10-speed automatic transmission

Bigger Yet: 2021 Chevrolet Tahoe and Suburban SUVs

December 11, 2019 by admin 1 Comment

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

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

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

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

1. A new rear suspension.

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

2. Bigger and roomier.

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

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

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

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

3. Three engine choices.

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

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

The Verdict

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

Photos copyright GM Corp.

GM Diesel Pickup Fast Facts

August 29, 2019 by admin 2 Comments

A third Duramax GM diesel becomes available.

GM’s latest Duramax diesel is this inline-six.

The General Motors Company makes diesel engines under the Duramax name. Most of us are familiar with the 6.6-liter turbo-diesel V8 available with heavy-duty Chevrolet and GMC models. We may even be familiar with the 2.8-liter turbo-diesel four-cylinder engine available in smaller trucks such as the Chevrolet Colorado and GMC Canyon.

But there is a third engine, this one a 3.0-liter turbo-diesel inline-six, which has received much press lately. This particular engine is available in light-duty Chevrolet Silverado 1500 and GMC Sierra 1500 models. Importantly, it is the first time in a generation we’ve seen a light-duty diesel engine for these models. Thus, we’ll explore certain salient points about the new engine, an option to consider when shopping these models.

7 Fast Facts

1. Delayed by one model year.

GM originally planned to release the new diesel engine late in the 2019 model year. It was the last engine on the docket for the rollout of the all-new 2019 models, but the EPA slowed things down. After a three-month delay, GM decided to release the engines for the 2020 model year. As of publication, the first models equipped with the new turbo-diesel are available.

2. A clean-sheet design.

The new Duramax diesel isn’t a derivative of any other engine on the market. It is a clean-sheet design, which utilizes a lightweight aluminum engine block and cylinder head. Ceramic glow plugs ensure a quicker start on frigid days, thus an engine block heater isn’t needed until temperatures reach -22 degrees F (-30 C).

3. Copious amounts of power.

Small in size, the inline-six is a powerhouse with an output of 277 horsepower and 460 pound-feet of torque. Ninety-five percent of its peak torque is reached at a very low 1,250 RM, with 100 percent sustained from 1,500 to 3,000 RPM. GM marries this engine to a 10-speed automatic transmission. Ford also utilizes a 10-speed, while Ram has an 8-speed. One further note: neither the competing Toyota Tundra, nor the Nissan Titan offers a diesel option (The Titan XD has a 5.0-liter Cummins turbo-diesel, but that engine is going away after 2019).

4. Robust payload and towing.

Choose the four-wheel-drive Chevy or GMC and you’ll find maximum payload of 1,870 pounds and a top towing capability of 9,300 pounds. The truck’s trailering capabilities will satisfy most needs, with the 6.2-liter gas V8 handling the rest.

5. Top-notch fuel efficiency.

Fuel economy hasn’t always been a big deal in a segment that emphasizes size, payload, and towing capabilities. Indeed, gas engines typically average 15 mpg, which pales in comparison to what cars are making these days. The new engine, however, changes that as equipped two-wheel-drive models earn an EPA-estimated 22 mpg in the city and 33 mpg on the highway for a combined 27 mpg. Choose the four-wheel-drive model and these numbers are 23/29/25 mpg city/highway/combined.

6. Best in class fuel economy.

GM claims bragging rights with the new diesel, beating its top competition, namely the Ram 1500 and Ford F-150. Both manufacturers have diesels with nearly identical displacements. The two-wheel-drive 2019 Ram makes an EPA-estimated 20/27/23 mpg city/highway/combined, while the four-wheel-drive version comes in at 19/27/22 mpg. As for the 2019 F-150, its best fuel rating is 22/30/25 for two-wheel drive, while the four-wheel-drive model earns 21/28/24 mpg. It’ll be interesting to track how these numbers hold up under real-world conditions.

7. No price penalty.

Shop for an efficient engine and you’ll pay through the nose for it, right? This seems only logical, but happily, it isn’t so. You’ll still pay extra to acquire this engine, but GM assures us that you won’t. Notably, the company says this about the cost: “It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.” We like that GM is holding the line on prices.

Looking Ahead

The new turbo-diesel engine should serve as a boon for Chevrolet and GMC. Much has been made about the Chevrolet Silverado ceding its second-place sales standing to the Ram 1500 this year, but we think the new engine will serve as an important marketing catalyst. Competitively priced and efficient, we may see a spike in diesel demand across the board. The only significant downside is availability, as not all service stations carry diesel. And for those that do, diesel costs .25 to .50 more per gallon than regular gasoline, yet still costs less than premium-grade gasoline.

See Also — Like a Rock: 2019 Chevrolet Silverado

Photo copyright the GM Company.

Refreshed and Reinvigorated:
2019 Chevrolet Camaro SS

March 1, 2019 by admin

The chief domestic manufacturers may be turning their backs on most car models, but left untouched are the muscle cars we love. These models include the Chevrolet Camaro, Dodge Challenger and Charger, and the Ford Mustang, each of which delivers aggressive styling, potent engines, and timeless value.

The segment hasn’t always been as strong as it is today, especially when federal regulators instituted tough emissions and safety measures, beginning in the 1970s. Entire model lines, such as the Ford Torino, Dodge Charger, and the Buick GNX were canceled. Later, some of the brands that supported such models as the Mercury Cougar, Plymouth Roadrunner, Olds 442, and Pontiac Tempest and Firebird were discontinued.

Happily, the segment received a boost when modern models from Dodge and Chevrolet joined the Ford Mustang to supply the market with a current take on automotive sports coupe performance. These models offer more power, better steering and handling, and technologies the originals never had. Though demand is only a fraction of what we saw in the 1960s and 1970s, the core is strong and consumers love them.

