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Ford F-250 Super Duty and a Trail-Stomping Tremor Package

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Tremor shakes things for the Ford Super Duty, but in a good way.

The Ford Super Duty with the available Tremor Package navigates the Sandhills of central North Carolina. Maximized off-road capabilites are its strong suit.

America loves her pickup trucks with millions of units sold annually. The Ford F-150 is the most popular nameplate, but there’s also a Super Duty line comprised of F-250, F-350, and F-450 models. These heavy-duty light trucks offer the largest engines in the segment and come with payload and towing numbers that should meet or exceed nearly every need.

We found out just how capable and big the F-250 is when a Crew Cab model dressed in Lariat trim and outfitted with the Tremor Package appeared for a week’s worth of on- and off-road fun.

2020 Ford F-250 Super Duty

Ford offers six trims with the 2020 F-250, but not all six are available across the board. For instance, the Regular cab comes in XL ($34,035) and XLT ($38,815) trims. Choose the SuperCab and you’ll find three trims: XL ($36,370), XLT ($41,480), and Lariat ($46,930). Add $1,695 for the destination charge. Taxes, tags, and registration are extra.

The Crew Cab pulls out all the stops with XL ($37,625), XLT ($43,310), Lariat ($49,260), King Ranch ($59,335), Platinum ($66,225), and Limited ($83,930) trims. The top trim features the diesel engine. Fully loaded you may see a find price around $90,000!

Our test single-rear-wheel Lariat Crew Cab model with the Tremor Package, four-wheel-drive, and the 160-inch wheelbase came in at just above $71,000.


Exterior

Full-size pickup trucks are huge. The heavy-duty versions are simply massive, especially when dual rear wheels are present. Our test model had a single-rear-wheel-chassis, but it was easily the largest pickup truck we’ve had to date.

Ford still offers three cabin sizes: Regular, SuperCrew and Crew Cab. The Regular cab seats up to three, the SuperCrew five or six, and the Crew Cab up to six. Depending on the chosen cab, you’ll find five wheelbase lengths: 142-, 148-, 160-, 164-, and 176-inch choices. Our crew cab came right in the middle, although the longest wheelbase is also available. The longest wheelbase brings in the 8-foot bed, whereas a 6-foot-, 9-inch bed is standard.

In its longest form, the F-250 measures 266.2 inches long – that’s 22 feet of mass! Compare that to the Smart Fortwo that’s just under 9-feet long and those differences are quite stark.

The Super Duty is a moving slab of sheet-metal. A large chrome grille with menacing daytime running lights are intimidating to say the least. The lengthy profile seems to stretch on and on, but it was the huge side mirrors that caught our attention the most – we could imagine them touching the coasts whenever the truck was faced due north or south. In reality, they’re no bigger than the tow mirrors you find on many pickup trucks. What we appreciated the most about them is that they automatically fold close when the truck is off – at least if you select the right trim package.



Interior

Crew cab models have cavernous interiors and the F-250 did not disappoint. Our test model featured a pair of bench seats. Up front, the 40/20/40 layout affords ample space for three, but we think that with the middle seating position flipped forward with the huge storage compartment exposed is the way to go. In the rear is a 60/40 split fold-up bench seat.

Is the Super Duty luxurious? No, but it does have premium touches worth considering. Its bigly interior alone sets it apart from luxury sedans, but there’s still enough plastic present to remind everyone that this is a mainstream model. At the Lariat level, leather seats come in – they’re cushy and comfortable, but they’re not “nappa” or among many of the other fine hides available. That said, they’re a nice upgrade over cloth.

Move up to the top three trims and the brightwork trim gives way to real wood or brushed metal. This is a better look, but the hard plastics on the bottom of the dashboard, the door inlays, and seats remain. All trims come with carpeting or can be swapped out for vinyl flooring that’s recommended for work crews.


Tech

You need to look beyond the XL trim to find the tech amenities that most people want. The XL serves as the work truck here with few creature features of note.

Begin your shopping at the XLT level and Ford’s SYNC 3 interface kicks in. It’s a vast improvement over the previous systems and nearly on par with the industry’s best, namely Fiat Chrysler’s Uconnect and GM’s Intellink telematics. The domestics offer the best systems among mainstream models in our opinion.

Ford includes a 5-speaker audio system in the Regular cab and seven speakers in the other two cab choices. You’ll also find satellite radio, a 110-volt outlet, and USB ports. Move up the trim range and a 10-speaker B&O audio system is standard. Navigation, a wireless charging pad, and a surround-view camera are also available.

Safety

If you’re looking for crash test scores for the Super Duty you won’t find them. The federal NHTSA and the private IIHS don’t perform tests on big pickup trucks. Certainly, if you are in an accident with one, the sheer size of these trucks will help absorb some of the impact. But don’t rely on girth alone to keep you safe.

Look beyond the base XL trim and the Super Duty features a suite of driver-assist features. These include lane-keep alert, cross-traffic alert, blind-spot monitoring, and automatic emergency braking. Adaptive cruise control is available. Looking ahead, we believe pickup trucks will offer the same safety features as cars – an all-new 2021 Ford F-150 should presage what a future Super Duty model has on tap.

Performance

For the past decade, the Ford F-250 has been a tale of two V8 engines: a 6.2-liter gas and a 6.7-liter turbo-diesel. Both have performed quite well for the Super Duty line, but this year they’re joined by an optional 7.3-liter V8 engine.

The third engine, the newest in Ford’s arsenal, replaces a 6.8-liter V10 available in the Super Duty through 2010 and more recently in Ford’s E-Series vans and other truck applications. Those vans are no longer available to consumers, as the Transit is the model of choice. You can still buy an E-Series Cutaway to build an ambulance, school bus, delivery, or other commercial vehicle and that’s where the new engine is found.

With the V10 aged and ready to sail away, Ford developed a new engine to cover its super duty light duty trucks, the vans, as well as its commercial Class 6/7 models. Ford might have considered a twin-turbo layout as per its EcoBoost engine line, but it chose a naturally aspirated V8 and went big there.

Why another V8? Figure that Ford wanted a workhorse V8 that wouldn’t rely on turbochargers for added power. That’s probably a smart choice too as the turbos would have been under constant pressure to move, in some cases, tens of thousands of pounds of mass, payload, and towing.

It’s one thing to propel the F-150 for its targeted recreational and light-duty commercial owners. It’s another thing to call on a turbocharged engine to constantly handle the heavy work of a Super Duty model – we doubt that there are turbos in existence that can take a constant pounding.

The new V8 is no slouch as it develops 430 horsepower and 475 pound-feet of torque. That’s just below the maximum 450 horsepower/510 pound-feet of torque in the 3.5-liter EcoBoost V6 found in the F-150 Raptor, but it’s well above the 385 horsepower and 430 pound-feet of torque in the standard engine. And it blows the old V10 away, which produced only 288 horsepower and 424 pound-feet of torque.

Before we move on, the engine upgrades carry a line item extra cost. For the upgraded V8, you’ll pay an additional $2,045 to procure one. With the turbo-diesel, the cost is $10,495. That’s quite a difference, but if you’re looking at long-term ownership, the diesel may be the better deal. The diesel also has the best pulling power of the three, with 475 horsepower and an outstanding 1,050 pound-feet of torque at the ready. Both engine options work with a 10-speed automatic transmission.

Our Tremor came with the new engine. After a week’s worth of driving and off-road shenanigans, the new engine’s capabilities came into focus. And we were pleased: the near-four-ton beast moved with authority from a dead stop and seemed to defy physics as it romped down the highway. Kudos to Ford with matching this engine with a 10-speed automatic transmission, its gear-changer of choice in most models these days. Clean shifts under a variety of driving conditions proved its worth. The only question we have is how does this transmission behave under heavy loads? It’s not uncommon for them to hunt for gears when pulling more than 10,000 pounds.

The Tremor’s size is a nonfactor on paved roads, but we can imagine it’s a whole ‘nuther thing when tackling off-road trails. In fact, the trail loops in our state are best used by midsize trucks and similar-sized SUVs, such as the Jeep Wrangler and the upcoming Ford Bronco. We don’t see anyone buying a Super Duty for trail fun anyway, but with its huge tires and nice lift, water fording up to 33 inches is possible. Further, if you’re on a country road that turns to mud or sand, the four-wheel-drive system comes in handy – we tackled the Sandhills in our area and the truck wasn’t going anywhere in two-wheel drive. But the moment we activated four-wheel drive, there was no slowing down its forward progress.

So, what makes the Tremor Package special besides its placarding? Several things, beginning with the maximum-traction 35-inch all-terrain tires. An off-road-tuned front and rear suspension, 1.7-inch twin-tube dampers, and the rock crawl and trail control mode are other benefits. Yes, the trail issue comes up again – you may need to buy grille and brush guards if you have trail stomping in mind. These are just a few of the many factory and third-party accessories available with any Ford truck.

Competitive Set

The usual suspects vie with Ford to produce a full-size pickup truck. From GM are the Chevrolet Silverado HD and GMC Sierra HD twins. Another domestic producer with its hand in the mix is the Ram 2500/3500. Two Japanese manufacturers build their big trucks in the U.S.: Toyota Tundra and Nissan Titan. However, neither the Tundra or Titan are available in heavy-duty guise, although the Titan XD comes closest.

Our Recommendation

We don’t see much use for a Regular cab in this segment and we find the SuperCab too confining for tall people. Moving up to the Crew Cab from the SuperCab means a slight bump in cost. You also get the full range of trim features with the Crew Cab and that’s the overarching appeal in our opinion.

Our recommendation means shopping for a Crew Cab with the single rear wheels, but choose the double if maximum towing is your thing. The standard engine is more than sufficient, but opt for the new V8 if you need some extra kick. It isn’t an efficient model by any stretch – we averaged 13.4 mpg over 253 miles – but that’s only slightly below the 15 mpg similar trucks usually average. Only go with the turbodiesel if long-term ownership and top towing capabilities are factors in your shopping consideration, otherwise the spend-up is a hard one for most people to justify.

