8-speed automatic

The Refreshed and Handsome
Lexus IS 350 F Sport

January 12, 2021 by admin Leave a Comment

Lexus updates the IS as it retires the GS.

2021 Lexus IS 350 F Sport

Sedan sales continue to decline as consumers opt for utility vehicles. But some manufacturers are doubling down on the segment by updating new models.

This year, Lexus canceled the midsize GS, while updating the IS. The number of Lexus sedan lines is down to three (IS, ES, and LS), with the remaining models each updated within the past two years.

2021 Lexus IS 350 F Sport Review

Lexus prices the 2021 Lexus IS 350 F Sport from $39,000 to $44,900, plus a $1,025 destination charge. The IS comes in four trims: IS 300 RWD, IS 300 AWD, IS 350 F Sport RWD, and IS 350 F Sport AWD. Previously, Lexus offered the F Sport with both engine choices. This year, the IS 350 is the F Sport.

This model seats up to five. Our test vehicle was a 2021 Lexus IS 350 F Sport RWD. Unlike the other two sedans, this one doesn’t have a hybrid variant.

2021 Lexus IS 350 F Sport

Exterior

So, is the 2021 IS an all-new model or simply a refresh? We call it a refresh as it has the same dimensions as last year’s model along with carried over powertrains. Lexus may beg to differ, but we’re sticking with our guns: unless a model is completely overhauled, such as utilizing new architecture, then it is, indeed, a refresh.

Happily, the changes were worth it, enabling Lexus to stay with the remaining contenders in this segment, including the BMW 3 Series, Cadillac CT4, Mercedes-Benz C-Class, and the Audi A4, to name a few.

This year, the front fascia has been reworked, although the now customary hourglass (spindle) grille is nothing new. The slender headlamps are new with the Lexus “check mark” now sitting above the lights. From front to back, the design is crisper with more pronounced lines and sculpting than before. It sits slightly lower and wider, thanks in part to burly bumpers that help supply a more aggressive canvas.

The most impressive change, at least in this person’s eyes, is the rear lighting element. The rear also supplies its own take on the check mark lights up front, with distinct L-shaped lamps connected by a thin line of LED lights. Its impressive enough by day, but its quite fetching by night.

Choose an F Sport trim and there are some changes to the spindle grille, including block forms within to create a sporty touch. A grille bottom intake allows air to flow through to enhance brake cooling, which is a design Lexus says is inspired by the RC F. Exclusive BBS wheels, carbon fiber outer mirror housings, and a unique carbon fiber rear spoiler are finishing accents in F Sport models with the available Dynamic Handling Package.

Premium triple-beam LED headlights are available.

2021 Lexus IS 350 F Sport

Interior

We’ve long been fans of Lexus’ interiors, prizing them for excellent fit and finish, simplicity, and the high-quality materials used. We’re not especially fans of the scratchpad mouse for controlling some features, but this year there is a touch-screen display added. Thus, you’re no longer dependent on the pad to manage some functions.

With the GS gone, the IS makes a leap to the big LS. Also, there is the ES, a front-wheel-drive sedan that’s slightly larger and roomier than the IS. It now offers all-wheel drive. But we like to compare similar sedans and the IS comes in closer to the now retired GS, which previously was the model nearest in size to the ultra-luxury LS.

The changes from the previous model year are small, but worth noting. Indeed, you’re already an IS fan if you notice these changes, which include round air vents, relocated cup holders, and an infotainment display that sits closer to the dashboard’s edge. We figured that Lexus’ designers looked at the niggling issues with the cabin and adjusted it accordingly. Consequently, Lexus made the necessary updates without a revolutionary (and expensive) overhaul.

If you’re looking for a roomy interior beyond the front seats, this isn’t it – you’ll want the ES instead. The IS’ front seats are very comfortable and supportive, although we could wish for thigh extenders ala the BMW 3 Series to take pressure off our hips for those long drives. And as someone who battles sciatic pain from time to time, extenders are most welcome.

2021 Lexus IS 350 F Sport

For passengers consigned to the rear seat, that region diminishes in appeal significantly. The seats are comfortable, but ingress and egress is limited, there isn’t enough legroom, and tall folks may find their hair sticking to the headliner. If you and one other passenger are below average in height, the seating area is much more tolerable. On paper, three can sit back there, but the space is simply too tight to do so except for short trips.

Trunk space is also quite small. Consequently, you’re limited if you plan to bring a lot of luggage with you on your next trip. Notably, the 10.8 cubic feet available is quite small for this vehicle; we typically see 15 cubic feet or more. Certainly, I know I’ll sound like a broken record, by the Lexus ES and its 16.7 cubic feet of cargo space looms large in this segment.

