivers as expected. Behind the third row seat is 30.8 cubic feet of storage room — that generous space will appeal to families. What will also appeal is the nearly 70 cubic feet of storage space when the rear seat is folded.

The XC60’s interior is a blend of utilitarianism, clean lines and an excellent fit and finish. That said, the cabin’s simplicity means its competitors’ interiors are typically more elaborate. This is one deficiency that has some critics hesitating to compare Volvo with Europe’s best-selling marques. Instead, Volvo seems closer to Buick — premium, but not lavishly displayed luxury.

My test model had a pair of child seat boosters located in the outboard seating positions. This is a Volvo exclusive feature and a $500 upgrade. Consider it a worthwhile investment if you have a pair of youngsters who have outgrown their baby seats and you’re weighing your booster seat options. Because they’re built in, you’ll never be without them. And, when you need that room for adult passengers, the booster seats fold within the rear seat, out of sight.

Overall, the cabin features an inviting two-tone theme with the seats in a light color and contrasting gray presented elsewhere. Not quite Ikea-spartan, but certainly not lavishly adorned.

Top Innovative Technologies

I’m not a fan of Sensus Connect, Volvo’s infotainment system. Yes, it does allow smartphone tethering and provides a Wi-Fi hotspot, it also cleanly and sensibly places information on the color display. What makes it difficult to use is the attendant keyboard — there are simply too many buttons to push — over two dozen — and that’s more steps than what most people want. Volvo will replace the current layout with a new and less cumbersome arrangement next year as currently found on the all-new 2017 XC90.

On the audio front, Volvo doesn’t mess around. You receive a 12-speaker Harmon Kardon system with built-in apps like Pandora and Stitcher. The sound is superb and befits the Volvo.

Key Safety Features

You would expect every Volvo model to shine in all matters safety, given the company’s pioneering work. Indeed, Volvo introduced the world’s first automatic braking system with cyclist detection in 2013. In 1959, the automaker rolled out a three-point safety belt and followed up with such innovations as a child booster cushion (1976), a side-impact protection system (1991), and a blind spot information system (2004). Dozens more innovations not mentioned should be included with most later adopted by competitors.

The Volvo XC60 garnered the Insurance Institute for Highway Safety’s Top Safety Pick+ award in 2016 and is expected to repeat in 2017. Beyond stability and traction control, the XC60 is equipped with or offers as a package upgrade multiple preventive safety features. These include blind spot information system, city safety collision avoidance, collision warning with full auto brake and pedestrian and cyclist detection, distance alert, and driver alert control. Also: lane departure warning, road sign information, and dual two-stage integrated booster seats.

On the Road

The significant change in 2017 was the elimination of two powerplants. Gone are the previous five- and six-cylinder engines. Those engines represented the XC60’s T5 and T6 lines, respectively.

For 2017, the T5 and T6 names continue, but they now represent a pair of four-cylinder engines displacing at two liters. The first engine is turbocharged and includes direct injection. This engine makes 240 horsepower and 258 pound-feet of torque. The second engine is supercharged, turbocharged, and also has direct injection. This dual forced induction engine makes 302 horsepower and 295 pound-feet of torque. Both engines are paired with an eight-speed automatic transmission.

The EPA rates the standard engine as high as 23 mpg in the city and 30 mpg on the highway; this engine accepts regular gasoline. The beefed up engine makes an EPA-estimated 20 mpg in the city and 27 mpg on the highway and runs on premium gasoline. Models equipped with the standard engine have a 3,500-pound towing capacity; you have 4,400 pounds with the other.

My test XC60 AWD Inscription model came with the more powerful engine. Wisely, Volvo only offers this engine with all-wheel drive as torque steer would be a nightmare for your driving dynamics.

The unusual forced induction combination gets the job done as the supercharger bangs out power first, followed by the turbocharger. When working in sync, this compact engine quickly reaches peak performance and moves this crossover with authority. The engine is also noisy and not especially refined — for a model starting at $46,350, you’d think it would be quieter. On the other hand, the transmission offers a well-suited pairing for the engine as it seamlessly shifts between gears and matches revs evenly.

There isn’t anything exciting about the driving dynamics either. But the same can be said for most SUVs except perhaps for models designed from the start to elicit superior steering feedback, outstanding handling, and robust braking. The Porsche Cayenne is one such model that comes to mind.

But most people don’t buy crossovers for performance or want to pay the Porsche price. Interior room, storage capacity, and trailering capabilities likely are more important concerns. In these three areas, the Volvo XC60 demonstrates its strengths.

Consider Your Volvo XC60

The standard T5 Dynamic and Inscription models will cost you $40,950. Opt for all-wheel drive and add $2,000 to your price. It is a sensible investment — both for handling improvement and safety considerations.

The T6 Dynamic and Inscription models will run you $46,350. Choose the R-Design and you’ll pay $51,000. The advantage of selecting the R-Design is that you’ll receive every possible safety feature included, except for the dual booster seats.

If you’re inclined to wait another year for the new model you might want to consider the 2017 XC90 instead. Volvo’s newest crossover is its largest one and is priced from $45,750. A seven-passenger model retails for $51,600. Plug-in hybrid versions start at $71,800 and top out at $104,900 for an opulent four-passenger Excellence version.

Parting Thoughts

Volvo could have left well enough alone for 2017 and allowed the current-generation XC60 to give way to the next model without updating the engine choices. The dual forced induction engine is its newest offering and supplies small-block V8 equivalent power.

Other models to consider in this segment include the Audi Q5, Lincoln MKX, Cadillac XT5, and the Mercedes-Benz GLC-Class. Most competitors are far newer and offer similar safety features as the Volvo.

See Also — Updated SUV: 2017 Ford Escape

Road Test: 2017 Hyundai Santa Fe

September 7, 2016 by admin 3 Comments

Among midsize SUVs, the Hyundai Santa Fe stands tall. No, it doesn’t sit higher than the competition, rather it possesses certain attributes its competitors don’t offer, namely superior bumper-to-bumper and powertrain warranties.

In a crowded field, offering 5-year, 60,000-mile standard and 10-year, 100,000-mile powertrain warranties might be considered the tiebreaker when comparing like vehicles. Throw in a 7-year, unlimited miles anti-peroration warranty and you have one more compelling reason to consider a Hyundai Santa Fe.

2017 Hyundai Santa Fe

Hyundai offers its midsize model in two similar, but different arrangements. The five-passenger Santa Fe Sport is one model and was reviewed separately here. The three-row Santa Fe is the larger of the two, offering nearly four extra inches between the wheels as well as a two-passenger, third-row seat. The Santa Fe Sport seats five, the Santa Fe has room for up to seven — beyond powertrain choices and trims, there isn’t much else separating these two models.

Hyundai offers the 2017 Santa Fe in four trims: SE ($30,800), Limited ($34,950), SE Ultimate ($38,700), and Limited Ultimate ($39,400). The SE models offer seating for seven, the Limited holds six as the middle row bench seat is replaced with a pair of captain’s chairs.

All four trims supply standard front-wheel drive and available all-wheel drive. One powertrain combination is offered: a 3.3-liter, V6 engine making 290 horsepower and 252 pound-feet of torque is paired with a six-speed automatic transmission. The EPA estimates fuel economy at 18 mpg city and 25 mpg highway for FWD and 17/23 for AWD. All models take regular gasoline and have a 5,000-pound towing capacity.

Premium Expression: Fluidic Sculpture 2.0

From stem to stern, there is something familiar, but different with the 2017 Santa Fe. The familiar is its size, a model that has a footprint corresponding to such competitors as the Ford Explorer, Nissan Pathfinder, Buick Enclave, Toyota Highlander, Dodge Durango, and the Honda Pilot, just to name a few.