2020 Ford F-250 Super Duty Specifications

Ford 2020 F-250 Super Duty
Segment Full-size pickup truck
Base Sticker Price $54,140 (including a $1,695 destination charge)
Price as tested (estimated) $71,185
Engine No. 1 6.2-liter, gas V8
Horsepower 385 @ 5,750 RPMs
Torque (lb.-ft.) 430 @ 3,800 RPMs
Transmission 6 or 10-speed automatic automatic
Engine No. 2 7.3-liter, gas V8
Horsepower 430 @ 5,500 RPMs
Torque (lb.-ft.) 475 @ 4,000 RPMs
Transmission 10-speed automatic automatic
Engine No. 3 6.7-liter, turbodiesel V8
Horsepower 475 @ 2,600 RPMs
Torque (lb.-ft.) 1,050 @ 1,600 RPMs
Transmission 10-speed automatic automatic
Seating 6
Curb Weight (pounds) 7,874
Wheelbase (inches) 141.6 to 176
Length (inches) 231.8 to 266.2
Width (inches) 80.0 (SRW); 96.0 (DRW)
Height (inches) 78.8 to 82.2
Headroom (f,m,r…inches) 40.8, 40.3/4
Legroom (f,m,r…inches) 43.9, 33.5 or 43.6
Shoulder room (f,m,r…inches) 66.7, 65.8/9
Hip room (f,m,r…inches) 62.5, 64.7
Storage (cubic feet) 11.6/31.6/52.1
Gross vehicle weight (pounds) 9,900 to 10,800
Towing (pounds) 13-15,000 (std.); 21,700 (5th)
Payload (pounds) Up to 3,110 to 4,260
Fuel Regular
Fuel Tank (gallons) 29/34/48
EPA Fuel MPG (city/highway) NR city/highway/combined
Manufacturing Plant Louisville, Kentucky or Avon Lake, Ohio

See Also — King of all Trucks: Ford F-150 Raptor

2020 Ford F-250 Super Duty photos copyright Auto Trends Magazine. All rights reserved.

Refreshed Nissan Titan Makes Its Case

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Nissan updates the Titan of all pickup trucks.

2020 Nissan Titan Review

The Nissan Titan is a full-size pickup truck, a model introduced in 2005, then completely overhauled in 2017 to launch its second generation. This year, it receives a refresh with unique grille designs across its trim line along with new headlights and daytime running lights. The updated powertrain includes a new automatic transmission. Finally, the 2020 Titan has more standard safety features than before.

Nissan prices the 2020 Titan from $36,190 to $61,690, plus a $1,595 destination charge. A Titan XD model is marketed separately.

Five trims are available: S, SV, PRO-4X, SL, and Platinum Reserve. Most come with standard rear-wheel drive and available four-wheel drive. All Titans are powered by a V8 gas engine.

Exterior

You can’t find a regular cab Titan these days as this once dominant body style has given away to extended (King) and Crew Cab options. It seems customers want four doors and anything less means manufacturers must justify the cost of keeping a two-door model. With Titan sales at the bottom of the segment, the decision to eliminate the Regular Cab was a wise one.

With two cab choices left, the customer must decide between rear three-quarter or rear full-size doors. The Crew Cab is the natural choice here as it supplies the most interior room.

The list of standard features includes halogen headlights and 18-inch steel wheels. Also available are 18- and 20-inch aluminum-alloy wheels. All trims except the PRO-4X have all-season tires; otherwise all-terrain tires are standard on the off-road PRO-4X. All trims include four fixed tie-down hooks and a removable, lockable, and damped tailgate. Four moveable aluminum cleats are available. A bed channel-management system is extra as is a bed liner.

Moving away from the base S trim brings in many features of note including LED tail lights and cargo bed lights (SV trim); LED low and high beam headlights, double boomerang LED daytime running lights, and LED fog lights (PRO-4X); LED lights under the bed rail and footwell lamps (SL); and body color and chrome grille accents, two-tone painted overfenders, and illuminated chrome running boards (Platinum Reserve).

Features such as puddle lamps, heated, and tilt-down side mirrors are also available beginning with the PRO-4X. Front tow hooks, a trailer light and brake controller, and receiver hitch are also available.


Interior

How much room do you want inside your pickup truck? If you’re like the overwhelming majority of shoppers, only a Crew Cab will do. In the Nissan, you still have a choice of a King Cab layout, but it’s shorter and the rear-swinging rear doors give way to a smaller rear compartment. Opt for the Crew Cab and five big guys can sit inside without touching shoulders.

Standard front and rear bench seats allow the Titan to claim room for six. However, we’d be willing to sacrifice one of the seating positions for the very comfortable front bucket seats found in the top three trims (optional in the SV). They’re big, wide, and plush – just imagine any tall or heavyset person upfront and those seats become thrones to them.

The rear bench seat folds up, effectively creating extra storage space when the truck bed is full or when weather conditions merit protected space. Under the rear seat is a storage locker that is ideal for the safekeeping of expensive tools.

The standard cloth seats look and feel quite good. There’s also leather upholstery that’s standard beginning with the PRO-4X trim. We like the available embroidered leather on the PRO-4X as it supplies a distinct look.

All trims come with keyless entry, push-button start, full power accessories, and air conditioning. The list of upgrades includes 8-way power driver with lumbar support (SV) and 4-way power front passenger seats (PRO-4X); driver heated (SV) and cooled (SL) front seats, heated outboard second-row seats (PRO-4X, Platinum Reserve), metallic kick plates (SL), and open-pore wood finishers (Platinum Reserve).

Other upgrades include climate control, a heated steering wheel, a power tilt-and-telescopic steering column, and a power-sliding rear cab window.

Tech

The Titan’s standard 8-inch touch-screen is the largest in its class, but choose the PRO-4X and above brings in a better resolution 9-inch touch-screen display. Nissan equips the Titan with a standard six-speaker audio system, satellite radio, Bluetooth, two USB ports, and Apple CarPlay and Android Auto smartphone compatibility.

Nissan’s connectivity services begin with the SV trim and navigation comes in with the PRO-4X. A pair of 12-speaker audio packages are also available, including a delightful Fender arrangement. You’ll also find pre-wiring for a DVD rear entertainment system, which is a port-installed upgrade.

Safety

Besides the usual suite of airbags, anti-lock brakes, and stability control systems, Nissan supplies a generous package of driver-assist safety features as standard equipment. These features include lane departure warning, automatic emergency braking with pedestrian detection, rear automatic emergency braking, forward collision warning, blind-spot warning, and rear cross-traffic alert.

You’ll also find adaptive (intelligent) cruise control beginning with the SV trim. Another safety feature is traffic sign recognition. It comes standard beginning with the PRO-4X or optionally with the SV.

Performance

Every 2020 Titan comes with a 5.6-liter V8 gas engine with 400 horsepower and 413 pound-feet of torque. That’s a lot of power for a pickup truck. This year, a new 9-speed automatic transmission debuts, matching the unit now found in the midsize Nissan Frontier pickup truck.

The Titan’s engine is perfectly suited for this model. With at least 5,200 pounds of truck to move (and in some cases three tons at the ready), anything less would have taken away from its performance. You’re forgiven if you think this beefy V8 is Detroit iron – it acts like one and reminds us of the 6.2-liter V8 powering GM’s large pickup trucks.

Step-off power is steady and strong – this naturally aspirated V8 operates willingly and without complaint. Floor the gas pedal and the V8 roars – you’ll move up to highway speeds and beyond with ease. Working almost seamlessly is the 9-speed automatic transmission, which does a stellar job of lining up the right cog for the moment. We may forget that Nissan isn’t only about CVTs – the company knows how to make very good automatic transmissions. We’d only wish automatics were more widely available, but we understand the fuel efficiency edge a CVT supplies.

Opting for four-wheel drive is a natural upgrade for anyone anticipating operating in snowy or muddy conditions or frequenting sand, dirt, or gravel roads. This system includes a transfer case designed to maximize power distribution in every gear. You’re aided with hill start assist and a brake limited-slip differential. The PRO-4X trim brings in Hill Descent Control and, optionally, an electronic locking rear differential.

Keep an eye on the Off-Road gauge when four wheeling to track the Titan’s tire angle, relative pitch and roll angles. It’s a useful tool when rolling down trails, but helpful on other less-even terrains.

We weren’t able to take the Titan to our favorite off-road haunt, the Uwharrie National Forest, but we did find a long stretch of gravelly road with muddy sections much closer. Dialing in 4-High early on will save this truck from much slippage. It’s a must to avoid spinning out, especially if traveling at a relatively fast clip. The all-terrain tires on our PRO-4X trim proved their worth and are a must-have upgrade over the standard all-season radials.

You’ll average about 15 mpg with the Titan and that’s typical of pickup trucks in this class outfitted with a powerful engine. If you need to pull, its towing capacity ranges from 9,210 to 9,370 pounds. That’s lower than what its chief competitors supply. Opt for the Titan XD and the towing capacity rises to 11,000 pounds.

Competitive Set

The Ford F-150 is the top-selling model in this segment. From GM come the Chevrolet Silverado and GMC Sierra twins. The Ram 1500 is another formidable player in this segment. Finally, Toyota has its own entry in the Tundra.

Both Toyota and Nissan are at a distinct disadvantage to their American rivals as each offers multiple powertrain choices, including turbo-diesel engines. Nissan targets a much narrower section of the market by offering more standard equipment from the onset.

Our Recommendation

We’d choose a Crew Cab to enjoy maximum interior room. Further, we’d begin our build with the SV trim, then make our selection based on a variety of packages and amenities. Just like competing models, a well-equipped Titan Crew Cab will cost you at least $50,000. With this in mind, choosing additional upgrades will depend entirely on the features that are most important to you.

2020 Nissan Titan Specifications

Nissan 2020 Titan
Segment Full-size truck
Price Range $36,190 to $61,690
Destination Charge $1,595
Standard Engine 5.6-liter, V8
Horsepower 400 @ 5,800 rpm
Torque (lb.-ft.) 413 @ 4,000 rpm
Transmission 9-speed automatic
Seating 5 to 6
Curb Weight (pounds) 5,502 to 5,919
Wheelbase (inches) 139.8
Length (inches) 243.4, 244.4
Width (inches) 79.5, 80.7
Height (inches) 75.1 or 78.9
Storage (cubic feet) 67.0
Gross vehicle weight (pounds) 7,100 to 7,300
Towing (pounds) 9,210 to 9,370
Payload (pounds) 1,580 to 1,680
Fuel Premium
Fuel Tank (gallons) 26.0
EPA Fuel MPG (city/highway/combined) 16/22/18
Manufacturing Plant Canton, Mississippi

See Also — 2020 Nissan Frontier Highlights

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

Hot Stuff: Lexus RC F Sport Coupe

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Lexus and performance are nothing new. We’ve seen a host of hot models down through the years, capped by the V10-powered LFA, a $400,000 supercar built in 2011 and 2012.