2019 Chevrolet Camaro Overview

The 2019 Chevrolet Camaro and Corvette continue to uphold the performance car banner for Chevy, although the latter is most definitely a sports car. As for the Camaro, the current-generation model rolled out in 2016, six years after the nameplate was restored.

For 2019, the Camaro is refreshed, sporting revised front and rear fascias along with other design changes. Chevrolet added a new infotainment interface and introduced an LE performance package to its base models.

2019 Chevrolet Camaro SS

Chevrolet offers the 2019 Camaro in LS, LT (1LT, 2LT and 3LT), SS (1SS and 2SS) and ZL1 models. All but the LS are also available as a convertible. The competing Mustang also has a convertible, while the Challenger does not.

Prices range from $25,995 to $62,995 for the coupe and $32,495 to $70,695 for the convertible. All prices include the $995 destination charge. Yes, it is entirely possible to load the Camaro with every conceivable amenity and push the final price to $75,000. That may sound crazy, but it is in line with the top prices fetched by its competitors.

Camaro SS: Oh, Yes!

For the third time, Chevrolet sent a 2019 Camaro SS my way, the only Camaro models I’ve ever tested for publication. I’ve driven the others, but the SS is the best expression of Camaro performance at least until the ZL1 came along.

Before we look at all things SS, the “lesser” Camaro models deserve recognition too. This four-seat rear-wheel-drive model comes with a turbocharged 2.0-liter four-cylinder engine with 275 horsepower and 295 pound-feet of torque. Buyers can upgrade to a naturally aspirated 3.6-liter V6, generating 335 horsepower and 284 pound-feet of torque.

2019 Chevrolet Camaro SS

Both engines work with either a six-speed TREMEC manual gearbox or to an 8-speed automatic transmission. When equipped with the automatic, the model with the standard engine makes an EPA-estimated 22 mpg in the city and 31 mpg on the highway (20/30 mpg with the manual). Choose the V6 and the fuel economy is 19 mpg in the city and 29 mpg on the highway (16/27 mpg with the automatic).

The Camaro SS raises the power quotient significantly with its 6.2-liter V8 engine making 455 horsepower and 455 pound-feet of torque. Chevy pairs this engine with either the manual gearbox or to a 10-speed automatic transmission. My test model came with the automatic and although I prefer the manual, it serves this model well. Your fuel economy here is 16 mpg in the city and 27 mpg on the highway (16/24 mpg with the manual).

Certainly, Chevrolet could have left well enough alone and stopped there. But they didn’t. And that’s a good thing. Camaro shoppers can upgrade to a supercharged version of the V8 (with the ZL1) and keep the same transmission pairings. As a result, a significant power boost is achieved, enabling this engine to bang out 650 horsepower and 650 pound-feet of torque. On the negative side, fuel economy takes a hit as it falls to 14 mpg in the city and 20 mpg on the highway (13/21 mpg with the automatic). Furthermore, a federal gas guzzler tax kicks in and it’ll lighten your wallet by $1,700.

Here are the highlights of the 2019 Camaro SS:

1. New exterior styling touches are apparent. Camaro fans will notice the changes at once. Up front, the SS has a new fascia marked by an updated grille, dual-element headlamps, and LED lighting. The extractor-style hood is a fresh design too. From the rear, the fascia features sculpted LED tail lamps with dark-tinted neutral-density (transparent) lenses. As for the wheels, you’ll find a new 20-inch design.

2019 Chevrolet Camaro SS

2. The ZL1’s automatic transmission is here. Most Camaro SS enthusiasts love the 6-speed manual gearbox, a signature performance piece in any muscle car. That said, a manual isn’t for everyone and that’s where an automatic transmission with paddle shifters comes in. For 2019, the SS gains a 10-speed automatic transmission, courtesy of the ZL1 trim, which already had this unit. The two extra gears suit this sports car just fine. We’ll explore this point when we drill down on our driving impressions.

3. You can take it to the track. Choose the available SS 1LE Track Performance Package ($7,000) and you’ll cut corners with precision. The package includes Satin Black design elements — front splitter, hood wrap, and rear blade spoiler. You’ll also find 20-inch Satin Graphite forged aluminum wheels wrapped within Goodyear Eagle F1 SuperCar tires. A performance-tuned suspension, magnetic ride control, an electronic limited-slip differential, Brembo front and rear performance antilock brakes, and dual-mode exhaust are included. Inside, front Recaro bucket seats, sueded steering wheel and shift knob cover, and a head-up display round-out this package.

4. You’ll find standard driver-assist features on the 2SS. You have to opt for the Camaro 2SS to enjoy certain safety features not offered with the 1SS. These include rear park assist, rear cross-traffic alert, side blind zone alert with lane change alert and forward collision alert (coupe only). All models have a rear-vision camera; the 2SS has a rear camera mirror.

Driving Impressions: 2019 Camaro SS

There are cars and then there are driver’s cars. The Camaro fits the latter category sublimely, especially in SS guise and above. This is no slap against the turbo and V6 models, rather it is a strong affirmation of what Chevrolet brings to the table with its sports coupe.

And the table is set with a performance coupe that’s second to none.

My test model had the standard V8 engine paired with the automatic transmission. I could have groused, given that the smooth-shifting manual wasn’t presented. But its omission gave me the opportunity to evaluate the new powertrain pairing. In fact, the current transmission acquitted itself beautifully.

2019 Chevrolet Camaro SS

On ignition, the engine rumbled and sent out a moderate bellow through its two exhaust tips. Move through the drive modes (tour, sport, and track) and the clamor increases. The same can be said for the weight of the steering wheel and the suspension system — the Camaro SS simply becomes a more potent machine with its advanced settings selected.

Move away from a dead stop and the SS immediately shows what it’s made of. The engine responds with copious amounts of power and keeps delivering as it quickly moves the Camaro forward.