The different becomes apparent in its presentation as the Santa Fe advances Hyundai’s design philosophy, currently known as Fluidic Sculpture 2.0. Hyundai likes to describe the design as “sculpture in motion,” underscoring product harmony with nature. Filled with curves and not right angles, each model is the antithesis of an earlier boxy design that once defined passenger vehicles, including some Hyundai products.

Across the exterior, the Santa Fe advances that look with an oversized trapezoidal grille pressed in by sleek headlamp assemblies and lower embrasures housing the fog lights. This SUV’s profile is marked by a rising belt line, a sweeping roofline along with distinctive character lines and body sculpting. Beautifully designed wheels add flair to the presentation.

From the rear, Hyundai has taken what is typically ordinary and made it extraordinary — the curved lift gate rear window is accented by a spoiler. Distinct wraparound combination lamps, reflectors, and dual exhaust ports supply a look that is at once sporty and elegant.

Room for Seven

Inside, the same flowing lines are evident everywhere: across the dashboard, down the center stack, and on the doors. As dramatic as the look is, it isn’t busy nor is it overwhelming. The layout is comfortable, even inviting — all controls are sensibly placed.

Standard 2-3-2 seating provides room for up to seven. Comfortable and supportive bucket seats in the first row give way to a 40-20-40 split folding bench seat in the second row. The third row has a 50-50 bench seat — it can hold a pair of adults in a pinch, but is best suited for young teens. Otherwise, keep the seat folded and you’ll have 40.9 cubic feet of cargo volume instead of the very limited 13.5 cubic feet. Drop the second and third-row seats and you’ll find 80 cubic feet behind the first row.

In the 2017 Santa Fe, Hyundai offers a long list of standard equipment, although the base SE trim lacks a few niceties such as side mirror turn signal indicators, LED fog lights and tail lights, a proximity key with push-button start, and a hands-free smart liftgate. The latter feature is a treat — simply hold the key fob somewhere on your person as you approach the lift gate from the rear and you’ll hear a succession of beeps before the lift gate automatically rises. No need to use your hands or to swish your foot underneath the rear bumper as the back door rises without personal intervention. This is an outstanding feature and not something other automakers offer without some drama, namely requiring you to kick your foot and possibly lose your balance.

All models offer roof rack side rails and provide cross rails as an accessory upgrade. You may also find alloy wheels, heated side mirrors, side-mirror turn signal indicators, LED lights, and keyless entry with push-button start.

Standard and Available Equipment

This model comes with power accessories, a tilt and telescopic steering column, Bluetooth connectivity, four 12-volt outlets, USB and auxiliary audio ports, a six-speaker audio system, climate control, a power driver’s seat, and cloth seats. Upgrades include premium door sills, leather seats, heated and ventilated front seats, heated second-row seats, manual rear side window sunshades, and an Infinity premium audio system.

As for technology, the two top trims offer a navigation system with an eight-inch touchscreen. The system now offers both Android Auto and Apple Car Play support, making it easier for you to listen to and dictate messages. Where navigation isn’t present a seven-inch screen is and comes in larger than the one offered last year.

On the safety front, the Hyundai Santa Fe earns a top grade. Well, at least with the 2016 model as the unchanged 2017 hasn’t been tested by the Insurance Institute for Highway Safety (IIHS) yet.

The IIHS gives this model a Top Safety Pick+ rating, its highest honor, in recognition both for its top crashworthiness rating and available advanced driver-assist safety equipment. All models are equipped with a rearview monitor.

Available safety equipment includes rear parking sensors, smart cruise control, lane departure warning, automatic emergency braking with passenger detection, high beam assist, and dynamic bending lights. A number of these features are available only on the two top trims and as part of a $2,100 technology package.

On the Road…Again

Take the 2017 Santa Fe on the road and you’ll find an engine entirely suited to handle the job. It comes in slightly more power dense than most competing models and does so without forced induction. This means you’ll always find sufficient power at the ready from a cold stop up to highway speed and beyond.

The ride remains comfortable throughout with MacPherson struts and a stabilizer bar up front and a multi-link suspension with a stabilizer bar in the rear. Its unibody construction leads to a rigid frame — this SUV drives like a car and does a very good job of remaining planted even when cornering. Certainly, consider all-wheel drive for improved control, especially if you regularly drive on wet roads or live in a snowy climate. Braking is firm and certain to the touch.

Final Thoughts

All in all, the 2017 Santa Fe is a compelling product as it provides a rich blend of utility, premium features, technology, and safety equipment. Expect to pay just above $40,000 for a fully equipped model with the top safety features included.

Keep an eye out for current incentives and be ready to negotiate as you should find further savings on this premium, midsize SUV.

Driven: Next-Generation 2017 Nissan Armada

August 31, 2016 by admin 3 Comments

The second-generation Armada has sailed into port.

Few manufacturers build full-size, traditional body-on-frame sport utility vehicles these days. Count Nissan among the few.

Among mainstream brands, the Nissan Armada, Toyota Sequoia, GMC Yukon, Chevrolet Tahoe, and the Ford Expedition are your choices. Of the five, the Armada is the newest name, but for several years, it was the oldest moniker in terms of product age.

That’s all changed now as the 2017 Nissan Armada is out, the second generation of this big eight-passenger SUV.

Derived From the Nissan Patrol

The first-generation model was built from 2004 to 2016 and was underpinned by the same platform powering the Nissan Titan pickup truck. The Titan itself is all-new for 2017, but this time Nissan didn’t turn to its big truck to develop the new Armada. Instead, Nissan cast its eyes on Japan, where another large SUV has long been built.

That model is none other than the Nissan Patrol, a name familiar to brand devotees, but not previously seen in North America, at least not in Nissan garb. The Infiniti QX80 is based on the Patrol, but dressed for a luxury market.

As for the Armada, Nissan went the same route as Infiniti, tapping the existing Patrol and modifying it for the North American market.

The result is a vehicle coming in two inches shorter between the wheels, but two inches longer overall. In addition, this model is about one inch wider and three inches shorter than the first-generation Armada. Thus, its overall dimensions are nearly the same and the current model, while new, should seem familiar to Armada owners.

All-New Endurance Engine

The all-new Armada shares the same 5.6-liter, V8 gasoline engine found in the Titan and Titan XD. Known as “Endurance,” the engine is the same size as the previous V8, but otherwise it, too, is new.

Nissan says the beefy V8 is outfitted with variable valve event & lift (VVEL) technology for improved response and performance. Further, Nissan enhanced throttle response by controlling the intake valve and also employs direct injection gas technology.

Where the previous engine created 317 horsepower and 385 pound-feet of torque, the latest engine makes 390 horsepower and 401 pound-feet of torque. Nissan rounds out the powertrain with a seven-speed automatic transmission.

Powerful, Expressive Exterior

Without getting lost in the details, Nissan combined elements from its other vehicles to develop the new Armada’s exterior. To begin, the grille offers a familiar look, one advanced by the popular Pathfinder crossover. While the headlamp assembly is similar to the Titan’s, it offers its own look. The lower grille or air intake is unique, coming in wider and longer than the pickup truck line.

The truck’s frontal presentation is muscular, with a sculpted hood not unlike the Tita
n’s. So, what you have here is a combination of existing and new Nissan elements to establish the Armada’s face.

Front to back this SUV is burly. Nissan went easy on the profile creasing — instead, it focused on projecting a linear, but powerful stance. The roof and belt lines are even, with chrome and character line touches present. Distinct wheel arches, vent ports, and aluminum-alloy wheels provide further definition.

From the rear, you’ll find a massive liftgate with a spoiler, wraparound combination lamps, and chrome embellishments. You’ll also find front and rear skid plates across the model line.