Since the LFA’s brief run, Lexus has released a pair of sports cars – the RC in 2015 followed by the LC in 2018. The two share a common engine, but are built on separate platforms. The RC also offers a turbocharged four-cylinder and naturally aspirated V6 engines, the latter with available all-wheel drive.

Lexus RC F Review

Our most recent test model was the top-level RC F, itself powered by a naturally aspirated V8 engine. The RC F is officially a trim unto itself, but there is also a Track Edition variant. You’ll pay $64,900 for the first choice and $96,800 for the second one. The latter features, “exclusive high-strength and lightweight carbon fiber components like a fixed rear wing and hood.” Lexus says it has a “best-in-class power-to-weight ratio.” It is also slightly faster than the standard RC F, with a 0-60 mph time of 3.96 seconds.

Exterior

If you’re expecting a sharp-looking exterior from Lexus, the RC F does not disappoint. Its racecar lines are apparent with strong shoulders, a sharply falling roofline, high profile, and a short rear deck amplifying the same.

Lexus equips the RC F with Bi-LED headlamps and daytime running lights, the expected oversized spindle grille dressed in mesh, a front spoiler, rear wing, and a diffuser marked by cascading quad exhaust tips. Among the standout features are the 19-inch BBS forged alloy wheels set within summer tires and the Brembo six-piston calipers up front (four in the rear).

The list of upgrades includes carbon-fiber exterior trim (front spoiler, roof, rocker-panel splitters, rear diffuser, and wing). Also available are a set of Brembo carbon-ceramic brakes with red brake calipers. Titanium mufflers are optional.

Interior

Like other sport coupes, the Lexus RC F comes with 2+2 seating. Just forget the rear seats – they’re useful for extra storage space and nothing else. As for the front seats, they’re bolstered and very comfortable. Not especially hard, but they certainly aren’t plush – just right in my book.

Lexus dresses the cabin in imitation or real leather. The imitation leather looks quite good, but there is no substitute for the real thing. It’s a sports car layout that blends simplicity with elegance. We like the instrumentation ripped from the LFA with its G-force display and lap timer.

The list of standard features includes keyless entry with push-button start, a full leather interior, dual-zone climate control, bolstered front seats, and 10-way power driver and 8-way power front passenger seats.

Besides the lack of rear-seat usability, the RC F doesn’t offer many places to squirrel away small items. That’s a deficiency especially noted these days with storage compartments of greater importance for our many electronic devices.

Safety and Technology

Lexus (and Toyota) supplies a strong bundle of driver-assist safety features. The RC F comes with a pre-collision system with pedestrian detection, lane departure alert with steering assist, high-speed dynamic cruise control, and automatic high beams. Parking assist is available separately.

On the tech front, Lexus gets it right…mostly. You still must deal with the scratchpad that controls the touchscreen. That’s a showstopper for some people.

Lexus does supply a 10-speaker audio system with Wi-Fi, and a one-year 4GB connection. Also included is the 7-inch screen, Bluetooth, USB connectivity, and Amazon Alexa compatibility. You’ll find Apple CarPlay integration, but not Android Auto. The latter is likely to show up next year.

The list of upgrades includes a 17-speaker Mark Levinson Surround Sound System and navigation with a 10.3-inch color display.

On the Road

Before we look at the model at hand, the standard RC deems a mention. The standard engine is a 2.0-liter turbocharged four-cylinder with 241 horsepower. Optionally, Lexus offers a 3.5-liter V6, which is tuned to just 260 horsepower or 311 horsepower, depending on the sub trim (300 v. 350). We can’t imagine choosing anything less than 311 horses for a car endowed with sports car looks.

The RC F takes this model much higher, as it delivers a potent 472 horsepower and 395 pound-feet of torque. Its better suited for a model weighing 3,902 pounds – about 250 pounds more than the 2020 Corvette — but it does affect its driving characteristics (more on that later). Power routes to the rear wheels utilizing an 8-speed automatic transmission.

Slip behind the wheel, and the RC F sits low, but offers decent sightlines. The transmission shifter sits in the console ahead of the front seats and may be operated in manual mode with the steering-wheel-mounted paddle shifters. We’re not a fan of the plastic paddle shifters – large titanium shifters would be the ideal (and mounted to the steering column is best, IMO).

The RC F quickly fires up and supplies a low-to-moderate hum. Of course, once you rev the engine the guttural exhaust note confirms what we suspected: this engine possesses the power to deliver.

Under hard acceleration, the RC F moves down the road without missing a beat. The transmission shifts quickly, helping this sports car to move from 0 to 60 mph in an estimated 4.2 seconds. That’s more than a second off the times for both the Corvette and GT-R, and just behind the F-Type. Oddly, the LC takes 4.4 seconds to complete the run-up to 60 mph.

Owners of Detroit muscle will appreciate this beefy V8. No, let me amend that: they’ll laud it. It is simply a wonderful engine paired with an equally capable transmission. It begs for a manual gearbox but that’s out of the question – the demand just doesn’t justify supplying one. In any case, its strong acceleration pushes this engine to the redline where it bellows and sings.

The RC F’s handling is very good, although not great. As mentioned, its weight is a factor that cannot be denied as it affects everything from acceleration to steering to cornering. That said, a TORSEN limited-slip rear differential and an adaptive variable transmission enhance control.

This sports car (or should we say sports coupe) grips the road with precision and handles the twisties with ease. When cornering, the RC F moves willingly forward, but there is a measure of body roll detected when pulling out. Oddly, we felt the Toyota GR Supra 2.0T handled better and that’s likely due to a few things, including its tighter footprint, smaller mass, and a generally more planted feel.

Competitive Set

The list of competing models includes a trio of German coupes: the Audi A5, BMW’s 4 Series, and the Mercedes-Benz C-Class. You might also compare top versions of America’s muscle cars, the Ford Mustang, Dodge Challenger, and the Chevrolet Camaro. True, none of these three compare on the luxury front, but each offers a familiar sport coupe layout and powerful performance options that best anything from Lexus.

Our Recommendation

The Lexus RC F in its standard guise will appeal to the vast majority of shoppers. If you’re considering the Track Edition, it’s priced in the neighborhood of the Lexus LC. In that case, we’d recommend the LC for its sharper styling and better handling, although you lose the rear seat which is truly no loss at all.

2020 Lexus RC F Specifications

Lexus 2020 RC F
Segment Luxury Sports Car
Price Range $64,900, $96,800
Destination Charge $1,025
Standard Engine 5.0-liter, V8
Horsepower 472 hp @ 7,100 rpm
Torque (lb.-ft.) 395 lb.-ft. @ 4,800 rpm
Transmission 8-speed Automatic
Seating 4
Curb Weight (pounds) 3,958
Wheelbase (inches) 107.5
Length (inches) 185.2.
Width (inches) 72.6
Height (inches) 54.7
Headroom (f,r…inches) 36.4, 34.6
Legroom (f,r…inches) 45.4, 27.3
Shoulder room (f,r…inches) 50.7, 46.1
Hip room (f,r…inches) 53.9, 47.8
Storage (cubic feet) 10.1
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 17.4
EPA Fuel MPG (city/highway/combined) 16/24/19
Manufacturing Plant Tahara, Japan

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

See Also — At a Glance: 2021 Lexus IS

Photos copyright Auto Trends Magazine. All rights reserved.

12 Things We LOVE About the Dodge Charger R/T Scat Pack

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The Scat Pack brings in a larger V8 engine to the R/T trim.

 

Two weeks ago we drove the Dodge Charger SRT Hellcat and were enthralled by its performance. That model lives up to its hype as the most powerful mass-production sedan in the world.

But the Hellcat is a niche model, affordable by few and prized by a narrow group of enthusiasts. Sure, its admirers are legion, but when it comes to investing in a sedan that starts at $70,000, the talkers are many but the takers are few.

Fortunately, Dodge has other Charger models to consider beginning with a standard V6 engine and two additional V8 choices. The most popular of the V8s displaces 5.7 liters and is the standard upgrade from the 3.6-liter V6. But it is the 6.4-liter V8 that doesn’t always get the attention it deserves. Fortunately, it is the subject of this review.

Like the supercharged V8, which is exclusive to the Hellcat, the 6.4-liter engine is exclusive to the Scat Pack and Scat Pack Widebody. There is a lot to consider when shopping for a Charger. If a “scat pack” is your thing, here are 12 things we love.

1. Attainable performance. Sure, the Hellcat is the performance leader of the pack by far. The standard Hellcat delivers 707 horsepower and when the Hellcat Redeye rolls out in 2021, it’ll supply 797 horsepower. But the 485 horsepower and 475 pound-feet of torque for the Scat Pack’s engine is still quite good. Like the three other engines, this one also sends power to the rear wheels via an 8-speed automatic transmission. The big difference is in attainability: you’ll pay at least $70,000 to get a Hellcat, but the cost of an R/T Scat Pack is tens of thousands of dollars less. In other words, Hellcat performance is reserved for a privileged few, while most of us have to “settle” for a Scat Pack in its multiple variations.

2. The price is right. Opting for V8 power is expensive, right? Well, if choosing a Charger R/T with a 5.7-liter V8 costing $36,495 (plus a $1,495) sounds expensive to you, then you may not understand the market. Indeed, the mainstream full-size sedan market is comprised entirely of four- and six-cylinder models, with only Dodge (and Chrysler) offering V8 engines. Those competing models, including the Toyota Avalon and Chevrolet Impala, can easily cost $40,000 when outfitted with engines that rival the base Charger’s engine. But the R/T Scat Pack doesn’t offer the 5.7-liter V8. Instead, you’ll find a naturally aspirated 6.4-liter V8, one of the largest of its kind available today. This model starts at $40,495, plus destination. That doesn’t take into consideration discounting that typically takes thousands off the sticker price. In effect, you get a well-equipped and potent big sedan at a very reasonable price.