At wide-open throttle, the burly V8 roars and sends this sports coupe rocketing down the road. On the straightaway, the SS is right at home. On twisty back roads, it is nimble and compliant. The steering wheel felt fantastic in my hands— it is as accurate as it is agile.

The Camaro dives into corners with confidence and leaves them with ease. Its big tires, rapidly adjusting suspension system, and limited-slip differential join forces to keep this vehicle planted.

There are also a few fun features of note with this Camaro. For instance, the lift-foot gear-hold mode. Here, if you’re navigation twist roads, simply tap the gas pedal and the transmission stays in gear. The transmission will immediately drop to third gear and hold it while taking your tight turn. It’ll upshift just as you finish your final corner and head straight down the road with the full force of the engine powered up. The other fun feature is launch control and line lock. Here, you get to optimize your 0-60 mph time, which should come in around four seconds.

2019 Chevrolet Camaro SS

Auto Trends Recommends

If performance is high on your list, then the SS is where you’ll begin your Camaro search. The good news is that 1SS coupe begins at $37,995; the convertible clocks in at $43,995. The packages are relatively light on the 1SS, but much more thorough beginning with the 2SS.

Consider the supercharged V8 and your starting price comes in at $64,695 for the coupe and $70,695 for the convertible. Both are ZL1 models, which means you get everything from the SS trims and add in every available embellishment.

We recommend the 2SS trim as it brings in such features as illuminated kick plates, heated and ventilated leather-trimmed front seats with power control, a heated steering wheel, a head-up display, dual-zone climate control, a Bose audio package, and driver-assist technologies. Even without a single upgrade, your price is $42,995. Consider a few performance and appearance upgrades and your final price should come in around $45,000.

In all, the 2019 Camaro remains an excellent representation of what we want in a modern muscle car, even a sports car. Its aggressive looks, the variety of powertrain choices, sports cockpit, and advanced technologies match up well in a small, but a highly competitive segment.

2019 Chevrolet Camaro SS

2019 Chevrolet Camaro SS Specifications

Sticker price from $37,995 (including a $995 destination charge)
Price as tested: $44,590
Seats 4
Engine No. 1: 6.2-liter V-8 gasoline engine
455 horsepower @ 6,000 RPM
455 foot-pounds of torque @ 4,400 RPM
Engine No. 2: Supercharged 6.2-liter V-8 gasoline engine
650 horsepower @ 6,400 RPM
650 foot-pounds of torque @ 3,600 RPM
Six-speed manual or 10-speed automatic transmission
Wheelbase: 110.7 inches
Length: 188.3 inches
Width: 74.7 inches
Height: 53.1 inches
Passenger volume: 52 cubic feet
Storage volume: 9.1 cubic feet (7.3 convertible)
Towing capacity: NR
EPA: 16 mpg city, 27 mpg highway (automatic)
Premium grade gasoline recommended
Fuel tank: 19 gallons
Curb weight: From 3,685 to 3,943 pounds
IIHS safety rating: Good, except acceptable roof strength and marginal child seat anchors
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 6 years/100,000 miles
Vehicle assembly: Lansing, Michigan

2019 Chevrolet Camaro SS

At a Glance: 2020 Ford Explorer

January 10, 2019 by admin

What’s old or time-honored is new again. The 2020 Ford Explorer is the latest version of Ford’s most popular SUV, an all-new model that builds on the success of the 8 million copies sold to date.

This week, at Ford Field in Detroit, Ford officially unveiled its next-generation Explorer, with thousands of Ford employees, industry leaders, community officials and a press pool in attendance.

Arriving in summer 2019, the 2020 Explorer sits on an all-new platform and features a more rigid body and updated turbocharged engine choices. This SUV’s debut occurs just days ahead of the official start of the North American International Auto Show, the final time it will be held during the winter. Starting in 2020, the Detroit auto show switches to a June format.

Highlights of the 2020 Ford Explorer

1. Supported by a new rear-wheel-drive platform. Most utility vehicles sit on a front-wheel-drive platform, with optional four-wheel drive. That’s been the case with the 2011-2019 Ford Explorer, which switched from its previous truck-based architecture to unibody construction. The 2020 Explorer still features a unibody design, but this time Ford offers standard rear-wheel drive with available four-wheel drive. Ford is following Land Rover and the Jeep Grand Cherokee in that department, hoping to capitalize on its more athletic appearance and increased capability to set it apart in a highly competitive segment.

2020 Ford Explorer

2. Enhanced by up to seven selectable drive modes. Ford’s available Terrain Management System, found on all models, features as many as seven drive modes for the choosing. All rear-wheel-drive models come with normal, sport, trail, slippery, tow/haul, and eco settings. Models equipped with four-wheel drive add deep snow and sand modes, with each designed for improved off-road performance.

3. Powered by one of two engine choices. Ford will offer a pair of engine choices with its new model. Gone is the previous 3.5-liter V6, which was offered in naturally aspirated and twin-turbocharged versions. The new engines are both turbocharged and they sport the company’s internal “EcoBoost” label. Standard with all trims, except the top-trim Platinum is a turbocharged 2.3-liter engine, which Ford expects will deliver 300 horsepower and 310 pound-feet of torque. Those numbers match what some V6 engines deliver. New to the Explorer line is a twin-turbocharged 3.0-liter V6 engine. When fueled with premium gasoline, this one will deliver 365 horsepower and 380 pound-feet of torque. Both engines work with a 10-speed automatic transmission.

4. Improved towing capabilities present. Towing and utility vehicles go hand in glove. The previous base engine with trailer package was capped out at 3,000 pounds, but now can tow up to 5,300 pounds. As for the V6, its towing capacity was raised by 600 pounds to 5,600 pounds, which is ahead of most competitors.