Three Trim Levels

Nissan offers the 2017 Armada in three trims: SV ($44,400), SL ($49,150), and Platinum ($57,090). Convert this standard 4×2 into a 4×4 and add $2,900 to your base price.

Thus, when fully loaded, your Platinum 4×4 will cost you $59,990. Nissan’s pricing is in line with what other manufacturers charge.

Cavernous and Upscale Interior

Slip behind the wheel of this SUV and you’ll immediately sense this model’s bigness. Although not directly related to the current Titan, there are some similarities in the way controls are located as well as the general open feeling you sense.

Nissan makes use of high-quality soft-touch materials through much of the cabin, but also weaves in ample amounts of leather, wood, and chrome touches. The instrument panel sits behind a thick leather-wrapped steering wheel and features a pair of analog displays — tachometer and speedometer — with the digital driver’s information center situated between the two.

The center stack is ordered by a color display at the top flanked by a pair of climate control vents. Immediately below that is a dial and switches for controlling the audio system. Beneath that additional switches and dials are present, for the climate control system and seat controls. A CD player is also present.

At the very base of the stack are the usual connection points — 12-volt outlets, USB, and auxiliary audio. Splitting the seats is the transmission shifter, the four-wheel drive dial, and two cupholders. Additional storage areas — open and covered — are also present.

Nissan provides a well-equipped Armada, especially at the SL level on up. All models come with heated front seats. Although it was too hot outside to test them, I can confirm that the seats are otherwise plush and very supportive. Cooled or ventilated seats accompany the Platinum trim.

Wisely, Nissan provided second- and third-row seats befitting a big SUV. They move, tilt or otherwise drop down as needed. Both rows are very comfortable too and offer seating for three each. Legroom is a bit tight in the third row and you’l sit close together, but you can squeeze three people back there. The operative word here is “squeeze.”

On the Road

Releasing an all-new engine to coincide with the debut of the new Armada was the correct move on Nissan’s part. Nissan has one V8 to work with across the Nissan and Infiniti lines, thus it needs to match up well against the likes of its competitors. Where Ford now relies on a twin-turbo V6 to power the Expedition, Nissan maintains a traditional approach.

And that approach is the right one as this SUV offers confident acceleration from a dead stop and keeps delivering power as you build speed. The seven-speed automatic transmission is matched well too, shifting seamlessly up and down the gear range. If you invest in a big SUV you expect it to provide ample power when carrying a full load or when towing. Certainly, the Armada’s 8,500-pound towing capacity should suit outdoors enthusiasts just fine.

On the steering front, the 2017 Armada moves with ease. At the same time, you will be reminded of the three tons of mass this SUV delivers as you turn corners or navigate twisty back roads. The 2017 Armada doesn’t pretend to encourage aggressive driving nor is it especially agile on curving roads — there is plenty of body roll and you’ll find yourself braking frequently the tighter the turns come. Braking is firm with moderate fade noted. Sizable vented disc brakes are at the corners.

One area that no manufacturer has yet to solve is fuel economy. Just like big pickup trucks, the Armada and friends gulp fuel. You’ll be hard-pressed to stay above 15 mpg, although my numbers pushed 17 mpg at times, thanks to nearly exclusive highway driving. The EPA rates this model at 13 mpg in the city and 18 mpg on the highway for a combined 15 mpg. That sounds about right.

Parting Thoughts

Twelve years was a long model run for the original Nissan Armada; there was no 2016 model. Generation two is here and what you have is a big SUV that is muscular, well-equipped, and offers similar dimensions as the previous model.

That said, shoppers who place a premium on passenger carrying ability may find the Nissan Quest minivan or the Nissan Pathfinder crossover more to their liking. But neither model has the pulling power of the Armada or the commanding presence that this SUV provides.

Driven: The Third-Generation Honda Pilot

August 19, 2016 by admin 23 Comments

The third-generation Honda Pilot takes a bow.

Amongst three-row, midsize crossover utility vehicles, the Honda Pilot has made a name for itself. This seven-passenger model offers standard front-wheel drive and available all-wheel drive, is powered by a V6 engine, and is all new for 2016. As before, it offers seating for up to eight.

Business has been good for Honda, arguably one of the most conservative automakers in the world. Three models — the Civic compact coupe and sedan (and soon hatchback), the compact CR-V crossover, and the midsize Accord coupe and sedan — account for the lion’s share of this brand’s business. But it is models such as the Pilot and the Odyssey minivan that have kept Honda faithful loyal to the brand, vehicles with higher profit margins too.

When Honda introduced the Pilot in 2003, it represented the leading-edge of midsize car-platform-based models. At the time, its top competitors from Chevrolet, Toyota, Ford, Nissan, and Chrysler were dominated by traditional body-on-frame SUVs, models typically heavier, clunkier, and simply less refined than today’s crossovers.

Since then, the Toyota Highlander, Ford Explorer, Nissan Pathfinder, and Dodge Durango have made the crossover switch. GM also released a slew of new crossovers in the GMC Acadia, Chevrolet Traverse, and the Buick Enclave. But Honda was already entrenched in the segment and enjoying the sales boost that come with it.

Honda offers the 2016 Pilot in five trims: LX ($30,345), EX ($32,780), EX-L ($36,255), Touring ($41,370), and Elite ($46,770). Front-wheel drive is standard across the model line, except in the Elite edition. Otherwise, add $1,800 to opt for all-wheel drive.

Sleeker, Modern Exterior Design

In keeping with Honda’s approach to the market, the third-generation Pilot maintains a conservative expression. At the same time, the current model offers a sleek and athletic body, losing the previous boxiness of the first- and second-generation models. The new model is more aerodynamic with its curved front fascia, canted windshield, flowing roof and belt lines, and rounded corners.

Standard for 2016 are LED taillights. Also available are 20-inch wheels, LED projector headlights, and LED daytime running lights. For the first time, 20-inch wheels and a panoramic glass roof are available.

Manufacturers typically supply top trim level models to media folk and that means we may skew our reviews toward the more expensive models. What all models do have in common include the following: alloy wheels, all-season tires, a MacPherson strut front suspension, a multi-link rear suspension, electric power-assisted steering, and front and rear stabilizer bars.

Also available depending on upper trim models are fog lights, a power moonroof, power tailgate, roof rails, parking sensors, and a panoramic roof.

Interior Improvements and Amenities

Inside, the Pilot continues as before with standard seating for seven in a 2-2-3 arrangement or for eight in a 2-3-3 layout. But swapping out the captain’s chairs for a split folding bench seat means you also lose the second-row console featuring a pair of cup holders and a large storage tray. That tray is open and can hold your tablet. And in the Elite edition, you can connect to a USB port, an auxiliary outlet, or plug into the 115-volt outlet. Headphone connection points are also present — all connection points can be found at the rear of the front center console.

All models come equipped with power accessories, push button start, a tilt and telescopic steering column, a sunglasses holder, map lights, floor mats, cargo area hooks, and tie downs, a cargo storage light, and a hidden storage well. This model also comes with 14 beverage holders — two in the first row and six each in the second and third rows.

As for connectivity, you’ll find front, center, and rear 12-volt outlets (no rear outlet in the LX), an MP3/auxiliary input jack, and multiple USB ports. The standard audio package is a 200-watt, 7-speaker system with a five-inch screen, and Bluetooth connectivity. Beyond the LX edition, you’ll find an eight-inch display, HondaLink, SiriusXM satellite radio, and Pandora compatibility.

Some models make available a navigation system (available with the EX-L and standard on the Touring and Elite editions), HD radio, and a 540-watt, 10-speaker audio system.