3. Check out the bee. The Hellcat has its underworld wild-cat emblem, but the Scat Pack has its dedicated special insignia: an angry bee. The bee appears on the instrument panel with wheels churning upon ignition, then disappears. It’s also located on the grille, the sides, rear deck, and finally, it’s embossed on the seats.

4. SRT drive modes. Like the Hellcat, the Scat Pack has SRT drive modes at the ready. Unlike the Hellcat, you don’t have two keys to control performance. That’s okay as the entire 485 horsepower available is ready for play. The drive modes are Track, Sport, Custom or Auto, and are displayed right on the screen. The suspension, steering, and traction are managed with the transmission stick or paddle shifters, which allow the driver to extend shift points, depending on the mode.

5. Black or red brake calipers. The Scat Pack comes with black-painted black calipers, then offers an upgrade to red. Either way, they’re both sharp-looking additions to the 20-inch Brass Monkey aluminum wheels.

6. Big, broad front seats. We’ve driven our share of performance vehicles across the years and have found the front seats wanting in some models. As in too hard, too tight, and too bolstered. We’re not a fan of Recaros for these reasons, although there are similar seats that aren’t as tight or bolstered. The Charger is a delight to drive from a comfort perspective as the front seats are large, wide, and comfortable. Yes, they’re bolstered, but not to the point where a large person would have difficulty finding it satisfying. We felt secure in place while driving the Charger and not once did we exit the vehicle with stiffness, including lower-back pain. The rear seat isn’t as comfortable, but it does an admirable job of holding two adults or three in a pinch. But you will need to duck your head to get in. Once seated, the amount of legroom you’ll enjoy is wholly dependent on how much space the front passengers require. For tall passengers, the sloping roofline is a chore for anyone above 6-foot-2-inches.

7. Old-school trunk size. The Charger’s trunk isn’t the largest in its class, but it is wide and long, measuring 16.5 cubic feet. The good thing is that the space is entirely usable as the spare tire sits beneath the floor and the wheel wells don’t intrude. You may not fit a week’s worth of luggage for the family inside, but you’ll come quite close to doing so. When properly outfitted, the Charger can pull 1,000 pounds. If you need towing capacity, we recommend the Durango and its 7,400-pound towing limit instead.

8. We have launch control. Just how much fun is there in driving the R/T Scat Pack? Well, with everyday control (meaning, without using tech wizardry), it is wonderful – we’ll examine that later. But the tech wizardry, namely launch control, is something of interest to enthusiasts as it enables drivers to achieve its stellar 0-60 mph time of about 4.5 seconds. Like the Hellcat, you’ll turn to the center display to access launch control. Here, you’ll find Dodge’s “Performance Pages,” which include several features under the launch control page such as drive-mode setup, launch RPM set up, and launch control activation. With the middle of the three, you can choose RPM output before launching. Once you activate launch control, a command within the instrument panel guides you, instructing you to press the brake and quickly apply full throttle. As soon as the panel signals “ready”, release the brake and you’re on your way. When done, the panel will reveal your reaction time as well as your most recent and best 0-60 mph times. Launch control is a fun feature and the feedback supplied by Dodge to help drivers improve them is what makes these Chargers especially thrilling to drive.

9. Spectacular performance. You don’t have to have launch control activated to enjoy this sedan’s robust performance. In fact, you won’t use launch control at all except for those special occasions when you have something to prove. Fire up the engine and the big Hemi rumbles and snorts. It reminds me of the big V8s of the 1960s and 1970s or at least the ones pre-emissions control. Today’s engines meet the strict environmental guidelines and do so without hindering performance. We like that the R/T Scat Pack hustles wherever it goes and sprints the moment you floor the pedal. We would have loved a manual gearbox option, but one isn’t available. That said, controlling the paddle shifters adds to the excitement, although we still prefer to have the 8-speed automatic transmission to find its own gears – it’s just that much faster and cleaner. The Charger is a big vehicle and you feel it. Even with the advanced suspension system in place, the rear end loves to move back and forth under full throttle. Under normal driving, the Charger handles twisty roads with ease, but we still should slow down to enter corners and mind our business when exiting. After all, the girth and weight of this sedan are points not to ignore when driving it. Optional all-wheel drive would help, but it’s available only with the V6. As for the exhaust music, we think it sounds better than the Hellcat. Just saying.

10. The bundled Daytona package. While we think the Technology Group is a worthwhile add-on, the Daytona Edition ($3,995) package brings in numerous appearance, performance, and tech upgrades. On the appearance front, Daytona decaling on the hood, roof, trunk, and grille distinguish this model. The package includes special 20-inch forged/painted aluminum wheels, imitation carbon interior accents, a premium-stitched dashboard panel, and front overhead interior lighting. When it comes to performance, all-season performance tires and a cold-air intake system are included. On the tech/comfort front, Dodge adds power-folding and heated side mirrors, a power tilt-and-telescopic steering column, power front seats, and heated second-row seats.

11. An excellent infotainment system. We’ve long raved about Fiat Chrysler’s Uconnect infotainment interface. Yes, there are various versions out there and they don’t all do the same thing. The main features, however, are largely the same and include a tablet-like interface for managing music, climate control, and vehicle functions. This system works with Bluetooth and has Android Auto and Apple CarPlay smartphone compatibility. Other features include a six-speaker audio package, one or more USB ports, and an audio input jack. Optionally, customers can choose a 9-speaker Alpine audio system (bundled with the Alpine Group package) or a standalone 19-speaker Harman Kardon system for $1,795.

12. Available advanced safety features. We think choosing any model with advanced safety features is always helpful, even if you don’t regularly use them. That said, when activated, you gain a measure of safety that can reduce accidents and likely lower your car insurance bill. The Charger’s available Technology Group ($1,895) package is a worthwhile spend-up option. This package bundles adaptive cruise control with stop, advanced brake assist, full-speed forward collision warning, and lane-departure warning with automatic high-beam headlamp control and rain-sensitive windshield wipers.

Charger Considerations

With the Hellcat and R/T Scat Pack behind us, that leaves the R/T and one of the two models powered by a V6 engine to consider. We think the V6 has a place in this potent line if not simply for the all-wheel-drive option. We understand the cost and fuel expense of a V8 engine can be a downer, so the V6 is a good place to start. But if you have performance in mind, launching your search with the R/T and the 5.7-liter V8 is where you’ll want to concentrate your energies. Fortunately, Dodge supplies multiple trim and package upgrades, which allows Charger shoppers to buy the model they want and customize it later.

2020 Dodge Charger Specifications

Dodge 2020 Charger
Segment Full-Size Sedan
Price Range $29,995 to $69,995 (plus $2,100 gas guzzler tax)
Destination Charge $1,495
Engine No. 1 3.6-liter, V6
Horsepower 292/300 @ 6,350 rpm
Torque (lb.-ft.) 260/264 @ 4,800 rpm
Transmission 8-speed automatic
Engine No. 2 5.7-liter, V8
Horsepower 370 @ 5,250
Torque (lb.-ft.) 295 @ 4,200 rpm
Transmission 8-speed automatic
Engine No. 3 6.4-liter, V8
Horsepower 485 @ 6,100 rpm
Torque (lb.-ft.) 475 @ 4,100 rpm
Transmission 8-speed automatic
Engine No. 4 6.2-liter, supercharged V8
Horsepower 707 @ 6,000/6,100 rpm
Torque (lb.-ft.) 650 @ 4,800 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,964 to 4,586
Wheelbase (inches) 120.0
Length (inches) 198.4, 200.8, or 201.0
Width (inches) 75.0, 78.3
Height (inches) 58.5, 57.8, or 57.6
Headroom (f,r…inches) 38.6, 36.6
Legroom (f,r…inches) 41.8, 40.1
Shoulder room (f,r…inches) 59.5, 57.9
Hip room (f,r…inches) 56.2, 56.1
Storage (cubic feet) 16.5
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Regular (V6), Midgrade (5.7) Premium (others)
Fuel Tank (gallons) 18.5
EPA Fuel MPG (city/highway/combined) 19/30/23 (V6); 13/22/16 (6.2)
Manufacturing Plant Brampton, Ontario, Canada

See Also — The 2018 Dodge Challenger SRT Demon by the Numbers

Photos copyright Auto Trends Magazine. All rights reserved.

On the Prowl With a 2020 Dodge Charger SRT Hellcat Widebody

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Behind the wheel of the world’s most powerful production sedan.

The 2020 Dodge Charger line is topped by this SRT Charger Widebody.
You’ll pay about $70,000 to acquire one.

The Dodge Charger stands alone among mainstream sedans. Its full-size body style is increasingly uncommon and its traditional rear-wheel-drive platform makes it unique in this segment, sharing its footprint with the Chrysler 300, while also counting a Dodge Challenger coupe derivative.

We recently had the opportunity to drive the most potent version of the 2020 Charger when an SRT Hellcat Widebody model was dropped off for a week’s worth of fun. To that end, we’re dispensing with our usual model review to drill down on this most impressive of Charger models.

Hellcat Musings

Dodge’s use of the Hellcat name originated in 2015 when it released a 6.2-liter supercharged V8 engine for both the Charger and Challenger. In 2018, the Jeep Grand Cherokee got its version, which was named the Trackhawk. That same year Dodge made a crate engine (hellcrate) available to anyone wanting this engine to upgrade their ride. Beginning in 2021, we’ll see a Dodge Durango SRT Hellcat, what’s likely to become the fastest SUV in the world.

The Hellcat name comes from the Grumman F6F Hellcat, which was the naval carrier-based fighter aircraft introduced in 1943 and used widely in the Pacific theater. Great Britain also received more than 1,000 units and these were widely used until the end of World War II.

The Charger features a classic coke bottle layout. This one is amplified with a bright patina, widebody trim and wheels, and huge Brembo brake covers in red.