Lexus dresses the Is 300 with NuLuxe interior trim – this leather-like material is cushy and comfortable. It’s also breathable, serving as a proper substitute for real hides. The list of standard features that go beyond full power accessories includes 8-way power front seats and dual-zone climate control.

Choose the IS 350 F Sport and this trim brings in various F Sport embellishments, including to the leather-trimmed steering wheel, bolstered heated and ventilated front seats, embossed interior trim, black geometric interior trim, and aluminum pedals. Further, this trim has a 10-way power driver’s seat with lumbar support and four-way adjustable headrests.

Lexus offers a Comfort Package that includes heated and ventilated front seats, a heated leather-trimmed steering wheel, and a power tilt-and-slide moonroof. The Dynamic Handling Package (which we mention in brief below), brings in a heated wood steering wheel, and ash interior trim.

2021 Lexus IS 350 F Sport

Tech

Lexus equips the IS 300 models with an 8-inch touchscreen display, a 10-speaker audio system, Bluetooth, Apple CarPlay and Android Auto smartphone integration, Amazon Alexa compatibility, Lexus Enform connectivity with Wi-Fi, and USB connectivity.

Among the upgrades are 15- and 17-speaker Mark Levinson audio systems, a navigation package, and a 10.3-inch display screen with a new multimedia system. Curiously absent is a wireless charging pad.

2021 Lexus IS 350 F Sport

Safety

That Lexus places an emphasis on safety shouldn’t surprise too many people. Just as the mainstream Toyota brand benefits from a strong roster of standard driver-assist technologies, the Lexus luxury brand does likewise.

Consequently, we think the 2021 IS will maintain the Top Safety Pick+ rating bestowed on the 2020 model from the Insurance Institute for Highway Safety (IIHS). Likewise, its 5-star rating from the National Highway Traffic Safety Administration (NHTSA) seems likely to carryover.

The list of standard features comprises everything that’s part of the Lexus Safety System + 2.5 package. These include a pre-collision system with pedestrian detection, lane tracing assist, lane departure alert with steering assist, road sign assist, all-speed dynamic radar cruise control, and automatic high beams. Supplied separately, but not part of this package is blind-spot monitoring with rear cross-traffic alert.

There are a few options to consider as well. First, there is a panoramic view monitor that utilizes four high-resolution cameras on the front, sides, and rear of the vehicle to supply drivers with a bird’s eye view of the vehicle. Second, Lexus offers intuitive park assist with automatic braking. Customers can bundle this with the panoramic camera and gain rear pedestrian detection in the process.

2021 Lexus IS 350 F Sport

Performance

Lexus offers IS shoppers two engine choices or three if you consider the different power outputs of the available V6.

Only the base model comes with a 2.0-liter turbocharged four-cylinder engine making 241 horsepower and 258 pound-feet of torque. This one sends power to the rear wheels via an 8-speed automatic transmission.

The second engine choice is for both all-wheel-drive models. Here, Lexus utilizes a 3.5-liter V6 engine with 260 horsepower and 236 pound-feet of torque. This one makes use of a 6-speed automatic transmission.

That second engine also serves as the third when the IS 350 F Sport is rear-wheel drive. Specifically, the output jumps to 311 horsepower and 280 pound-feet of torque. Power routes to the wheels via an 8-speed automatic transmission. Consequently, the IS at this level delivers a noticeable boost in power without a turbocharger or a supercharger on hand.

2021 Lexus IS 350 F Sport

The power differences among the V6 engines is striking – 51 horsepower and 44 pound-feet of torque. In the F Sport, it benefits from several performance upgrades, including a cold air intake system, staggered 19-inch wheels, a performance suspension system, and a limited-slip rear differential. The added performance, including an automatic transmission with two additional cogs doesn’t translate into a big difference in fuel economy. In fact, the F-Sport RWD has only a 1 mpg combined edge over the two AWD trims.

We found the F Sport RWD performs as intended, with its limited-slip differential enhancing traction while cornering and when exiting turns. The IS also is also planted better with the LSD active. Switch the drive mode to Sport+ and it builds on the Sport mode’s advanced engine and transmission power adjustments to improve steering assist and damper support. In effect, the package takes an already decent driver’s car and enhances its performance characteristics.