The Pilot Elite comes elegantly dressed with soft touch materials liberally used throughout the cabin. Contrasting upper and lower dashboard colors give this SUV pop as does the color-coordinated trim dividing same. Yes, you’ll find plastics throughout the cabin, but they’re tastefully presented and typically useful for wiping down surfaces such as cup holders, door inlays, handles, and the like.

Standard fabric seats give way to leather in the EX-L on up. A leather-wrapped steering wheel is added at this level too.

The instrument panel is the same across the model line with indicator lights the only difference for some models. The electronic interface is composed of a large tachometer and a speedometer with the driver information digitally displayed between the two.

Honda orders the center stack with the color display on tap, itself flanked by a pair of vents. Beneath that are controls for the climate system, a CD player, and seat heating and cooling buttons. At the base of the stack is a 12-volt outlet and two USB ports. An open storage area suitable for housing your smartphone is also present.

Dividing the front seats is a funky transmission shifter and two cup holders. I say “funky” because instead of a stick you get switches for shifting. Park, neutral, and drive are represented by push down switches. To place the transmission in reverse, you need to pull the switch toward the rear.

If you’re a fan of clever center console compartments, the 2016 Pilot has this nailed down. With this, Honda dispenses the traditional armrest — both front seats have drop down armrests — and goes with a deep storage area with a compartment tray and the expected 12-volt outlet, USB port, and an auxiliary port. The top of the unit slides back, making it easy to reach inside.

New Engine and Transmission

If the 3.5-liter, V6 engine seems familiar, it is. But only in size. The latest version is all-new and imbued with Honda Earth Dreams technology. Specifically, this direct-injected engine has variable cylinder management, representing cylinder deactivation technology. This means that half the engine’s cylinders are shut down when not needed, such as at highway cruising speed.

This change also enables the Pilot to squeeze out an extra one mpg around town and two mpg on the highway. Importantly, the 2016 Pilot is no less powerful than the outgoing model. In fact, horsepower is boosted from 250 hp to 280 hp; torque improves from 253 foot-pounds to 262 foot-pounds.

As before, a six-speed automatic transmission is standard, but if you choose the Touring or Elite editions, then you get an all-new nine-speed automatic transmission. The new transmission was procured from ZF Friedrichshafen’s factory in South Carolina and has already found its way into various Acura, Chrysler, Jeep, and Land Rover models.

On the Road

Step on the gas pedal and the 2016 Pilot presses forward. As the transmission shifts through the lower gears, it does so seamlessly. At highway speeds, some hesitation is apparent, although it is safe to say it isn’t something you’ll experience all the time.

Generally, if you press hard on the accelerator, the transmission may not shift up through the higher gears immediately. Other reporters have said this issue is much more magnified while ascending and descending hills as the transmission hunts for the correct gear. My mostly flat land drives didn’t reveal the same level of hesitation and if the problem is still apparent, Honda may have “cured” the issue with a software patch.

Beyond the transmission quirks, the 2016 Pilot handles well and the brakes are terrific. You won’t find quite the composed experience you would in a luxury SUV such as the similar Acura MDX, but you should find it more than satisfactory. Given that the Pilot shares its architecture with the competent Odyssey, none of this should be surprising.

Parting Thoughts

So, where should you begin to look at the Honda Pilot? If you’re a safety fan, then any model available with Honda LaneWatch, lane keeping assist, and adaptive cruise control should suffice.

These so-called driver assist technologies are available or standard on all models except for the LX edition. Related to this, the 2016 Honda Pilot earned the Insurance Institute for Highway Safety (IIHS) Top Safety Pick+ award, the institute’s highest honor.

If you want automatic high-beam headlights or the blind spot information system with cross traffic monitor, only the Elite model offers this. But that also means going with the nine-speed transmission and possible problems you may encounter.

Your best bet may be the EX-L edition, what brings in available road and collision mitigation, forward collision warning, and lane departure warning. Add in the navigation and the rear entertainment system, and your final price comes in around $40,000.

Sport Luxury SUV: Infiniti QX50

June 27, 2016 by admin 8 Comments

Muscular, luxury SUV brings performance to the compact range.

When was the last time you found a crossover utility vehicle exciting? Crickets. Yeah, I thought so.

To be fair, there are some fun crossovers out there, but typically you’ll have to opt for the high-end performance edition and all-wheel drive to obtain one. And be prepared to pay through the nose if you follow through on your purchase.

Then there is the Infiniti QX50, a small SUV with an attitude. As in standard rear-wheel drive and available all-wheel drive. It is priced from a very reasonable $34,450 ($35,850), offering a tantalizing entry-point to the Infiniti brand.

It is the “bones” of a model that tells its story best, and for the QX50 that platform has yielded the Nissan 370Z (previously 350Z), a two-seat sports car. This salient fact alone demonstrates to all that the Infiniti QX50 is no run-of-the-mill crossover, to the cheers of enthusiasts everywhere.

Reworked Naming Convention

Now that you know the platform derivative, just where does the QX50 fit in the Infiniti naming universe?

Over the past few years, Infiniti has gone with a new naming convention whereby all cars start with a “Q” and all utility vehicles begin with a “QX.” Two numbers follow, thus the QX50 is the smallest of three crossovers sold by Nissan’s luxury brand and is followed by the QX60 and the QX70. The top-of-the-line QX80 is a fourth utility vehicle, but it is a traditional truck-based SUV.

Incidentally, the Infiniti QX70 shares the same architecture as the QX50 and 370Z, but it is slightly longer and wider than the QX50. Further, the QX50 was originally sold as the EX35, making the shift to its new name in 2014 when Infiniti’s current nomenclature was adopted.

Tested: 2016 Infiniti QX50 RWD

A 2016 Infiniti QX50 RWD was presented to me just as spring began to give way to summer. That’s noteworthy for two personal reasons — 1), school was out and traffic everywhere was lighter, and 2), it was hot as anything, which means I had the air-conditioner working at full blast. Being stuck in traffic on a hot day is not my definition of fun. Happily, that problem was avoided.

Beyond its $34,450 base price, you can build your QX50 out to your heart’s desire. Infiniti dispenses with trim levels, supplying various packages to enhance the buyer experience.

The test SUV came with four packages and one upgrade — illuminated kick plates, which added $440. Specifically, it was equipped with technology ($2,750), deluxe touring ($2,400), premium ($500), and premium plus ($2,000) packages. Add in the $995 destination charge and this SUV cost $43,535.

New for 2016: Longer Wheelbase

For 2016, Infiniti made some changes to its smallest crossover, including adding 3.2 inches to the wheelbase. That’s the most important change and for a very good reason — the previously constrained rear seating space has more legroom, making it much more comfortable for adults sitting back there. Although the QX50 offers seatbelts for five, it is more comfortable for four. Earlier models were so tight that only smaller individuals (read children) could sit there in comfort. Previous problem resolved.

Other changes bring in enhanced styling and new package content. We’ll look at some of that content shortly.

Infiniti markets the QX50 as a “personal” crossover what typically describes an entry-level model geared toward the single buyer or the buyer with a significant other. That means the rear seat is typically an afterthought, notwithstanding Infiniti’s decision to improve leg and knee room this year.

The price point is very attractive too, although an even smaller model, the QX30 will slot beneath the QX50 when it goes on sale later this year. Let’s just say if you’re looking to move from a mainstream brand such as Nissan to a luxury brand such as Infiniti, you’ll soon have more reasons to make that transition.

Exterior Highlights

A sporty visage is marked by a bold grille hemmed in by a pair of angular headlamp assemblies. The lower grille opening is slightly larger and is offset by stylish embrasures housing fog lamps and LED lights — both are circumscribed with a chrome-like design.