History of the modern Dodge Charger. Car fans know that the original Charger name was affixed to a sport coupe in the 1960s and 1970s. What they prefer to ignore is that this name was later used on a subcompact front-wheel-drive model for six years in the 1980s. While the switch to four doors angered some when the current model rolled out in 2005, various performance versions have consoled the faithful. Besides, with the Challenger coupe’s arrival in 2008, happiness followed. This writer has gotten over his disappointment that the Magnum wagon disappeared in 2008 after an all-too-brief four-year run.

See Also — The 2018 Dodge Challenger SRT Demon by the Numbers

Origin of the current Charger. Credit DaimlerChrysler with supplying us with the Magnum, Charger, 300, and Challenger. DaimlerChrysler was the name of the entity founded in 1998 that brought Mercedes-Benz and the Chrysler Corporation brands under one name. The LX platform underpinning these models comes from the Mercedes-Benz E-Class platform of the 1990s, but the American version was designed stateside. Chrysler tapped the Mercedes parts bin for its five-speed automatic transmission, all-wheel drive, rear differential, and the multi-link rear suspension. In 2011, four years after separating from Daimler, Chrysler rolled out an updated platform and dubbed it LD (the Challenger sits on an LA variant). The three remaining models are based on the 2011 update.

What’s a widebody? In recent years, we’ve seen Dodge roll out Widebody versions of its Challenger and Charger. No, Dodge did not broaden vehicle width, but they did add bodywork such as chunky wheel lips to give these models an even more formidable presence. The Widebody models have improved tire and suspension packages, including modified springs, sway bars, and shocks. The Bilstein three-mode adaptive damping system is especially noteworthy here.


Design attributes. Besides the various “widebody” exterior enhancements, the Hellcat benefits from several interior features and upgrades. We point out the front seats which are wide, gently bolstered, and all-day comfortable. In other words, they’re much more livable than the sport seats you find in many other models. In fact, I believe if you are a larger individual – taller and a bit wider, you’ll find these seats quite pleasing. Few cars can deliver such and that’s why pickup trucks are popular for bigger people. Move beyond the base model and you’ll find an ample amount of soft-touch materials. We liked the Hellcat’s quilted leather seats with the SRT debossing. It’s a fetching look without being overwrought. The center stack is cleanly ordered with an 8.4-inch touch-screen display (7 inches in base trims) with knobs and switches underneath to control audio and climate functions. The fat transmission shifter seems entirely appropriate for this model as do the metal-wrapped pedals.

Big on safety features; old design. The Charger’s aged design doesn’t help it with crash test scores, although it still earns high marks from the NHTSA, while the IIHS is less forgiving. The institute’s small front overlap testing typically favors modern models. With the Charger, it scored marginally. That said, the Charger does come with several features that go beyond the requisite suite of airbags and a rearview monitor. All models come with rear parking sensors. You have to move up through the trim ranks to find such features as automatic emergency braking, adaptive cruise control, automatic high beams, and blind-spot monitoring. They’re available and are certainly worth considering.

Four engine choices. Most manufacturers offer one or two engines for each model and call it a day. Not so with the 2020 Charger as there are four choices available. Beginning with a 3.6-liter V6 and extending to 5.7- and 6.4-liter V8 engines, there’s a naturally aspirated powerplant for varying levels of performance and efficiency available. The 6.2-liter V8 exclusive to the Hellcat is the only boosted engine of this cohort. All four engines work with an 8-speed automatic transmission.

The Hellcat’s instrument panel utilizes analog and digital displays.

Enhanced Hellcat performance. When it comes to performance, all eyes are on the Hellcat. The 2020 Charger features the standard amount of Hellcat power, specifically 707 horsepower and 650 pound-feet of torque. That’s an incredible amount of power available and dwarfs the 300 horsepower delivered by the V6 and the 485 horsepower derived from its largest engine, the 6.4-liter V8. How fast is this most powerful of all Chargers? We’ve seen 0-60 mph times of 3.6 seconds from published sources. Yes, that likely makes the Charger the fastest production sedan in the world.

Hold on. Tightly. There is nothing subtle about the Hellcat’s performance. From the moment the ignition is engaged, the performance exhaust system percolates. I had a few people remark that the Charger is “very loud.” That’s what it is supposed to be – you’ll hear it coming well before it arrives. Step-off acceleration is excellent, but it is when you “floor it” that the Hellcat’s awesomeness comes to bear. And this is where maximum attention and control is required – the rear wheels quite easily will give out from underneath this burly sedan, sending the SRT Hellcat into a spin. This model is ideal for the straightaway, but extra caution is required on twisty roads and when entering and leaving corners. Its steering is weighty with direct handling. The Charger tracks well, but a measured increase in performance should result in a corresponding increase in personal attentiveness. We like the Hellcat’s around-town moan as well as its banshee-like scream when pressed into action.

See Also — 12 Things We LOVE About the Dodge Charger R/T Scat Pack

More power for 2021. If 707 horsepower isn’t enough for you, then know that it’ll be bumped up to 717 horsepower for 2021. But the performance enhancement doesn’t stop there. We’ll also see a Hellcat Redeye variant roll out, this one based on the Challenger of the same name. Here, Dodge upgrades the standard 2.4 IHI supercharger to 2.7 liters. Moreover, boost increases from 11.6 PSI to 14.5 PSI, while the redline moves up from 6,200 to 6,500. The Redeye also benefits from stronger rods and pistons, an enhanced oil capability, and a pair of dual-stage oil pumps (up from the current one). Other upgrades include an all-new performance hood, mail-slot grille, and a cold-air intake fixed near the wheel liner. In all, the top-shelf Hellcat bakes 797 horsepower and 707 pound-feet of torque.

Looking ahead. We know what 2021 holds for the Charger, including the Hellcat, but what about the long term? You may know that Fiat Chrysler and France’s PSA Groupe are planning to merge and will form a new company called Stellantis. If the merger passes regulatory scrutiny (and that’s never a guarantee), the new company should emerge in the first half of 2021. We don’t know what that will mean for the Dodge brand, but we expect it will survive. Likely, the brand will continue in its present form for the short term, but new models based on PSA architecture seems likely. This could also mean the first plug-in Charger hybrid as well as other engine choices. But as long as demand remains for performance models, the Charger, Challenger, and Durango should remain.

Rear breather cutouts help keep the Charger cool.

Your Cost

Choose a 2020 Charger SRT Hellcat and you’ll pay handsomely to own one. Indeed with the $2,100 gas guzzler tax and $1,495 destination charge, your cost is $73,950. Options such as a Carbon/Suede interior, navigation, and Alcantara seats add thousands of dollars. With special paint and wheels, you’re looking at $80,000 before discounts kick in.

2020 Dodge Charger Specifications

Dodge 2020 Charger
Segment Full-Size Sedan
Price Range $29,995 to $69,995 (plus $2,100 gas guzzler tax)
Destination Charge $1,495
Engine No. 1 3.6-liter, V6
Horsepower 292/300 @ 6,350 rpm
Torque (lb.-ft.) 260/264 @ 4,800 rpm
Transmission 8-speed automatic
Engine No. 2 5.7-liter, V8
Horsepower 370 @ 5,250
Torque (lb.-ft.) 295 @ 4,200 rpm
Transmission 8-speed automatic
Engine No. 3 6.4-liter, V8
Horsepower 485 @ 6,100 rpm
Torque (lb.-ft.) 475 @ 4,100 rpm
Transmission 8-speed automatic
Engine No. 4 6.2-liter, supercharged V8
Horsepower 707 @ 6,000/6,100 rpm
Torque (lb.-ft.) 650 @ 4,800 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 3,964 to 4,586
Wheelbase (inches) 120.0
Length (inches) 198.4, 200.8, or 201.0
Width (inches) 75.0, 78.3
Height (inches) 58.5, 57.8, or 57.6
Headroom (f,r…inches) 38.6, 36.6
Legroom (f,r…inches) 41.8, 40.1
Shoulder room (f,r…inches) 59.5, 57.9
Hip room (f,r…inches) 56.2, 56.1
Storage (cubic feet) 16.5
Gross vehicle weight (pounds) NR
Towing (pounds) 1,000
Payload (pounds) NR
Fuel Regular (V6), Midgrade (5.7), Premium (others)
Fuel Tank (gallons) 18.5
EPA Fuel MPG (city/highway/combined) 19/30/23 (V6); 13/22/16 (6.2)
Manufacturing Plant Brampton, Ontario, Canada

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

See Also — The High Potency Dodge Charger SRT Hellcat

Photos copyright Auto Trends Magazine. All rights reserved.

Jeep Trolls Ford With V8 Wrangler Concept

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An enhanced Wrangler may be on the way.

This Jeep Wrangler Concept brings V8 potential to the line.

The big news this week was the Ford Bronco family reveal, representing perhaps one of the most significant online debuts of our time. Ford’s live showing was broadcast on several television stations, YouTube, and social media platforms, thereby creating a groundswell of buzz for this trio of all-new utility vehicles.

But that wasn’t the only story that broke this week. Earlier in the day, Jeep announced its own when it sent out a press release touting the V8 Wrangler Rubicon 392 Concept. What’s especially interesting about the Jeep broadcast is that it 1), dropped just hours ahead of Ford’s big announcement, and 2), it effectively raised the performance bar for the class even as Ford had already planned to do so.

In other words, Jeep saw the Bronco threat to the Wrangler coming and decided to preempt Ford with its news.

Was this a coincidence? Are you kidding me? It was a well-timed and carefully executed strategy to shift eyes away from Ford to Jeep. It was also an unusual ploy as automakers typically don’t steal each other’s thunder on a big-news day.

For its part Jeep broke all protocols and the Internet took notice. Game on!

Most Powerful Engine

So, what’s significant about the Wrangler concept? Well, it puts the possibility of a more powerful engine entering the small/midsize SUV class. That class is dominated by the Wrangler and aided by the Toyota 4Runner. You might add in similar-sized trucks to the equation, but they’re not utility vehicles.

The Ford Bronco immediately becomes another choice and a much more formidable threat to Wrangler sales. Further, the available turbocharged V6 engine in the Bronco is stronger than either Jeep engine, a matter that doesn’t bode well for Wrangler supremacy. Quite simply, Jeep couldn’t allow Ford to seize the moment, so it sent its volley forth ahead of the Bronco debut.