2021 Lexus IS 350 F Sport

Competitive Set

We made mention of some of the IS’ competitors earlier: the Audi A4, BMW 3 Series, Cadillac CT4, and the Mercedes-Benz C-Class. Other models to consider include the Jaguar XE, Genesis G70, Infiniti Q50, Volvo S60, and the Acura TLX.

Each one brings something special to the segment, which is where first-time luxury shoppers usually look when they’re not considering a utility vehicle. Several models have a performance variant that Lexus doesn’t yet offer with the IS.

Our Recommendation

The IS 350 Sport RWD is our choice. If you opt for AWD, you’ll gain a traction edge, but you’ll see overall performance diminished.

We’ve driven multiple iterations of the IS, including from the last refresh in 2014. That escapade took us to the then mothballed Rockingham Speedway. We liked the sedan then; the changes since have only improved upon it.

Yes, now that the GS F is gone, it’s time for an IS F! But we can only work with what we have and that’s still a good choice. Indeed, the IS 350 F Sport with the Driver Handling Package makes this luxury sedan a bargain for $45,000. You can go higher, but the sweet spot is right in the mid-40s.

2021 Lexus IS 350 F Sport

2021 Lexus IS Specifications

Lexus	2021 IS
Segment	Compact Luxury Sedan
Price Range	From $39,000 to $44,900
Destination Charge	$1,025
Engine No. 1	2.0-liter, turbo I4
Horsepower	241 hp @ 5,200 rpm
Torque (lb.-ft.)	258 @ 1,650 rpm
Transmission	8-speed automatic
Engine No. 2	3.5-liter, V6
Horsepower	260 hp @ 6,600 rpm
Torque (lb.-ft.)	236 @ 2,000 rpm
Transmission	6-speed automatic
Engine No. 3	3.5-liter, V6
Horsepower	311 @ 6,600 rpm
Torque (lb.-ft.)	280 @ 4,800 rpm
Transmission	6-speed automatic
Seating	5
Curb Weight (pounds)	Up to 3,880
Wheelbase (inches)	110.2
Length (inches)	185.4
Width (inches)	72.4
Height (inches)	56.5 (RWD)/56.7 (AWD)
Headroom (f,r…inches)	38.2, 36.9
Legroom (f,r…inches)	44.8, 32.2
Shoulder room (f,r…inches)	55.9, 53.4
Hip room (f,r…inches)	54.3, 54.0
Storage (cubic feet)	10.8
Gross vehicle weight (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	regular
Fuel Tank (gallons)	17.4
EPA Fuel MPG (city/highway/combined)	19/26/22 (AWD)
Manufacturing Plant	Tahara, Japan

The Toyota Supra Gets a Four-Cylinder Engine and We’re Simply Gobsmacked!

August 7, 2020 by admin 6 Comments

Year two for the current-generation Supra brings imporant performance changes with it.

The Supra 2.0’s engine delivers 255 horsepower and 295 pound-feet of torque.

Toyota resurrected its GR Supra sportscar in 2020 and has already made some important changes for the new model’s second year. Not only does the six-cylinder turbocharged engine produce more power, but it’s joined by a turbocharged four-cylinder for the first time. The new engine is now standard and comes with significantly less step-off power than the previous standard-bearer. But the vehicle is also lighter, which makes it a thrill to drive. Indeed, we were utterly astounded by the new offering and believe it makes a compelling choice for Supra shoppers.

What’s New in 2021

Besides the new base engine, the inline-six sees an increase in horsepower. Other changes include a now-standard 8-inch display and a special range-topping A91 edition with exclusive color and design features.

The base price for the 2021 Supra is $7,000 less than last year, accounting for the new powertrain as well as the loss or change to some standard equipment. The price starts at $42,990 and reaches $55,990 at the top end. Add $955 for the destination charge.

We drove the 2020 Supra 3.0 in January and reviewed it here. A year earlier we shared what we knew about the all-new model here. That said, this review is heavy on the drive experience; please review our earlier work for information about the design, technology, and safety features.

Powertrain Choices

So, why a new engine for the Supra? Well, because it already had one, at least in other markets. When it made its U.S. launch, Toyota held true to its Supra roots by introducing the inline-six-cylinder engine only. It’s the engine design and cylinder count that has always motivated this sports car in North America. Various four-cylinder engines were also used, but never made it to the states.

As is common knowledge to most, the Toyota GR Supra and the BMW Z4 are mechanical twins. In fact, the Supra is based on the latest Z4 and the chassis, powertrain and other key components are all BMW. Toyota supplied the body shell and made some tweaks to the suspension, but this sports car is effectively a BMW.