The QX50 has a sloping, but muscular hood, strong shoulders, a rising belt line, and a coupe-like roof line. Upper character lines, rocker panel trim, chrome wheels, and color-keyed side mirrors are among its transcendent features. At the rear is a clamshell hatch amplified by a spoiler, oversized wraparound combination lights, chrome accents, and two sizable exhaust ports.

Interior Highlights

Inside, leather covers the lower dashboard with soft touch material on top. The leather treatment extends to the steering wheel, door inlays, and the seats. No cheap materials are found here.

The test model gained an 8-way power driver’s seat and 2-way lumbar support by means of the deluxe touring package. The instrument panel features pairs of large and small analog displays with a digital driver’s information display centered between the two.

The main drawback for this model is the center console layout. The available 7-inch color display (courtesy of the premium plus package) sits on top and immediately below that is a dial and switches for controlling same. However, those controls are pitched at a downward sloping angle — for tall drivers, reading them shouldn’t be a problem. But for shorter drivers you may need to crane your neck to decipher the keys.

Beneath the console is an analog clock, audio and climate control dials and switches, followed by a small concealed storage compartment.

Between the seats is a the transmission shifter stick, as well as switches and knobs controlling seat temperature and the driving mode — normal or snow. Two cup holders are present as well as the requisite armrest with a nifty compartmentalized design. You’ll find a 12-volt outlet and a USB port therein.

New Console Design Wanted

My main criticism with the center console design is its layout. With the cup holders placed where they are, shifting means you’ll find interference whenever drinks are present. Of course, the cabin is fairly compact , so that means reworking the area means possibly adding cup holders that spring from the dashboard or perhaps abut the base of the center stack.

As it stands, the QX50 has only four drink holders — the other two are found within the rear seat drop down armrest. The front doors have narrow storage slots, but they are not large enough to hold drinks. The rear doors do not offer storage compartments.

The rear storage compartment is spacious and comes with a cargo light and tie down clips. There are also a pair of switches for managing the 60-40 split folding rear seat. Press either button and a portion of the seat automatically drops down. Hold the button and the seats rise up. Underneath the cargo area floor is a temporary spare tire. It sure beats the feature typically found in many luxury cars today, namely a power tire inflator. When you’re ready to drop the hatch an embedded handle is present. Sorry, no electronic switch is available.

Powerful Engine, Shiftable Transmission

Kudos to Infiniti for designing a quiet model with a comfortable ride. But that comfort doesn’t come at a cost to driving dynamics.

All QX50 models are powered by a 3.7-liter, V-6 engine making 325 horsepower and 267 foot-pounds of torque. It is naturally aspirated and that means no boosting is offered — turbo or supercharger. That’s fine with me as there is generous amounts of energy at the ready for an engine paired with a 7-speed automatic with adaptive shift control.

If a crossover were to offer a manual transmission, this Infiniti would be the ideal model to include one. As it stands, the only Infiniti model in North America to offer a manual is the Q60 coupe and convertible. But a shiftable automatic is the next best thing and in this Infiniti the fun factor is amplified.

Infiniti QX50: On the Road

Step on the accelerator and you’ll immediately gauge that the power emanating from underneath the hood is generous. Infiniti could have stuck an inline four underneath, but they did not. Instead, you have a potent and at times raucous V-6 that has the power and the passion to move this model.

Never once did I feel the QX50 was underpowered. The engine immediately snaps to attention, delivering copious amounts of power throughout the band curve.

Where this model truly shines is on the open road or should I say on the twisty back road where you can push the SUV to its limits. But before you get moving, switch the transmission stick to manual mode and have at it (no paddle shifters are available). But be forewarned — this arrangement doesn’t override your upshifting, so be attentive that you don’t redline it. I nearly did once when I forgot I had it in manual mode.

The shifter moves quickly between gears and helps push the crossover down the road with authority. Power-assisted steering is present; handling is enhanced by a subframe-mounted independent front double-wishbone suspension with aluminum-alloy upper and lower links, twin-tube shock absorbers and a stabilizer bar.

At the rear, the suspension features an independent multi-link design with aluminum-alloy upper and lower links and axle housing, twin-tube shock absorbers and a stabilizer bar. Vented front disc brakes and standard rear disc brakes bring this model to a stop.

Although not as “involved” as a 370Z or other sport models, the QX50 does offer an enjoyable driving experience. It is still a high-profile vehicle so when you hit the twisties you’ll sense some body roll and you’ll probably find yourself easing up on the accelerator and perhaps tapping the brake pedal. Once you get the hang of it, you may find the ideal balance of performance and utility, what truly makes this model shine.

Competition and Buying Considerations

So, how do you make a case for the QX50? That’s easy — you are a sports car enthusiast, are married, and have just started a family. No stodgy minivan or a torpid crossover for you. Instead, you want something similar to the Porsche Macan, but at a more reasonable price. Enter the Infiniti QX50.

Granted, few people will settle for the low price point, given the amenities offered. If you want navigation, then the $2,000 premium package must be ordered. If you want power amenities, then the $2,400 deluxe touring package should be considered. It is at this point you cross the $40,000 mark, but that’s still $7,500 less than the Porsche Macan, perhaps the best-known model in this segment.

2016 Infiniti QX50 RWD

Sticker price from $34,450
Price as tested: $43,535
Seats 5
3.7-liter V-6 gasoline engine
325 horsepower @ 7,000 RPM
267 foot-pounds of torque @ 5,200 RPM
3.76 inches bore by 3.39 inches stroke
Engine compression ratio: 11.0-to-1
7-speed automatic transmission
Wheelbase: 113.4 inches
Length: 186.8 inches
Width: 71 inches
Height: 62.7 inches
Passenger volume: 115.4 cubic feet
Storage volume: 18.6 cubic feet
Towing capacity: 5,000 pounds
EPA: 17 mpg city, 24 mpg highway
Premium grade gasoline
Fuel tank: 20.0 gallons
Curb weight: From 3,855 pounds
IIHS safety rating: Good, moderate overlap front and head restraints & seats
Limited vehicle warranty: 4 years/60,000 miles
Powertrain warranty: 6 years/70,000 miles
Corrosion warranty: 7 years/unlimited miles
Vehicle assembly: Tochigi, Japan

2016 Infiniti QX50 photos copyright Auto Trends Magazine.

Performance + Efficiency = 2016 Toyota RAV4 Hybrid

June 23, 2016 by admin 15 Comments

A modest price premium makes hybrid ownership a solid value proposition.

The Toyota RAV4 is a popular compact SUV in its own right and one of the first models in the segment, having launched in 1996.

Now in its fourth generation, the RAV4 has long lacked a hybrid variant, until now. Coinciding with a mid-cycle refresh of the current-generation model, a RAV4 Hybrid is now available and is offered in two premium trim levels: XLE and Limited. Notably it is an all-wheel drive model only; gasoline models offer standard front-wheel drive and available all-wheel drive.

2016 Toyota RAV4 Hybrid Limited

A 2016 Toyota RAV4 Hybrid Limited edition was presented this month, passing through my media fleet. And now for an important disclaimer: my wife leases a 2013 RAV4 XLE and just like the test model it is garbed in a classic silver metallic patina. Her lease will soon be up and she’s likely to opt for another RAV4. Certainly, the hybrid will be considered.

The RAV4 Hybrid now makes seven gasoline-electric hybrid models for Toyota, far more than any other brand. It may seem odd that it took Toyota so long to develop a hybrid variant seeing that the Ford Escape Hybrid was offered a decade ago, although it has been replaced by other models.

Everything about the RAV4 Hybrid is nearly the same as the standard model. Blue background Toyota badging as well as hybrid badging are subtle distinctions. For 2016, all RAV4 models receive an updated front end outfitted with new LED headlamps and daytime running lights. Small changes to the lower rocker panel and rear bumper are also apparent, the latter also receiving new taillights. Further, Toyota replaced the entire wheel lineup and added three new paint schemes.