As for the V8 Wrangler Concept, it showcases the possibility of a thunderously powerful engine powering the top-trim Rubicon. As proposed, the engine delivers an even 450 horsepower and 450 foot-pounds of torque. Moreover, it would be the first V8 in this class for Jeep since the 1981 CJ. That model had a 5.0-liter engine with an output of just 125 horsepower and 220 pound-feet of torque. Yes, that’s extremely weak by today’s standard as even some turbocharged four-cylinder engines produce much more.

The Rubicon concept works with an 8-speed automatic transmission. Together, this powertrain will motivate the concept with a 0-60 mph time of under 5 seconds. That’s outstanding, although some Jeep Grand Cherokee models do better. Yet, if this concept does become a production reality (and that’s never a guarantee), it has the potential to shake things up in a segment already rattled by the new Bronco.

This Jeep Wrangler Concept brings V8 potential to the line.

Special Equipment

Other equipment touted in the concept includes Dana 44 axles, a full-time two-speed transfer case, electric front and rear-axle lockers, 37-inch mud-terrain tires, and a Jeep Performance Parts two-inch lift kit from Mopar combined with suspension enhancements. The concept also has a 3:73 gear ratio for improved on-road performance and enhanced off-road chops.

We can’t nail down a price, but somewhere in the $60,000 range seems plausible. After all, a fully-equipped Bronco will retail for $65,000.

Other changes touted by the concept for this special four-door Wrangler include special half doors, unique paint treatment and badging, Red Rock-colored leather seats with gold stitching, and a performance steering wheel.

From Concept to Reality

As with most any concept, production is another matter. Typically, manufacturers use concepts to gauge customer interest. Oftentimes, elements from the concept appear in other models, but the concept isn’t built.

We think Jeep will build the V8 Wrangler Rubicon 392, bringing this model line a fourth engine – two gas and one diesel engine are already in place. Jeep already has a plug-in hybrid variant in the pipeline and it will do what is necessary to protect the Wrangler’s position.

All in all, the new Bronco and the Wrangler enhancements are significant moves we think will expand the segment. We also believe other manufacturers will explore their options, including Toyota with an all-new 4Runner that’s certain to follow.

See Also — Notes From Uwharrie: 2019 Jeep Wrangler

Photos Copyright 2020 FCA US LLC. All Rights Reserved.

Ultimate Luxury: 2020 Genesis G90

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One of the descriptions for “genesis” is “beginning” and that’s an appropriate name for Hyundai’s luxury marque.

The Genesis G90 was the brand’s first standalone model when it launched in 2017. Three years later and this full-size sedan is currently sold alongside the midsize G80 and the compact G70 sedans. A GV80 SUV rolls out later this year as Genesis begins shifting its focus to the utilities.

The Genesis G90 is a competitive product in a niche segment. This big sedan offers high style and a limousine-like riding experience. The G90 doesn’t have years of prestige to build on like its German and Lexus competitors, but it makes a strong effort. Whereas the others can become very costly, the G90 holds its own – the most expensive model costs less than $80,000. Its fully loaded competitors top out well above $100,000.

2020 Genesis G90 Review

Genesis offers the 2020 Enclave in two configurations: 3.3T ($72,200) and 5.0 ($75,700). Add $1,025 for the destination charge.

Both configurations come with standard rear-wheel drive. Upgrading to all-wheel drive adds $2,500. There are no package offerings with any G90.

Exterior

If it’s a long canvas you want, the G90 delivers. This sedan is sleek with a modern design, marked by an oversized, diamond-shaped gaping grille. The look is appealing, but it’s also controversial. Some might say the grille is polarizing.

Genesis makes great use of LEDs as they separate the frontal lighting and even make an appearance along the sides within the ornamentation which is affixed just ahead of the front doors. It’s a dramatic touch you’ll notice anytime you unlock the doors.

The G90 has a fair amount of chrome – on the wheels, surrounding the windows, and across the rocker panels, and wrapping the base of the rear. Inasmuch as the grille may surprise some, it’s the rear deck design that can be difficult to accept. The roofline falls to the trunk, almost like a hatchback, but not quite. The trunk itself is taller than most, giving the G90 a bustle-back look popularized in the 1930s and again 50 years later in the Cadillac Seville, Lincoln Versailles, and the Chrysler Imperial. But it’s not a clear-cut design and that’s what makes it so curious.

Interior

The largest luxury sedans offer excellent space for five. But don’t blame the rear passengers if they prefer to limit their numbers to two each as they spread out and enjoy their space. And who could blame them? Each of the outboard spots makes a strong run in seat comfort versus the front row chairs.

Credit Genesis with choosing only the finest materials and carefully crafting the cabin with them. Fine leathers, rich woods, and chrome touches underscore that it means business. And they’re carefully laid out with the pleasing visual feel and touch you’d expect in this class.

It’s the special touches that get noticed too, including the analog clock, the deep alcove for the cell phone that also includes a wireless charger, the split-opening center storage compartment, and the elegant interior lighting.
Now back to the rear seat – what’s odd is that it doesn’t fold down to supply access to the trunk. That’s probably not a big deal in this segment.

Safety

One thing we noticed about some of the G90’s competitors (with Lexus the lone exception), is that they charge extra for the advanced driver-assist safety technologies we expect in our cars. Not only that, they’re often bundled with other features and that gets silly and expensive.

Genesis takes a wise approach to the market. The G90 comes with such features as active lane control, blind-spot monitoring, adaptive cruise control, automatic emergency braking, and a surround-view camera system.

This year, Genesis upped its game by adding lane-centering management, automatic emergency braking for reverse gear, and an upgraded collision warning system. Thus, you’ll find all the major features included.

Technology

Just as Genesis supplies a strong roster of standard safety equipment, likewise the brand knocks things out of the park with technology, beginning with a 12.3-inch display. That’s the size you’ll find in the most expensive models of this day.

A 17-speaker, 900-watt Lexicon audio system is standard as is the previously mentioned wireless charging pad. Genesis includes subscription-free HD Radio, Bluetooth, Apple CarPlay and Android Auto smartphone compatibility, and multiple USB ports. The 5.0 model adds the rear entertainment system and cooled outboard seats.

Performance

Genesis could have supplied one engine choice with the G90 and that would have satisfied most shoppers. Instead, we have two engine choices and the differences between the two are small.

It all begins with a twin-turbocharged 3.3-liter V6 engine with a rating of 365 horsepower and 376 pound-feet of torque. The other choice is a 5.0-liter V8 engine with 420 horsepower and 383 pound-feet of torque. Our Genesis—supplied test model had the turbo, although we’ve driven cars equipped with the V8. Our finding is that they deliver similar performance, with the V8 supplying an edge in step-off acceleration, while the V6 nearly matches it in passing power. Both engines work with a smooth-shifting 8-speed automatic transmission.

There is another factor shoppers should consider: available all-wheel drive. Yes, the standard rear-wheel-drive system does great with the adaptive dampers benefitting the buttery ride. Choose all-wheel drive and you’ll notice an improvement in handling, particularly on twisty roads and when cornering. No, the G90 on account of its size doesn’t have the handling chops of the sporty G70, but that’s not its design: comfort is. We’d gladly put the G90 against all comers in the ride comfort department.

If there is anything we’d like to see improve it would be in its fuel economy. No matter the configuration, the G90 drinks its gasoline – you’d be hard-pressed to average 20 mpg on most trips.

Competitive Set

Not many luxury marques offer traditional full-size sedans these days. From Germany, we have the Audi A8L, BMW 7 Series, and the Mercedes-Benz S-Class. The Lexus LS is the lone big sedan offering from Japan.

The U.S. offerings aren’t nearly as large and include the Lincoln Continental. Like the Continental, the Cadillac CT6 is another model to consider.

Our Recommendation

You can’t go wrong with a G90 in either configuration. We give a slight edge to the V8 over the turbocharged V6, but the differences between the two are simply quite small. As pointed out, the 5.0 adds the rear entertainment system and cooled outboard seats. Opt for all-wheel drive if you live in a snowy climate.

All in all, the G90 establishes does a laudable job in fulfilling its mission. Its price point may be its greatest appeal, especially as it bundles nearly everything you want without charging extra.

2020 Genesis G90 Specifications

Genesis 2020 G90
Segment Fullsize Luxury Sedan
Price Range $72,200 to $78,200
Destination Charge $1,025
Engine No. 1</ td> 3.3-liter, turbo V6
Horsepower 365 @ 6,000 rpm
Torque (lb.-ft.) 376 @ 1,300 rpm
Transmission 8-speed automatic
Engine No. 2 5.0-liter V8
Horsepower 420 @ 6,000 rpm
Torque (lb.-ft.) 383 @ 5,000 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 4,663 to 4,960
Wheelbase (inches) 124.4
Length (inches) 204.9
Width (inches) 75.4
Height (inches) 58.9
Headroom (f,r…inches) 41.1, 38.0
Legroom (f,r…inches) 46.3, 37.8
Shoulder room (f,r…inches) 59.1, 57.9
Hip room (f,r…inches) 56.5, 55.0
Storage (cubic feet) 15.7
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel premium
Fuel Tank (gallons) 21.9
EPA Fuel MPG (city/highway/combined) 17/25/20
Manufacturing Plant Ulsan, Korea

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

See Also — Genesis to Separate From Hyundai Showrooms

SUV Performance!
BMW X6 M Competition

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BMW’s formidable line of SUVs is comprised of seven models sequentially named from X1 to X7. This German marque leaves no holes in its lineup, ensuring that there is a luxury utility vehicle for every shopper.

But BMW doesn’t stop there. Indeed, recognizing that many of its customers transitioned from coupes and sedans to SUVs and have also long placed a premium on speed, four models ranging from the X3 to X6 have “M” performance variants.

The largest of the four is known as the BMW X6 M and was a recent visitor to the Auto Trends test fleet. Specifically, an M6 Competition model with jaw-dropping output offered a week’s worth of on-road thrills.

2020 BMW X6 Review

The 2020 model year launches the X6’s fourth-generation (the third for the M line). This model continues to share the underpinnings of the X5 and offers a coupe-like design with a formidable expression. BMW offers this model in X6 sDrive40i ($64,300), X6 xDrive40i ($66,600), and X6 M50i ($85,650) configurations. Further, you’ll find a pair of “M” models known simply as the X6 M ($108,600) and the X6 M Competition ($117,600).