5. Designed with families in mind. As you might guess, utility vehicles are popular with families. The 2020 Explorer features several changes with youngsters in mind, including a tougher center console design, which now handles more weight — in the event children decide to climb on it. Other improvements include square cup-holders for juice boxes, increased overall storage space, and a reversible rear cargo floor with rubber covering one side — ideal for holding cleats after sports practice and for cleaning later. Ford says the second row has more head and hip room. The second-row seat also includes a mechanism for ease of access to the third row — just one hand is needed to flip the seat forward.

2020 Ford Explorer

6. Refined safety technologies at your disposal. No utility vehicle or any new model for that matter is lacking in technology offerings. We expect them. No, we demand them! The 2020 Explorer doesn’t disappoint, as it comes with a suite of driver-assist technologies under the Ford Co-Pilot360 umbrella. These include: pre-collision assist with automatic emergency braking, pedestrian detection, forward collision warning, and dynamic brake support. You’ll also find a blind-spot information system with cross-traffic alert, a lane-keeping system, a rearview camera with a built-in lens cleaner, and automatic headlamps with automatic high beams.

7. Advanced audio and other technologies. All Explorer models have SYNC3, which is Ford’s most advanced tech interface. This system includes Apple CarPlay and Google Android Auto smartphone capabilities and Waze navigation. Also available is a 12.3-inch all-digital instrument cluster and an available 14-speaker, 980-watt B&O premium audio system. Other features include 4G LTE Wi-Fi for connecting up to 10 devices with an available wireless subscription, a wireless charging pad, four USB ports, three 12-volt outlets, and a 110-volt power outlet.

2020 Ford Explorer SUV

Ford says that the 2020 Explorer will start at $33,860. It will come in XLT, Limited, ST and Platinum trims. A hybrid version will follow. Other pricing information and product details will roll out ahead of this model’s release date. Like the current model, the new Explorer will be built at the Chicago Assembly Plant in Illinois.

This model’s competitive set includes the Chevrolet Traverse, Mazda CX-9, Dodge Durango, Nissan Pathfinder, GMC Acadia, Toyota Highlander, Buick Enclave, Honda Pilot, Volkswagen Atlas, Subaru Ascent, Kia Sorento, and the Hyundai Santa Fe XL. The two latter models will soon be replaced by the Kia Telluride and Hyundai Palisade, respectively.

2020 Ford Explorer

Refreshed Ford Mustang Ups its Game

July 2, 2018 by admin 3 Comments

The 2018 Ford Mustang GT offers more power and improved handling.

When you have the top-selling pony car you simply cannot rest on your laurels. Especially when the competition is fierce and is always looking at ways to conquest customers.

In the Mustang, Ford isn’t taking anything for granted. Indeed, the 2018 Mustang offers an important refresh, one that affects this model’s design, interior, chassis and overall performance. And once again for 2018, Ford offers the Mustang in coupe and convertible body styles. You also can choose a Shelby GT350, the top-performing steed in the Mustang family.

But for this review, we’re going to look almost entirely at the Mustang GT. The reason, of course, is because a 2018 Ford Mustang GT in bright Orange Fury metallic was my weekly driver. Here’s how Ford improved the 2018 Mustang:

1. Exterior Embellishments.

Ford left most of the sheet metal alone with the latest Mustang, but not completely. The most noteworthy change is with the hood as it now dips lower and features a pair of hood vents.

Ford also redesigned the grille, made the LED headlamps standard across the model line and added a splitter. Other exterior tweaks were made to the front turn signals, the tri-bar LED tail lamps and to the rear quad exhaust tips.

The 2018 Mustang now offers an even dozen wheel design choices. Last, but certainly not least, the Orange Fury paint is one of three new colors for this year. The other two are Kona Blue and Royal Crimson.

2018 Ford Mustang GT

2. Interior Enhancements.

The in-cabin changes begin with the pulsing start button. It’s a small change, one that basically lures you into starting the stallion. The dashboard now features hand stitching along with contrast stitching on the center console. The knee bolsters (located on either side of the console) are padded.

Other changes include restyled seating surfaces with new patterns and color choices. I found it more comfortable this time around, with improved lower back support evident.

Ford didn’t say anything about changes to the transmission shifter (I had the manual model), but I found it shifted more smoothly with excellent clutch uptake too. An available heated steering wheel now comes wrapped in upgraded leather.

3. Performance Upgrades.

Ford tweaked the performance numbers for both engines with the base turbo four now making 310 horsepower and 350 pound-feet of torque thanks to a “transient overboost function.” That function has no impact on horsepower, but it raises torque by 30 pound-feet.

As for the 5.0-liter naturally aspirated V8, it now delivers the best performance numbers ever: 460 horsepower and 420 pound-feet of torque. That’s up from 435 horsepower and 400 pound-feet of torque last year.

2018 Ford Mustang GT

As before, both engines come with a six-speed manual gearbox. We’re thrilled that Ford isn’t backing away from allowing customers to row their own. That said, Ford swapped out the previous six-speed automatic with a 10-speed automatic, a leap that benefits both fuel economy and performance. Indeed, when equipped with the automatic, the GT can go from 0-60 mph in under 4 seconds. As for the turbo, it can now make that run up in about 5 seconds. Amazing, isn’t it?

Two tech changes affect performance too. The first are the drive modes — there are now five, including a new drag mode. Put the Mustang in the new mode, gun the engine and you’ll enjoy constant horsepower and torque as you pick up speed.

As for the instrument panel, you can opt for the available 12-inch all-digital instrument cluster, which is a tech marvel unto itself. Indeed, the display is an amazing novelty, one that’s controlled by steering wheel inputs. The cluster includes more than 10 different animations for various features, eight possible gauges for displaying an assortment of vehicle functions (including temperature, inlet air, cylinder head and coolant) and a Mustang Line Lock feature. This feature reveals a digital display animation of a spinning wheel and smoke, synchronized with the actual wheels spinning on the Mustang.