Toyota also added 55 percent more noise reducing material to the floor along with enhanced seals in an effort to make this the quietest RAV4 to date. Moreover, Toyota added more soft-touch material on the dashboard and door panels, brought in a new sunglasses holder and changed the front cup holders to hold coffee mugs.

Toyota Safety Sense Package

Other improvements for 2016 brought in a Toyota Safety Sense package composed of dynamic radar cruise control, automatic high beams, a pre-collision system with pedestrian detection, and lane departure alert. Changes for the gasoline model include an available 4.2-inch TFT multi-information display situated within the instrument panel and a 7-inch touch screen display located near the top of the center stack. Last, but not least is an available bird’s eye view monitor, utilizing four cameras located on the side mirrors as well as the front and back of the car.

The 2016 Toyota RAV4 Hybrid costs $28,370 for the XLE and $33,610 for the Limited. As tested, my model cost $35,945. These prices compare to $27,670 for the RAV4 all-wheel drive XLE and $32,910 for the all-wheel drive Limited edition.

That makes for a price premium of just $700 for the hybrid which is EPA-rated at a combined (city/highway) 33 mpg compared with the combined 25 for the equivalent gasoline model. Even with gas prices hanging around $2 per gallon, this is one investment that is bound to pay off after several years.

Three Electric Motors

Three electric motors are at work in the RAV4 Hybrid. The first motor or generator starts the engine and charges the hybrid battery. The second generator drives the front wheels and provides regeneration (kinetic energy) during braking. The third generator drives the rear wheels and also supplies kinetic energy when braking. Toyota says the all-wheel drive system in the hybrid provides a larger measure of adaptability when sending power to the wheels. The front wheels are always at work, but power is sent to the rear wheels even before slippage takes place.

As for the battery pack, Toyota utilizes a sealed nickel-metal hydride battery whereas most other hybrids now use lithium-ion or polymer batteries. Likely, the older technology provides cost savings, while maintaining efficiency.

Press lightly on the gas pedal and this SUV moves forward under electric power only. Indeed, you can operate the vehicle in EV mode at speeds under 5 mph, ideal for finding a parking space or when moving cars around at home. You can also choose Eco Mode or Sport mode, the first choice providing unsurpassed efficiency when on the road, the second option provides improved steering and handling characteristics.

More Power, Improved Efficiency

If you think hybrids are slow the RAV4 Hybrid dispels that notion. This SUV delivers a combined 194 horsepower as it uses the same engine (tuned for the Atkinson cycle) found in the standard model and adds the electric motors as needed. That’s an 18 horsepower edge, representing a 10 percent increase in overall power. You’ll notice the difference in several driving situations. I found it especially apparent when entering a highway as well as when I was passing vehicles.

Steering and handling in the RAV4 Hybrid are about what you would expect in this segment. Toyota uses electric power-assisted rack and pinion and supplies a tight turning radius. Helping to bring this vehicle to a stop are power-assisted ventilated disc brakes. The braking feels spongy and may take some familiarization, especially if you’re used to the confident braking feel of standard SUV brakes.

The suspension system is composed of independent MacPherson struts with a stabilizer bar up front and a double wishbone coil spring with a stabilizer bar in the back. For the vast majority of SUV shoppers, the package should suit them fine.

It wasn’t hard to pick out the differences between my wife’s 2013 model and the 2016 hybrid. Being that the model tested was a Limited edition there are a few enhancements over the XLE worth noting.

For instance, the Limited has 18-inch super chrome alloy wheels compared with the 17-inch standard alloy wheels found in the XLE. In both cases, all-season tires are standard.

The Limited also brings in standard LED exterior lighting, chrome outside door handles, and power heated side mirrors with turn signal indicators.

Interior Highlights and Features

Inside, the Limited features a steering wheel wrapped in leather and a leather-trimmed shift lever. On initial inspection you might think that much of the rest of the interior is covered in leather too — seats, door inlays, and the lower dashboard — but that isn’t. Instead, Toyota uses a synthetic leather material called SofTex, what has the look and feel of leather, but holds up better under tough conditions.

Other upgrades bring in heated front seats, an 8-way power driver’s seat with lumbar support, driver seat memory, a blind spot monitor with rear cross traffic alert, and the Toyota Safety Sense package.

Both trims come with a Toyota Entune Audio package with navigation. Siri Eyes Free, HD radio, Bluetooth, satellite radio, and a CD player are included. The Limited edition gets a slightly larger screen and adds an AM/FM cache radio, weather reports, an app suite, and Gracenotes album cover art.

Room for Five

The RAV4 Hybrid offers room for five with a 60-40 split-folding bench seat in the rear. That seat also reclines slightly and the expected center armrest with two cup holders is present. The center position doesn’t have the level of back and posterior padding found elsewhere, so there could be some fighting for seat positioning if you have three people back there.

As for the drink holders, there are 10 present. The front doors have room for two each — a bottle and a can. There are two cup holders between the front seats — one can be found at the base of the center stack, the other is in front of the armrest. Each rear door has a bottle holder and with the two rear seat holders the number is brought to 10.

The center stack is composed of the display screen with switches on both sides to operate same. Beneath that are knobs and switches for the audio system and below that are the driving mode switches, seat heating switches, and auxiliary and USB outlet ports.

Two 12-volt outlets are also present, one is located near the open tray at the base of the stack. The tray is designed to hold your smartphone and is a welcome feature. A third 12-volt outlet is located at the rear of the console unit.

The Storage Compartment

The hybrid’s cargo area is roomy and includes a storage compartment for your tire changing tools. Beneath that sits the hybrid battery.

An under the floor storage area houses the temporary spare. Instead of placing the standard battery under the hood, Toyota locates it to the left of the spare. Four tie down clips, two hooks, and one cargo area light are present. A tonneau cover is extra and a lift gate switch completes the package.

Pick Your Model

I’m convinced the hybrid RAV4 is one worth considering, especially for my own family of four. Given the narrow price difference between gasoline and hybrid models, standard all-wheel drive and the attendant handling advantage along with a 10 percent performance edge, it may be a point you’d be willing to concede.

Other Toyota hybrid models include the vehicle that started it all, the Prius, and two other Prius variants — the subcompact “c” hatchback and the “v” wagon. Hybrids based on the Camry, Avalon, and Highlander are also available.

Lastly, a plug-in Prius variant called the Prius Prime rolls out for 2017. And then there is the Mirai, a fuel-cell electric vehicle representing yet another approach Toyota is taking in its vehicle electrification initiative.

2016 Toyota RAV4 Hybrid Limited

Sticker price from $33,610
Price as tested: $35,945
Seats 5 occupants
2.5-liter 16-valve four-cylinder gasoline engine
3.54 inches bore by 3.86 inches stroke
Engine compression ratio: 12.5-to-1
150 horsepower @ 5,700 RPM
152 foot-pounds of torque @ 4,400 RPM
Net 194 horsepower
Hybrid battery pack with three electric motors
Electronically controlled continuously variable automatic transmission
Wheelbase: 104.7 inches
Length: 181,1 inches
Width: 72.6 inches
Height: 65.9 inches
Passenger volume: 100.7 cubic feet
Towing capacity: 1,750 pounds
Payload: 900 pounds
EPA: 34 mpg city, 31 mpg highway
Regular grade gasoline
Fuel tank: 14.8 gallons
Curb weight: From 3,950 pounds
IIHS safety rating: Top Safety Pick+ (gasoline model)
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years/unlimited miles
Hybrid warranty: 8 years/100,000 miles
Vehicle assembly: Obu, Aichi, Japan

IHS: Utility Vehicle Owners Drive Up Loyalty Rates

May 27, 2016 by admin 1 Comment

IHS Automotive analyzes 32 vehicle segments for auto trends loyalty.