For the focus of this review, we’ll concentrate on the X6 M/Competition and its unique styling and performance characteristics. Likewise, any mention of the standard models is for comparison purposes only.

Exterior

There is nothing subtle about the BMW X6 M. From its gangly shape to outrageous lines, this X6 is a beastly model.
The M lines simply magnify the look with its oversized twin-kidney grille leading the way. A broad lower intake and huge side cutouts along with LED signature lights add to the drama. Overall, it’s intimidating and overpowering – if you see one fast approaching in your rearview mirror, more than likely you’ll scoot over to allow it to pass.

Sculpted wheel arches, a high profile, and a sloping roof leading to a notched liftgate are among the other design features of note. From the rear, narrow wraparound lights and a diffuser highlight the look, but with far less drama and intimidation than the front.

Interior

You can fit five inside the X6 M, but it’s most comfortable for four. Access and egress to the rear seat is a bit challenging as you’ll have to bend your head to avoid making contact with the roof. Once inside, the rear seat is spacious, comfortable, and roomy.

The best seats, of course, are up front. Dual thrones with heating, cooling, and massaging features not only offer maximum support, but they’re thickly bolstered for spirited driving. Just make sure when you enter you clear the seat edges to avoid landing on one of the hard sides.

BMW interiors are among the best in the industry and the X6 lives up to that expectation. The interiors, particularly on the top trims, feature high-end leathers, aluminum edges, quilted inserts, and Alcantara headliners. Not a plastic surface anywhere. Ambient and nighttime lighting add to the mystique.


Tech

The tech goodies are apparent in the X6 M. BMW supplies this model with a 16-speaker Harman Kardon audio system with HD Radio, satellite radio, a CD player, connected services, and Apple CarPlay smartphone compatibility. Sorry, no Android Auto.

Other features include wireless charging, a Wi-Fi hotspot, and the usual USB inputs.

Safety

BMW supplies the X6 M with multiple driver-assist features, including active driving assistant. This suite includes frontal collision warning with city collision mitigation and lane departure warning.

Automatic high beams, active blind-spot detection, surround-view cameras, and active park distance control are also included.

Performance

By now, you’ve likely figured out that the X6 M is mostly about performance. Under the hood is BMW’s most powerful V8 engine, a twin-turbo beauty displacing 4.4-liters. This engine is found in a variety of applications and typically punctuates all things M.

In its normal mode, it makes 523 horsepower and 553 pound-feet of torque. That alone is laudable, enabling this strapping SUV to move from 0-60 mph in about 4 seconds. If you want to move just under that threshold, then choose either M model with special engine tuning. Here, you’ll find a whopping 600 or 617 horsepower at the ready. BMW routes power to all four wheels utilizing an 8-speed automatic transmission.

Doubtlessly, the X6 M is loud. And fast. Engage the ignition and the engine rumbles to life and sends out a boom throw the exhaust system. That system is adjustable, allowing for a louder cacophony as desired. Your neighbors, though, may appreciate a more silent approach, something you can supply by deactivating the soundtrack until you’re on the open road.

The X6 is heavy, with the fully loaded Competition weighing just over two-and-one-half tons. That’s a lot of weight to move, but the bigly V8 does so with ease. Step-off acceleration is amazing – the twin turbos conspire to develop power flawlessly and consistently. If you want to make the run up to 100 mph, this engine never flags in zeal.
Weighed steering, direct handling, and a wonderful connection to the road are among this SUV’s hallmarks. It doesn’t have quite the on-road chops of an M4, but it is close.

Despite its high profile, the X6 M stays the course, handling twisty roads with ease and pulling out of corners on point, thanks largely to its rear bias. Certainly, this SUV is a gamer and individuals with deep pockets are eager to buy in.

For everyone else, the standard twin-turbo V6 with 335 horsepower and 330 pound-feet of torque should do. We’ve driven other BMW models with this engine and have found it more than up to the task.

Competitive Set

There are few direct competitors to the BMW X6 M. One of the most obvious is the Mercedes-AMG GLE 43/63. The Lamborghini Urus is another one. If you’re looking at the standard X6, the Lexus GX, Audi Q7, and Infiniti QX60 are worth considering.

Our Recommendation

Should you choose the X6 M or the X6 Competition? The difference between the two is $9,000, a price that includes some trim and interior upgrades, badging, and added performance.

There are two packages to consider — a Drivers Assistance Professional Package ($1,700 and includes adaptive cruise control which surprisingly isn’t included elsewhere) and an Executive Package ($3,600) with heated seats, heated and cooled front cup holders, ventilated front seats, soft-close front doors, rear manual side window shades, and adaptive headlights with laser light.

Other features offered separately include Night Vision With Pedestrian Detection ($2,300), a Bowers & Wilkins Diamond Surround Audio System ($3,400), Rear-Seat Entertainment Professional ($2,200), and an M Performance Package ($2,500). Fully built out and this model will set you back by more than $134,000.

When all is said and done, you’ll likely pay at least $120,000 for one of most powerful SUVs available.

2020 BMW X6 Specifications

BMW 2020 X6
Segment Midsize SUV
Price Range $64,300 to $117,600
Destination Charge $995
Engine No. 1 3.0-liter, Inline6
Horsepower 335 @ 5,500 – 6,500 RPMs
Torque (lb.-ft.) 330 @ 1,500 – 5,200 RPMs
Transmission 8-speed automatic
Engine No. 2 4.4-liter, turbocharged V8
Horsepower 523/600/617 @ 5,500 – 6,000 RPMs
Torque (lb.-ft.) 553 @ 1,800 – 4,600 RPMs
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 4,687 to 5,115
Wheelbase (inches) 117.1
Length (inches) 194.8
Width (inches) 78.9
Height (inches) 66.3 to 66.8
Headroom (f,r…inches) 39.3, 37.5
Legroom (f,r…inches) 40.4, 35.7
Shoulder room (f,r…inches) 60.0, 57.7
Hip room (f,r…inches) NR
Storage (cubic feet) 27.4, 59.6
Gross vehicle weight (pounds) 6,063 to 6,658
Towing (pounds) 7,200
Payload (pounds) 893 to 937
Fuel Premium
Fuel Tank (gallons) 21.9
EPA Fuel MPG (city/highway/combined) 20,21/26/22,23 (I6); 16/22/18 (V8)
Manufacturing Plant Greer, South Carolina

Data compiled by Tom Keegan. All rights reserved.

See Also — Go Big or Go Home: 2019 BMW X7 SUV

Photos copyright Auto Trends Magazine. All right reserved.

The Big and Burly Toyota Sequoia

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The Toyota Sequoia is an enormous sport utility vehicle with room for seven. It is part of a small breed of traditional, truck-based models. In this case, it shares its underpinnings with the full-size Toyota Tundra pickup truck.

Though the market has shifted dramatically to car-based crossover utility vehicles, the Sequoia maintains its appeal in a niche dedicated to recreational pursuits, including camping, boating, fishing, and off-roading.

2020 Toyota Sequoia Review

For 2020, the Toyota Sequoia serves up its first TRD Pro trim, which was our test model. This year, the Tundra gains a new 7-inch touch-screen display with Apple CarPlay and Android Auto capability. Toyota offers the 2020 Sequoia in standard rear-wheel drive or available four-wheel drive. There are five trims for the choosing: SR5 ($49,980), TRD Sport ($52,695), Limited ($58,990), Platinum ($66,020), and TRD Pro ($64,105). Add $1,395 for the destination charge.

Exterior

What sets the TRD Pro apart from the Sequoia pack? A few things, including its big “TOYOTA” grille, Rigid LED fog lights, its Army Green patina, TRD black roof rack, 18-inch BBS forged-aluminum beaded wheels, and its black running boards. Together, these features represent distinctive items on the Sequoia.

The Sequoia’s canvas is as you would expect: raised, with strong shoulders, upright pillars, a slab body, and huge doors. Most trims come with LED headlamps, power-controlled and heated side mirrors, a power tilt-and-slide moonroof with a sunshade, and a power liftgate.

Interior

The Sequoia, along with the Toyota Land Cruiser, bring the full-bodied interior room to bear. But the Sequoia is slightly larger and better suited to hold the seven people it is designed to carry. The first two rows hold two individuals each with three-placement seating in the third row.

As expected, the best seats are upfront. They’re designed to cosset the driver and passenger, with ample back, hip, and thigh support. Do you wonder why some people are drawn to these types of vehicles? If they’re 6-foot-5-inches or taller, you’d understand.


We’re glad Toyota didn’t try to squeeze a bench seat in the second row. One would fit (and is available, if you must), but it would have rendered the third row mostly useless, especially for tall individuals. The second-row captain’s chairs, however, are supportive and comfortable on their own. They also fold and move forward for ease of access to the third row. That last row is best used by children, but adults can fit there for short trips.

The Sequoia’s interior is well behind the pack. It is more than a decade old and it looks it. The Expedition is the standard-bearer here and the two are far apart in looks (new GMC and Chevrolet models are on the way for 2021). The big knobs overwhelm the already large dashboard and the bulky center console. Average materials cover the cabin, including various painted silver trim touchpoints. We like the big center storage console and the double glove box, however.

You’ll find climate control, full power accessories, and power-controlled front seats. Most trims feature leather-covered seats. Heated and ventilated front seats are available.

Tech

Toyota cautiously expanded its smartphone capabilities, by first ensuring both Apple CarPlay and Android Auto were compatible with its systems. Once it closed whatever gaps in proprietary software there were, it introduced the former followed by the latter. This year, the Sequoia has both systems available and a new touch-screen display at the ready.

The Sequoia TRD Pro comes with an 8-speaker audio system, satellite radio, HD Radio, Bluetooth and Amazon Alexa connectivity, and two USB ports. Some trims include or offer navigation, but with Apple CarPlay and Android Auto, it isn’t necessary. JBL audio systems and a rear DVD entertainment system are other options of note.

Safety

Every Sequoia trim comes with Toyota Safety Sense P (TSS-P), a package that includes automatic headlamps, a pre-collision system with pedestrian detection, lane departure alert, and dynamic cruise control. That’s not as generous a package and you’d find on more modern Toyota models, which come with such features as lane tracing assist and rear braking, but it is a welcome offering nonetheless.