4. Chassis Changes.

With all the changes to the exterior, cabin and powertrain, there is one more area where the 2018 Ford Mustang benefits: the chassis. Certainly, if the engine is upgraded and a 10-speed automatic is now available, changes to the way the Mustang rides, steers, handles, brakes and feels are also in order.

Happily, Ford followed through by supplying the Mustang with new shock absorbers, a new cross-axis joint in the rear suspension as well as modified stabilizer bars for improved ride and handling. These changes cover all 2018 Mustang models, not just the GT.

2018 Ford Mustang GT

What’s exclusive to the GT and found in my test model is the GT Performance Pack Level 2. This pack includes the performance front splitter and a new rear spoiler. Add in a lower stance and the result is improved aerodynamics and enhanced downforce for superior curve control. You will also find Michelin Pilot Sport Cup 2 tires, retuned steering and Ford’s MagneRide suspension.

MagneRide represents custom-tuned dampers and quicker steering calibration for improved responsiveness. Other gains over the Level 1 pack include a 67-percent stiffer rear stabilizer bar, a 12-percent stiffer front stabilizer bar, along with 20-percent stiffer front and 13-percent stiffer rear springs. Ford says that this means a more stable ride around corners with less body roll.

Special Help for Baby Boomers

Before I offer a breakdown of my behind-the-wheel time with the GT, allow me to offer a special note to my fellow Baby Boomers. I regularly speak with my peers, individuals whose memory of the initial muscle car movement was part of their growing up years.

Like me, you may be relishing the current Mustang–Camaro–Challenger battle, even if you’re a bit sad that Oldsmobile, AMC, Plymouth, Pontiac and some others are no longer around. Happily, there are (or were) Corvette, Viper, F-Type, Godzilla and a handful of other attainable sports cars to entertain you as well.

2018 Ford Mustang GT

The problem, though, for us mature folks who can afford the new rides is two-fold:

1), seat comfort and,

2) manual shifting.

I mentioned something earlier about the seats — they’ve been redesigned and are much more comfortable. Indeed, where I had previously experienced lower back pain in the 2017 Mustang GT following a week of galloping around in it, I managed just fine with the new model. As for shifting, if you’re battling arthritis, any kind of resistance with the clutch or transmission shifter makes switching to an automatic sensible.

But there is good news here too — shifting is smooth and clutch uptake is effortless. Although Ford didn’t delve deep into the changes, I found Autoblog did. This online publication described the changes as “…beefier synchros, a dual-mass flywheel and a twin-disc clutch.” That’s why the updated manual shifts smoother than ever. Now if Ford would make the transmission shift tree clearer on the shift knob….

2018 Ford Mustang GT

Behind the Wheel of a 2018 Ford Mustang GT

During my week with the 2018 Mustang, I heard from other Mustang owners about their experiences with their steed. One young man also had a 2018 model, although his came with the 10-speed automatic transmission. What I learned from him is that the automatic is simply stunning and enables this galloping stallion to achieve its best speed records.

The manual gearbox, though, is no slouch. I’ve already covered the intricacies of shifting, so it is time to look at some of the special features offered, including line-lock.

Track fans will enjoy line-lock, which makes it easier to do burnouts than before. Start by finding the wheel-mounted thumb switches, then press a few buttons to activate the Track App, then select the feature. Once activated, the system automatically builds pressure in the front brakes. Next, press an additional button to hold pressure for up to 15 seconds while you slam the throttle and spin the rear tires.

See Also — Book Review: Mustang by Design

Get this right and the engine will roar and the tires will join in by squealing and smoking.

Beyond the tech-derived fun stuff, the 2018 Mustang offers ample fun without special input. Slip behind the wheel, buckle in and the flashing start button entices you to begin. Press down on the clutch, push the start button and enjoy the roar. Then, shift into gear and make your way out.

As fast as this coupe can move, some of the noteworthy attributes include how well weighted the steering is as well as handling that’s predictable, yet sharp. A big help here is Magnetic Ride Control, which is optional. With this, you’ll control the dampers with the drive mode switch and get to experience settings ranging from soft to firm.

2018 Ford Mustang GT

Parting Thoughts: 2018 Mustang GT

Ford isn’t allowing grass to grow on the pavement with the Mustang. Ever since its competitors returned to the market, we’ve seen regular updates if not an entire overhaul of the model line. This year’s GT should please enthusiasts, but keep an eye on the price because a fully loaded model now costs more than $50,000.

Looking ahead (and we can’t help doing that because you can already order a 2019) there are more changes in the offing. Ford says the 2019 GT350 model will receive improved aerodynamics and upgrades to the suspension, brakes and tires. Overall, it’ll offer enhanced handling.

The new model at the top of the Mustang line is the GT 500. We don’t know much about this model other than it’ll clear at least 700 horsepower. An official rollout doesn’t happen until Jan. at Detroit’s auto show.

With more than a half-century of heritage upholding this venerable stallion, Mustang shoppers are getting what they want and then some. Special edition models such as the Bullitt fill the Mustang stable with more of what fans crave.

2018 Ford Mustang GT

2018 Ford Mustang GT Premium Fastback

Sticker price from $39,095
Price as tested: $53,260
Seats four
Engine: 5.0-liter V8 gas
460 hp @ 7,000 RPM
420 lb.-ft. of torque @ 4,600 RPM
6-speed manual or 10-speed automatic transmission
Wheelbase: 107.1 inches
Length: 188.5 inches
Width: 75.4 inches
Height: 54.3 inches
Passenger volume: 82.8 cubic feet
Storage volume: 13.5 cubic feet
Towing capacity: NR
EPA: 15/25 mpg city/highway
Premium gasoline
Fuel tank: 16 gallons
Curb weight: From 3,705 pounds
IIHS safety rating: Good (most scores); Acceptable (Driver-side small overlap)
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years/unlimited miles
Vehicle assembly: Flat Rock, Michigan

2018 Ford Mustang GT

Lexus Hotness: 2018 LC500!