2016 Honda HR-V

Subcompact CUV: Honda HR-V.

Keeping vehicle owners in the fold is a big deal for car manufacturers. With owner loyalty rates hovering just above 50 percent, that means there is nearly a 50-50 chance that consumers will move on to a competing brand the next time they buy new.

Losing customers can mean lost customers for life, especially if the replacement brand proves more appealing in the long run. GM, Ford, and Chrysler experienced this loss for much of the last century from the 1970s on as customers fled the Detroit 3 for products from Japan mostly.

Crossover Utility Vehicle Loyalty

But there is a bright spot manufacturers should take note of, one the IHS Automotive research firm recently noted. That bright spot has to do with sport utility vehicles — traditional SUVs and crossover utility vehicles (CUVs) alike. The IHS found loyalty rates among SUV and CUV owners in the United States has climbed to record levels.

Indeed, with a combined loyalty rate of 63 percent, CUV and SUV owners were much more likely to stay brand loyal than sedan owners, the latter coming in at a 53 percent loyalty rate for the same time. That timeframe covered the first quarter of 2016 (January-March). For all vehicle types, owner loyalty rates came in at 52.1 percent for the same period.

2016 GMC Yukon XL Denali.

Big SUV: 2016 GMC Yukon XL Denali.

Utility vehicles are more popular than ever before. The IHS noted that the increased interest in the segment means manufacturers are responding in kind. As a result, showroom traffic is up as customers flock to the latest models.

In particular, manufacturers are rolling out more models, especially in the subcompact category. New arrivals in the past year include the Honda HR-V, Jeep Renegade, Fiat 500X, Mazda CX-3, and the Chevrolet Trax. These models joined the Nissan Juke, Subaru Crosstrek, and the Buick Encore already serving the segment. Models from Ford and Toyota are planned and will tip the balance further to all things utility vehicle.

Meeting Changing Consumer Demand

Manufacturers are also providing some overlap, to ensure that both off-road and leisure drivers are served. For example, Toyota remains the only manufacturer offering a midsize SUV (4Runner) and a midsize CUV (Highlander). Ford offers two midsize CUVs — the two-row Edge and the three-row Explorer. Other differences extend to convenience features, technologies, connectivity, and powertrain choices.

Of course, some of this may never have happened if gas prices remained high. Where fuel economy were once a big concern for car owners when gas prices were high, it is much less so today, thus consumers continue to shift away from cars to crossovers.

2015 Audi Q5

Luxury Crossover: Audi Q5

Vehicle Segment Trends

The IHS surveyed 32 vehicle segments, finding that the top three loyalty segments were for CUVs. Notably, utility vehicles comprised 35.2 percent of all new vehicle registrations in the first quarter of 2011, surging to 41.8 percent five years later. At the same time, new car registrations dipped from 48.7 percent in 2011 to 40.9 percent five years later.

“The high loyalty rates for SUVs and CUVs lend credence to the current shift from passenger cars to utility vehicles,” said Christopher Hopson, manager, North America light vehicle sales forecast at IHS Automotive. “We expect this shift to be sustained, even when fuel prices are expected to rise back above USD $3.00/gallon by 2020.”

Lighter and More Efficient

Another point of good news for consumers is that even as fuel prices eventually reach higher levels, utility vehicles are becoming more efficient. Manufacturers are employing various lightweighting strategies, including utilizing aluminum and certain grades of steel in an effort to shed weight. Smaller engines paired with more efficient transmissions are helping matters too.

See Also — Polk, Owner of Carfax, Acquired by IHS

The 2017 GMC Acadia by the Numbers

May 18, 2016 by admin 2 Comments

The second-generation GMC Acadia is 700 pounds trimmer than its predecessor.

Ten years is a long time for a vehicle to remain on the market without a clean sheet redesign. Introduced in 2007 and continuing through 2016, the first-generation GMC Acadia managed to stay relevant throughout its 10-year run, benefitting from numerous styling and technology updates along the way.

For 2017, an all-new GMC Acadia arrives, a model coming in shorter, lighter, and more efficient than the previous generation. Downsizing in a market where gas prices are low and customers are clamoring for bigger and better seems like a risky move. Indeed, with its overall length shortened by seven inches and the width narrowed by three inches, this three-row SUV flies in the face of the current convention. To that end, we’ll examine the important “numbers” defining this model.

2.5 — For the first time the GMC Acadia offers a four-cylinder engine, this one displacing at 2.5 liters. Its joins the long-present 3.6-liter, V-6. The smaller engine makes 194 horsepower and 190 foot-pounds of torque and is EPA-rated at 21 mpg in the city and 26 mpg on the highway. That’s an improvement over the V6’s 18 mpg in the city and 25 mpg on the highway rating, but it comes at some cost. Indeed, if performance and pulling power are your thing, then the 310 horsepower and 271 foot-pounds of torque from the larger engine means “2.5” is a number you’ll want to pass up.

7 — Depending on how your 2017 Acadia is configured, you can seat five, six, or seven people. Most models are equipped with a third-row seat, a 50-50 split bench that folds flat into the floor. Access to that seat is possible by sliding and tilting the second row seat forward, even with a car seat present. Fold both the second and third rows and you’re left with 79 cubic feet of cargo space. With a 2+3+2 layout, this SUV seats 7.

11 — Eleven is the number of new or improved active safety features available with this all-new SUV. Forward collision alert returns and is joined by the following new or improved features: front pedestrian braking, low-speed forward automatic braking, forward automatic braking, following distance indicator, and automatic headlamps. You also get a surround vision camera system, a safety alert seat, lane keep assist with lane departure warning, lane change alert with side blind zone alert, and front and rear parking assist.

3,956 — Not only is the 2017 GMC Acadia shorter, narrower, and sits lower to the ground, but it is also 700 pounds lighter than the previous model. Some of that light weighting has to do with the smaller, base engine. But an overall lighter structure was achieved by incorporating press-hardened, high-strength steels, making for a more rigid SUV with improved crashworthiness. Tipping the scales at 3,956 pounds, the 2017 Acadia is downright svelte.

4,000 — When outfitted with the V-6 and the trailering package, the 2017 Acadia can pull 4,000 pounds. This may be the most disconcerting number, especially when compared with the 5,200 pounds trailering capacity of the previous model. Further, other models in this class perform much better, including the Dodge Durango at 6,200 pounds. Even the Nissan Pathfinder, Toyota Highlander, and Honda Pilot each have a 5,000-pound maximum towing capacity. If you want better trailering capabilities and would like to stay with GMC, then the Yukon will have to do.

29,995 — With a starting price of $29,995, the 2017 Acadia comes in $1,905 lower than the base price for the 2016 Acadia. Add $925 to cover destination costs. The latest model comes with a longer list of standard features including the latest version of GMC IntelliLink, now compatible with Apple CarPlay and Android Auto. In all, the 2017 Acadia offers eight trim levels, including an All Terrain model outfitted with an advanced all-wheel drive system with active twin clutch.

100,000 — In 2015, GMC sold 96,393 units of the Acadia, the most ever. What’s amazing about this number is that it came in the ninth year of the SUV’s product run. Typically, sales begin to fall after the fourth or fifth year. Acadia sales are down 12.2 percent through the first four months of 2016 on 25,575 units sold. Although 2016 doesn’t look like the year the Acadia will crack the 100,000-unit sold threshold, its entirely possible we’ll see that number breached next year.

GMC Acadia: Beyond the Numbers

GMC is well positioned to handle the consumer shift to pickup trucks and SUVs. These are the only two lines of vehicles this brand sells and it does so with a premium edge.