Some trims, including the TRD Pro, come with blind-spot monitoring with rear cross-traffic alert. Lane change assist and trailer sway control are also included.

Performance

Motivating the 2020 Sequoia is a Toyota V8 mainstay: a 5.7-liter engine with 381 horsepower and 401 pound-feet of torque. It is the largest V8 that Toyota has ever offered in the U.S. Power travels to the rear or all four wheels, utilizing a 6-speed automatic transmission.

This powertrain combination is up to the task, but it isn’t the best in the industry. Ford with its twin-turbo V6 and GM with its small-block V8 offers more powerful and/or efficient options. Indeed, the Ford Expedition delivers more power and efficiency, while the Chevrolet Tahoe’s engine utilizes cylinder deactivation for improved fuel economy. Both manufacturers pair these engines with 10-speed automatic transmissions.

The Sequoia shows no lack of step-off power, accelerating steadily as it approaches highway speeds. But it is when operating under full throttle that the differences between this powertrain and its chief competitors become noticeable. The Sequoia’s transmission simply takes its time to find the right gear for the moment, whereas the Ford and GM units work fast and seamlessly.

No big SUV can handle twisty roads and cornering like a car, and we wouldn’t expect it to. After all, the high profile and steep payload combine to limit what this vehicle can do when it isn’t driving in a straight line.

Perhaps one of the most favorable attributes of our TRD Pro test model is its off-road capabilities. We weren’t able to take it on our favorite trails, which were still closed for the winter. But, gravel-covered backroads and adjacent clay sloughs proved its mettle. Indeed, we wouldn’t hesitate to take the Sequoia off-road except down narrow trails where a big SUV simply doesn’t belong.

In TRD Pro guise, the Sequoia shines brightest, thanks to ample under-body cladding. It also comes with Fox shock absorbers, designed to increase damping force for a more comfortable ride on the toughest terrain. It has a cat-back exhaust system, one that purrs when idling and roars under hard throttle.

Depending on the model, the 2020 Sequoia pulls between 7,000 to 7,400 pounds. That’s less than its competitors, but at least Toyota supplies a strong engine to handle the work. As for fuel efficiency, you’ll be hard-pressed to achieve the EPA-estimated 15 mpg combined this model delivers. At least it takes less-costly regular grade unleaded gasoline.

Competitive Set

There are very few mainstream competitors operating in the full-size SUV sphere. You’ll find the Ford Expedition, GMC Yukon, and Chevrolet Tahoe, along with the Nissan Armada. There are a few other models to consider, including the Chevrolet Suburban and the GMC Yukon XL.

Our Recommendation

If you’re in pursuit of off-road adventuring, then the TRD Pro is the right place to look. It comes fully loaded with no options packages available, making its approximate $65,000 published cost a decent value in the segment. Discounting, though, should shave several thousands of dollars off your final cost.

2020 Toyota Sequoia Specifications

Toyota 2020 Sequoia
Segment Full-size SUV
Price Range $49,980 to $66,020
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 — The History of the Toyota Sequoia

Photos copyright Auto Trends Magazine. All rights reserved.

Driven: Land Rover Range Rover Velar

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Land Rover’s place in the SUV market is defined by two product lines: Range Rover and Discovery. The Range Rover series represents the apex of the brand, while the Discovery line is representative of those models we typically think of as Land Rover.

The Range Rover Velar is the third of four Range Rover models, situated between the Range Rover Sport and the Range Rover Evoque. The eponymous Range Rover is the range-topping model. The Velar, though, is no shrinking violet. It brings to the Range Rover line a distinctly modern look inside and out, and a long list of features.

2020 Land Rover Range Rover Velar Review

Our focus model is the range-topping SVAutobiography Dynamic Edition, which starts at $90,790. Our test model added a few extras, bringing its final cost to just above $95,000, including the destination charge.

Exterior

The Velar may be the most modern of all Range Rover models, although a case can also be made for the Evoque. This five-passenger midsize luxury SUV is more subdued upfront than some competitors, eschewing an oversized grille, deep cutouts, and huge lights for something more subtle.

But subtle doesn’t mean it lacks panache – the Velar simply finds a way to impart elegance without gauche. Who said sophistication must be over the top? Strong shoulders, powerful roof pillars, a high beltline, and a formal expression define this model.

The SVAutobiography delivers features unique to this trim, including 21- or 22-inch gloss dark gray wheels, red brake calipers, special paint options, and bright chrome trim. An active sports exhaust system, sports suspension, and a sliding panoramic roof are other features of note.

Interior

Just as Range Rover pulls off the exterior with a peerless design, the interior delivers its own winning attributes.

The Velar’s cabin is roomy, bright, and rich in luxurious appointments. The best seats are upfront and this is where Range Rover pulls out all the stops with plush, supportive thrones. They come heated and ventilated, and deliver massaging support. They’re ideal for your in-between visits to the chiropractor and likely will be used frequently to relax tight and tired back muscles.

As comfortable as the front seats are, it is the material that wows the senses. As you might expect, Range Rover offers standard leather-covered seats. They’re beautiful and comfortable, just as you would expect from this quintessential British marque. But it is the available woven-wool seats that look and feel best, a natural alternative we think is bound to become an industry pacesetter. And not just for its feel, but as a choice for consumers who don’t like animal hides.

The rear seat is best for two and bearable for three adults. The power-reclining outboard seatbacks are a welcome feature.

Other features of note include a heated steering wheel, metal touches such as aluminum gearshift handles, thick carpeting, and choice interior color combinations.

The Velar’s standard storage space measures 29.4 cubic feet or 60.2 cubic feet with the rear seat folded. These numbers are about average for the class. This SUV pulls up to 5,500 pounds when properly equipped.

Tech

Where some competitors have big screens bolted to the top of the center console, the Velar’s screens are integrated into the dashboard and center console. Yes, there are two 10-inch-screens at work, with each tasked with managing different controls, including the infotainment (top) and passenger comfort (bottom). Called Touch Pro Duo, the system enables navigation on the top screen while playing media on the bottom screen.

All models come with Smart Phone Pack, representing a suite of features including Apple CarPlay and Android Auto. Optionally, customers can upgrade to a rear-seat entertainment system with a pair of 8-inch screens embedded in the rear of the front-seat headrests. Choose this option if regular rood trips are part of your family’s experience.

Land Rover taps Meridian to supply its sound systems and the Velar offers choices worth considering. On the top end, the 22-speaker unit supplies concert-hall-like sound throughout the cabin with every seating position the “best seat in the house.”

Satellite radio and HD Radio are included; USB input, a Wi-Fi hotspot, wireless phone charging, and Bluetooth are other features of note.

Safety

All Velar trims come with automatic emergency braking, blind-spot monitoring, lane-departure warning, and front and rear parking assist. Our top-trim model included each of the extras: driver attention monitoring, active lane control, adaptive cruise control, and a head-up display. Some mainstream models include most of these features as standard equipment.

Like other pricey models, neither the IIHS nor the NHTSA has put the Velar through crash testing. That said, we think its high-profile and weight are benefits that work in its favor.

Performance

Powering the SVAutobiography is a supercharged V8 engine with 550 horsepower and 502 pound-feet of torque. This engine delivers massive amounts of power from the onset, enabling this two-ton-plus beast to scoot from 0-60 mph in just above four seconds. That’s laudable for any vehicle, but it seems even more impressive for this substantial SUV.

By utilizing a supercharger, this Velar enjoys full power from the start, although it drops somewhat at passing speed. That’s the opposite of a turbocharger that spools up to deliver its best power at wide-open throttle.

The Velar’s heft seems largely absent as the V8 pushes forward. Other Velar trims offer a 2.0-liter turbo-four or a twin-turbo 3.0-liter six-cylinder engine. This one is a far superior choice, but is exclusive to the top trim. All models work with an eight-speed automatic transmission, a knob-controlled unit that serves up cogs with ease.

With its air suspension, the Velar almost feels as if it floats, with the cabin well isolated from rough road surfaces. The steering is light, but engaging. This SUV handles reasonably well on twisty roads and while pulling out of corners but make no mistake that this is a high-profile vehicle and it can’t match the Jaguar F-Type in corner-carving.

You can take the Velar off-road with its terrain response system enabling your excursion. We think, though, the Defender is the better choice in this department, although the Velar’s active rear locking differential proves its mettle.

Competitive Set

One of the Velar’s closest competitors is the Jaguar F-Pace, its corporate cousin. Other models to consider include the Porsche Macan, Mercedes-Benz GLC, Audi Q5, BMW X5, and the Volvo XC60.

Our Recommendation

Inasmuch as the Velar SVAutobiography is an outstanding trim in its own right, we think the middle Velar S trim is the best choice. This one comes with the twin-turbo six-cylinder engine and supplies access to many trim embellishments, audio upgrades, and design features. You’ll pay about $70,000 for a well-equipped model, which is still thousands of dollars less than some competitors.

2020 Land Rover
Range Rover Velar Specifications

Land Rover 2020 Range Rover Velar
Segment Midsize Luxury SUV
Price Range $56,300 to $90,790
Destination Charge $875
Standard Engine 5.0 liter, supercharged V8
Horsepower 550 @ 6,000-6,500 rpm
Torque (lb.-ft.) 502 @ 2,500-5,500 rpm
Transmission 8-speed automatic
Seating 5
Curb Weight (pounds) 4,595
Wheelbase (inches) 113.1
Length (inches) 189.2
Width (inches) 80.0
Height (inches) 70.0
Head room (f,r…inches) 38.2, 38.0
Legroom (f,r…inches) 47.4, 36.8
Shoulder room (f,r…inches) NR
Hip room (f,r…inches) NR
Storage (cubic feet) 29.4, 60.2
Gross vehicle weight rating (pounds) NR
Towing (pounds) 5,511
Payload (pounds) NR
Fuel regular
Fuel Tank (gallons) 21.7
EPA Fuel MPG (city/highway/combined) NR
Manufacturing Plant Detroit-Hamtramck, Michigan

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

See Also — Luxury Elevated: Range Rover Velar

Photos copyright Jaguar Land Rover.