September 28, 2017 by admin 4 Comments

Lexus’s six-figure sports car.

Lexus says it doesn’t offer a sports car, but don’t for the moment believe it. Marketed as a “luxury sport coupe,” the all-new Lexus LC500 is simply a sports car in 2+2 guise.

I became acquainted with this exotic beauty and its hybrid variant at a press event in Hawaii this past February, but as usual, my drive time was limited. Seven months later, the LC500 was weaved into my press fleet rotation, giving me a full week behind the wheel of this luscious cruiser.

Lexus offers the 2018 LC500 in one grade with several packages and special options available. Priced from $92,995 (including a $995 destination charge), it isn’t too difficult for prices to exceed $100,000. By the way, the LC500h starts at $97,505 and is marketed separately.

A Matter of Style

2018 Lexus LC500 Some people find Lexus’ current styling language controversial, even ugly. The hourglass (spindle) grille is perhaps the greatest point of contention, but I’ve heard plenty of remarks about the deep body sculpting and radically shaped lighting elements.

All those features are evident on the LC500, but in this case they suit this model just fine. Indeed, the front fascia is nothing short of intimidating with the lighting elements enhancing the drama.

The LC has a race car feel with its long, wide hood, tapered greenhouse, pronounced side vents, and a powerful rear deck with a massive haunch. The boomerang lighting elements and stacked quad-tip exhaust outlets complete its persona.

You’ll find 20-inch wheels or available 21-inch forged wheels. Puddle lamps and flush-type door handles with illumination are other exterior features of note.

Luxurious and Sporty Interior

2018 Lexus LC500. Inside, the cabin is dressed for success. Luxury and sporting success, that is. Though offering a 2+2 design, the rear seat is mostly an afterthought, something my youngest son can verify as he sat there while going to and from soccer practice. That meant the front passenger had his knees against the dash to accommodate my teen and that’s certainly not something you’ll want to make a habit.

Chances are the average LC500 buyer wants this vehicle for himself or herself with a significant other riding shotgun. Just as it should be.

2018 Lexus LC500 Open the driver’s door and your full senses are activated. You’ll note the new car smell goes beyond the expected, offering a deeper, richer fragrance than you might find elsewhere. Slip behind the wheel and the comfortable, yet supportive seats embrace you. Scan the interior and you’ll find supple leather covering nearly everything, with carbon fiber and metallic touches also evident.

My eyes were mesmerized by the electronic instrument panel and center console display, with both coming alive when the ignition was engaged. Bold colors and an artistically designed layout greet you.

2018 Lexus LC500 The interior layout is both luxurious and simple — the driver sits behind a slightly smaller than normal steering wheel with the expected driver-assist controls at the ready. The center compartment is the darling of the details with a long armrest doing double duty as a storage compartment containing a pair of USB ports and a 12-volt outlet.

With everything tightly shut, the driver can place his arm with his wrist resting on the holder and the Lexus scratch pad supplying mouse-like control of the center screen. It takes some time getting used to the layout, but once you do, you can manage most in-cabin controls, while keeping your eyes on the road.

Other interior touches include aluminum pedals — accelerator, brake and footrest, 10-way power driver’s seats, LED interior lights, available heated and cooled seats, and a heated steering wheel. A 12-speaker Lexus audio system comes standard; a 13-speaker Mark Levinson package only enhances the experience.

An All-New Chassis

Unlike the RC, Lexus didn’t turn to its parts bin to create the new LC series. Instead, the LC represents the first of what’s certain to be several models based on Lexus’ new rear-wheel drive architecture (the LS is the second model).

It is also the most structurally rigid Lexus yet, with more high-strength steel used than before. At the same time, aluminum is liberally used, as in the suspension mount and links as well as the door skins.

Opt for the Sport Package with the Carbon Fiber Roof ($2,960) and this composite material tops the exterior. Otherwise, you can choose a Glass Roof Package ($1,400). Select the Performance Package ($5,960) and you’ll find carbon fiber scuff plates.

2018 Lexus LC500

Behind the Wheel: 2018 Lexus LC500

The engine powering the LC500 is everything to this luxury sport coupe. Thankfully, Lexus did not choose to go with forced induction and “settle” for the twin-turbocharged V6 now powering the all-new LS flagship line. I have nothing against that engine whatsoever — it is just that my preference is for a naturally-aspirated motor whenever and wherever one is possible.

The 5.0-liter V8 is a familiar engine, also powering other Lexus models, including the RC F coupe and the GS F sedan. However, in the LC500, it benefits from variable valve timing with the fuel injected directly into it cylinders to achieve its high compression ratio (12:3-1) or into its intake ports, yielding delicious low-end kick.

2018 Lexus LC500 Lexus pairs this engine with a 10-speed sport direct shift automatic transmission with paddle shifters and manual mode. Sorry, you won’t find a manual transmission anywhere, so let us mourn….

That said, the LC500 is loads of fun! Feel free to paddle or stick shift your way to wherever the road takes you. Personally, I’m of the mind that if there is no manual, then I’ll go full automatic — why be disappointed with something that satisfies neither side of the drive equation?

Making up for the lack of the manual gearbox is the drive mode controller, fixed to the top of the dash for easy turning. Here, you’ll choose Comfort, Eco, Sport S or Sport S+ modes. I’m sure I was in Sport S+ mode at least 98 percent of the time, what delivers weighty steering, longer shift points, and kicks up the exhaust system a notch.