Given that most GMC and Buick showrooms are under one roof, a family of cars and other SUVs is available. Indeed, if customers want more SUV than what the Acadia offers, the similar Buick Enclave is still in its first generation. With the Buick you get the same V-6 engine paired with a 6-speed automatic transmission, but you’ll also have the 5,200 pounds of pulling power found in the first-generation Acadia.

See Also — The 2017 Honda Ridgeline by the Numbers

Photos copyright the General Motors Company.

On the Road With a Subaru XV Crosstrek

December 30, 2015 by admin 4 Comments

Just as it enters its fourth year, the Subaru Crosstrek drops its “XV” designation. As for the model at hand, a 2015 edition was the subject of a weekly test drive.

Take a look at Subaru’s entry-level SUV line up and this niche automaker is well represented.

The Subaru Forester is the mainstay model in this segment, but it has since been joined by a second model, the XV Crosstrek. Both models are based on the same chassis or platform, derived from the Impreza line. Moreover, the Crosstrek also offers the only hybrid in the Subaru line — I tested the Crosstrek Hybrid a few years back and was, quite frankly, disappointed by the fuel economy numbers.

Let’s Make it a Crosstrek

Late in the calendar year, Subaru sent out a 2015 edition for my inspection. Notably, the 2016 model holds in place the base $21,595 price of the 2.0i edition; it also drops the XV nomenclature and is now simply known as the Subaru Crosstrek. That’s a wise move because an earlier model with a dual appellation — the B9 Tribeca — was known simply as the Tribeca before it was discontinued.

The 2016 edition also represents a refresh as the latest model receives a new front fascia with an updated grille, bumper and headlights. The latest model also gains Subaru Starlink Connected Services; blind spot detection and rear cross traffic alert are also available. Me thinks that the updated features will attract more buyers to the 2016 edition than to the outgoing 2015 model.

Subaru offers the Crosstrek in three trim levels: base, Premium ($22,295) and Limited ($24,795). Choose the hybrid and you’ll disburse $25,995 for the standard model or $29,295 for the Touring edition. Like all Subaru models except for the BRZ, all-wheel drive is standard across the Crosstrek line. Keep that in mind when comparing this SUV with other models in the segment, such as the Ford Escape, Kia Sportage, Toyota RAV4, Chevrolet Equinox, Honda CR-V, Nissan Rogue, and the Hyundai Santa Fe.

A Base Boxer Engine

All Crosstrek models are powered by a 2.0-liter, four-cylinder BOXER engine. Boxer means that the cylinders are horizontally opposed, resulting in reduced vibration. Manufacturers such as Subaru and Porsche still use them and also say that they last longer than corresponding inline and V-type engines.

Subaru pairs the base model with a 5-speed manual transmission and offers a continuously variable automatic transmission elsewhere. The CVT is the mileage leader here — delivering 26 mpg in the city and 34 mpg on the highway, precisely 3 mpg more than the manual. Consider that fuel mileage advantage as one more reason why manual gearboxes have very little to offer these days besides a lower upfront cost ($1,000 price differential). Then again, most drivers don’t know how to operate a manual.

For about $1,500 more you can buy a comparably equipped Subaru Forester. That model offers a larger interior, a more powerful 2.5-liter four-cylinder engine, an upgraded audio system, and available power front seats and a power rear liftgate. The Forester shares the same wheelbase, but is one inch wider and six inches longer overall than the Crosstrek.

Is it a Wagon or an SUV?

Is the Subaru Crosstrek an SUV or a tall wagon? Does it really matter? The Forester has the more traditional SUV look while the Crosstrek has a wagon-like presentation. From the front, the Crosstrek sports Subaru’s trademark logo across its broad grille. Large, wraparound headlamps, a sizable lower grille opening and fog lamps are available.

This model is marked by a rising beltline, a sloping roofline, profile character lines, and oversized wheel wells. To the rear is a liftgate spoiler, wraparound combination lamps, and reflector lights.

Inside, seating is for five with cloth bucket seats up front and a split folding 60-40 seat at the rear.

Consider the instrument panel and dashboard layout as simple or uncomplicated and you have an apt description of what you see when you sit behind the wheel of the Crosstrek. All models come with steering wheel-mounted controls, a tilt and telescopic steering column, power accessories, power side mirrors, carpeted floor mats, and a security system.

Choose the Premium edition and the Crosstrek brings in heated exterior mirrors, windshield wiper de-icer, heated front seats, and upgraded trim. Select the Limited edition and leather-trimmed upholstery is standard. You also get automatic headlamps, automatic climate control, and an upgraded instrument cluster.

That instrument cluster is composed of an analog tachometer and speedometer readouts with a digital driver’s information center situated in the middle. At the top of the center stack is an additional digital display featuring temperature, time, and other information.

Beneath the centered vents is the available Subaru telematics system with knobs and switches to operate the same. Just below that are the dials for the climate control system and at the base of the console is a smartphone compartment with USB and 12-volt outlet connectivity. Between the seats is the transmission shifter, coin holders, cup holders, and a covered armrest/storage compartment. All four doors feature storage compartments with bottle holders.

Telematics and EyeSight

Subaru maintains its safety leadership with all models receiving Insurance Institute for Highway Safety recognition. Indeed, the Crosstrek has been awarded with a Top Safety+ rating from the IIHS, the institute’s highest score. Specifically, that high score is attained through its EyeSight driver assist system, available in both the Premium and Limited Editions.

The EyeSight package ($1,295) brings in adaptive cruise control, pre-collision braking, lane departure warning, and sway warning functions. All models also come with a rear view camera.

On the Road

Don’t look for the Crosstrek to wow you performance wise. Its 2.0-liter naturally aspirated gasoline engine makes 148 horsepower along with an output of 145 foot-pounds of torque. Step on the accelerator and you’ll gradually make your way down the road. The CVT spools up and makes its presence known as it pushes the engine to ever higher RPMs.

Furthermore, you’ll hear a second sound — wind noise — emanating from the quarter glass windows. Although these windows do not open, the airy sound coming through them is unmistakable. Add in undistinguished ride comfort and the Crosstrek performs no better than average in all the all-important NVH (noise-vibration-harshness) classification.

Subaru’s all-wheel-drive system sends power to all four wheels, transferring that energy to the wheels with the best grip. The power shift adjusts, depending on whether you are accelerating, decelerating, as well as on the road conditions. If you live where winter conditions are prevalent or if you enjoy the occasional light-duty off-road sprint, then this Subaru might be right for you.

Choose Your Subaru

As for me, if it came down to the Crosstrek or the Forester, I would opt for the more well known of the two models based on its near 20 percent power advantage and larger interior. Those differences may not mean as much to you, but they’re certainly two of the more notable considerations when evaluating two otherwise very similar models.

2015 Subaru XV Crosstrek

Sticker price from $21,595
Price as tested: $25,000 (estimated)
Seats 5
2.0-liter four-cylinder BOXER gasoline engine
148 horsepower @ 4,200 RPM
145 foot-pounds of torque @ 5,200 RPM
3.31 inches bore by 3.54 inches stroke
Engine compression ratio: 10.5-to-1
Continuously variable automatic transmission
Wheelbase: 103.7 inches
Length: 175.2 inches
Width: 70.1 inches
Height: 63.6 inches
Passenger volume: 97.5 cubic feet
Storage volume: 22.3/51.9 cubic feet
Towing capacity: 1,500 pounds
EPA: 26 mpg city, 34 mpg highway
Regular grade gasoline
Fuel tank: 15.9 gallons
Curb weight: From 3,186 pounds
IIHS safety rating: Top safety pick+
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years/unlimited miles
Vehicle assembly: Ota, Gunma, Japan

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