2018 Lexus LC500 Oh, yes, the suspension system offers its own adjustments, supplying optimum connection between the car and road, although fuel economy takes a beating — I averaged 17.9 mpg in mostly highway and back road driving. Otherwise, this model makes an EPA-estimated 16/26 mpg city/highway.

Engage the ignition and an immediate VROOM blows out the back. When idling, the LC500 is not much louder than your average vehicle — it’s when you press the pedal to the metal or let up on the same when the sport exhaust system is most active.

Lexus says the LC500 goes from 0-60 mph in 4.4 seconds, although there is no launch control at work. This car steers and handles extremely well, gripping the road and holding tight turns with authority. At high speeds (ahem) the LC500 underscores its street cred, nearly becoming one with the road.

Parting Thoughts: 2018 Lexus LC500

2018 Lexus LC500 Wow, oh wow! That’s my short take on Lexus’ new sports car. It has the performance chops you demand, wrapped in an artistically beautiful package.

Although I made scant mention of the LC500h hybrid, it is no slacker, delivering 354 total system horsepower with its 3.5-liter V6 engine and two electric motors at work. It is a far more efficient model too, making an EPA-estimated 26 mpg in the city and 35 mpg on the highway — a 50 percent increase in fuel efficiency over the standard model. This means you’ll easily recoup your $4,510 hybrid investment.

Doubtlessly, serious LC500 shoppers don’t face the same budget constraints of the average new car shopper when considering this model. Personally, I would go with the standard model and opt for the Torsen limited-slip differential ($390 — heck, yeah!) and the Performance Package, which requires adding the Convenience Package ($1,000) and the 21-inch wheels ($2,650), bringing your grand total to $102,995, what makes this a six-figure sports car.

2018 Lexus LC500

Sticker price from $92,995
Price as tested: $100,815
Seats four
Engine: 5.0-liter V8 gas
471 horsepower @ 7,100 RPM
398 foot-pounds of torque @ 4,800 RPM
10-speed automatic transmission
Wheelbase: 113.0 inches
Length: 187.4 inches
Width: 75.6 inches
Height: 53.0 inches
Passenger volume: 85.9 cubic feet
Storage volume: 5.4 cubic feet
Towing capacity: NR
EPA: 16/26 mpg city/highway
Premium gasoline
Fuel tank: 21.7 gallons
Curb weight: From 4,280 pounds
IIHS safety rating: NR
Limited vehicle warranty: 48 months/50,000 miles
Powertrain warranty: 72 months/72,000 miles
Corrosion warranty: 72 months/unlimited miles
Vehicle assembly: Motomachi, Japan

See Also — First Look: 2018 Lexus LC500 and LC500h

Behind the Wheel of a Lexus LC 500

February 22, 2017 by admin 4 Comments

A Hawaiian driving adventure includes the LC 500h.

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

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

Enter the 2018 Lexus LC 500.

Global Architecture for Luxury Vehicles

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

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

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

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

Larger, But With Lightweight Materials

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

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

Standard or Hybrid Models

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

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

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

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

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

All-New Multi Stage Hybrid Transmission

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

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

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

A Matter of Style

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

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

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

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

A Sporty, But Elegant Interior

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

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

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

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

2018 Lexus LC 500

On the Road

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

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

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

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

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

2018 Lexus LC 500

Parting Thoughts

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

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

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

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

2018 Lexus LC 500

Ford: All-New 3.5-Liter, V-6 Engine Offers Significant Power Boost

July 13, 2016 by admin 2 Comments

Best-in-class performance from Ford’s largest EcoBoost engine.

The Ford Motor Company continues to provide reasons for customers to consider its best-selling F-Series pickup truck line. Its main model, the popular F-150, is endowed with countless configuration options and offers four gasoline engines for the choosing.

Second-Generation EcoBoost Engine

One of those engines is a turbocharged 3.5-liter, V-6 and come this fall the second-generation version will be released. The new engine will be paired exclusively with a 10-speed automatic transmission Ford developed in partnership with its chief rival, GM. The new transmission will also appear in other models, including the 2017 Mustang.

Benefitting the new engine is an increase in performance, with horsepower boosted from 365 hp to 375 hp. The most significant change, however, is in pulling power as torque rises from 420 foot-pounds to 470 foot-pounds. Notably, the extra power places the engine on top of the performance heap as it surpasses all diesel and gasoline competitors, including V-8s.

“The 2017 Ford F-150 now delivers the best torque in the segment,” says Raj Nair, Ford executive vice president, Product Development, and chief technical officer. “This class-leading torque arrives with a transformative 10-speed automatic that improves nearly every aspect of F-150 performance.”

New Power Plant Combination

Of the new power plant combination, Ford says it will supply improved acceleration and performance when compared with the current engine and six-speed transmission. Specifically, the second-generation engine “…provides better low-end and peak engine performance, ideal for hauling heavy payloads and towing heavy trailers.”

Depending on just how the truck is configured, Ford data reveals that the beefy V-6 can currently pull from 10,600 to 12,200 pounds. Data for the second-generation engine has not yet been released. The current fuel economy ratings of 17 mpg in the city and 24 mpg on the highway are expected to improve.

Additional Engine Choices

The standard F-150 engine is a normally aspirated 3.5-liter, V-6 paired with a 6-speed automatic transmission. This engine makes 282 horsepower and 253 foot-pounds of torque and replaced the previously used 3.7-liter V-6. It also has the lowest tow rating amongst the four engines offered, ranging from 5,000 to 7,600 pounds.

A smaller EcoBoost engine is also available, this one displacing at 2.7 liters. Paired with a 6-speed automatic transmission, its power ratings are 325 horsepower and 375 foot-pounds of torque. This truck has a tow rating ranging from 7,600 to 8,500 pounds. Along with the larger turbo engine, the two EcoBoost engines represent approximately 60 percent of all F-150 sales.

The only V-8 engine offered displaces at 5.0 liters and is paired with a 6-speed automatic transmission. Power ratings are 385 horsepower and 387 foot-pounds of torque with a tow rating ranging from 8,300 to 11,100 pounds.

Holding Off the Competition

The new power plant combination enables Ford to keep its F-150 product line fresh. Completely overhauled in 2015 and now featuring an aluminum body, truck sales for Ford have been strong this year. Indeed, the F-150 is experiencing the strongest growth in the segment as it is up 10.7 percent through the first half of the year according to GoodCarBadCar.net. Ford continues to enjoy strong sales despite a Chevrolet ad campaign poking holes at its aluminum body.

On the other hand, sales for the second-best selling Chevrolet Silverado are down 0.8 percent through the same period. Other models in this segment include the Ram Pickup (up 8.8 percent), the GMC Sierra (up 5.6 percent), the Toyota Tundra (down 9.9 percent) and the Nissan Titan (up 8.8 percent). The Nissan is the newest model in the segment with its latest edition rolling out this calendar year.

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Production Reality: 2018 Lexus LC 500

January 15, 2016 by admin 3 Comments

Production reality: 2018 Lexus LC 500 sports car.

Four years is a long time to go from concept car to production vehicle.

Typically, a car manufacturer teases a concept it intends to build and approves it for production within the year. For example, in the case of the Chevrolet Bolt introduced at the Detroit auto show (NAIAS) last January, it was green-lighted for production before the start of the Chicago Auto Show the following month.

Toyota has teased us with a handful of concept vehicles down through the years, including the fetching FT-1, a delicious sports car some still hope becomes the all-new Toyota Supra. Notably, on the Lexus side of the house we’ve seen the LF-LC, a product dangled before us at the 2012 NAIAS. That concept is now a production reality and comes to us in the form of the Lexus LC 500, a provocative high-end sports car introduced at the 2016 NAIAS.

2018 Lexus LC 500.

Approved From the Top

The Lexus LC500 was approved by Akio Toyoda, Chief Branding Officer and Master Driver for Lexus. Toyoda is the scion of the same family that founded the automaker — substitute the “d” for the “t” and you have Toyota. Moreover, he is also the man who said more than four years ago that “our cars should be fun to drive.” That’s an understatement!

Toyoda made his earlier pronouncement even as the company was enjoying much success with nameplates such as the Corolla and Camry pacing sales. But that leadership came at a cost — most enthusiasts considered these models as nothing less than rolling appliances, devoid of passion. Toyoda understood that his cars needed to be changed and initiated a process that has since yielded sportier versions of its most popular products.

The Lexus LC 500 does something else — its gives Lexus a flagship sports car to join its two other flagships: the LS sedan and the LX SUV. Both the sedan and the SUV have helped pace the marque, but the excitement factor belongs entirely to the LC 500.

Now back to Mr. Toyoda: “A few years ago, we decided to guide the future of the brand with products that had more passion and distinction in the luxury market. This flagship luxury coupe’s proportion, stunning design and performance make a strong statement about our brand’s emotional direction and will grow the Lexus luxury appeal globally.” Emotive sells cars as does quality and reliability. The latter two points Lexus has long owned.

Can you sense the excitement?

2018 Lexus LC 500.

Supplying Performance Cred

Certainly, Lexus has made some strides itself in recent years in an effort to up its performance credibility. In particular, the IS Series now has a turbocharged four-cylinder to showcase, providing a much-needed alternative to the base and slow-as-molasses 2.5-liter, V-6. Further, the RC F delivers to us a taste of what Lexus has in a sports car. Yet, the RC F is merely a luxurious competitor to such pony cars as the Ford Mustang — something more was needed.

The LC 500 gives us a 2+2 sports car with an athletic countenance, a copious spindle grille, and generously apportioned wheels — that’s an understatement: the wheels simply look enormous.

Its sleek roof line melts into the rear deck, the belt line rises and zooms back to meet the edge of the roof. This sports car not only is fast, but its visage looks the part.

2018 Lexus LC 500.

Seating for Four, Room for Two

Like the RC F, the LC 500 offers token room for two in the rear. Figure that you’ll use that area to belt down a bag or two. Indeed, one look at the rear and no one will volunteer to squeeze into the back.

As for the cockpit, Lexus says that it is both driver-focused and elegant. But the same assessment can be said for the RC F.

Notably, “the driver’s hip point was engineered to be as close as possible to the vehicle’s Cg (Center of gravity) where feedback from the car is the most communicative to the driver.” That’s a feature common to high-end sports cars, one that provides the ultimate in driver satisfaction.

2018 Lexus LC 500.

High-Performance V-8 Power

Under the hood is a high revving rendition of the engine found in both the RC F sports coupe and the GS F sports sedan. This 5.0-liter, normally aspirated V-8 engine will be paired with a 10-speed automatic transmission “with shift times rivaling those of a dual-clutch transmission. The component is smaller and lighter than some current 8-speed transmissions.” Lexus estimates that the all-aluminum powerplant will actualize 467 horsepower and 389 foot-pounds of torque. Importantly, an under 4.5-second 0-to-60 mph time is anticipated.

The new Lexus model is more than a year away from arriving on the market. When it does launch, it will be a 2018 model. By then, we’ll have pricing information — expect it to come in somewhere above $100,000; we’ll also have full model details.

Meanwhile, Lexus faithful should rejoice as the brand receives what is destined to become a world class performer. Certainly, it is a late arrival, but an altogether welcome one at that.

2018 Lexus LC 500.

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