The standard engine displaces 2.0 liters and makes 255 horsepower and 295 pound-feet of torque. The now optional Inline-six enjoys a 14-percent boost in horsepower and a slight increase in torque to 382 horsepower and 368 pound-feet of torque respectively. Both engines work with an 8-speed automatic transmission that routes power to the rear wheels. Unfortunately, a manual gearbox is not offered.

The 2021 Toyota GR Supra 2.0 on the Rocky River Truss Bridge, an aged viaduct in Pittsboro, NC.
Constructed in 1921 and refurbished in 1959, this single-lane bridge carries traffic across NC 1953
(GPS Coordinates: 35°37’27.0″N 79°11’58.0″W).

On the Road

So, with less power at the ready, were we prepared for the corresponding loss in kick this new engine delivers? Yes, but we weren’t disappointed. Not hardly at all.

What helps the base Supra 2.0 is a weight loss of more than 200 pounds. Much of that weight savings comes through the smaller engine, but this model also loses the electronic rear differential. A few more pounds of savings are realized by making manual seats standard. Other subtractions include different headlamps, a four-speaker audio system (down from the previous six), and smaller wheels.

The turbocharged twin-scroll engine fires up with a harrumph and supplies a noticeable toot through the exhaust system. We don’t think it is an artificially manufactured noise although the exhaust with cat-back properties certainly enhances the sound.

Engage the transmission and move forward and the Supra’s sportscar vibe kicks in. The driver sits low in the cockpit and enjoys decent forward site lines and acceptable side views. The rear blind spots aren’t as challenging as you might think, thanks in part to the large liftgate. Move away from a dead stop and the Supra beckons you to pick up speed. But before you do, take note of the wonderfully weighted steering wheel – it offers an excellent connection to the road with generous feedback. Any slight driver input and the front wheels immediately comply. It’s a fantastic feeling knowing that every 1-degree shift supplies a corresponding change in direction. That the Supra hugs the road and stays centered is something that becomes very apparent at high speeds.

My ride partner, Steve, and I took to the backroads of Chatham County to put the Supra through its paces. The area is hilly with ample winding roads that also rise and fall in various places. It’s a rural setting, which means traffic is almost non-existent – there is plenty of room to open up and enjoy what the Supra can do.

Beyond its strong step-off power, the Supra supplies robust twist taking it from highway speeds to well above when flooring the gas pedal. With nary a pause, the turbo spools to deliver its full power almost immediately. Specifically, this twin-scroll (TwinPower) turbo supplies excellent boost response, generous low-end torque, optimizes performance through the powerband, and simply maximizes its performance all around. We can’t say enough about this technology as it is lightweight, durable, and more efficient than any dual-turbo arrangement.

The Supra’s BMW connection quickly becomes apparent when testing its performance chops. The low center of gravity is an important consideration as the Supra stays centered while rapidly picking up speed. The connection between the road, car, and the driver is excellent as all three seem to become one. To illustrate: as you’re moving forward, this sports car senses the road, stays centered, and requires only the slightest driver input for tackling twisty roads. The high-pitched purr of the engine beckons the driver forward, inviting him to push the Supra to its limits. As our speed quickly picked up, the Supra seemed to hunker down with the steering and suspension systems complying. We’ve driven plenty of cars that seemed as if they would implode when pushed hard. Instead, the Supra simply bore down and got to work.

We didn’t miss the rear electronically controlled rear differential used with the six-cylinder model one bit – the McPherson struts upfront and the multi-link rear suspension with anti-roll bars worked great. We kept the Supra in Sport+ model the entire time, which positively impacts steering weight and reaction, suspension damping, stability control, and gear changes. When operating in this mode, throttle response is heightened and the exhaust tone magnified. “Normal” is the default setting, while Sport mode supplies a middle ground in this three-mode arrangement.

Also enhancing the Supra’s performance chops are the Michelin Pilot Super Sport tires (255/35R19 front, 275/35R19 rear). The tires live up to their claim of supplying excellent grip, steering response, and cornering. Indeed, we found them especially helpful in the latter category as the Supra enters and leaves corners with precision.

All in all, the Supra with the new four-cylinder engine supplies an excellent drive. Its lighter weight, near 50-50 weigh distribution, performance chops, and road manners combine to deliver an exhilarating experience, perhaps far above what anyone would have expected. That this Supra can be had for under $45,000, underscores its value too.

A multi-link rear suspension with multiple anti-roll bars helps keep
the GR Supra planted everywhere it goes.

Parting Thoughts

If you choose the Supra 2.0T, there is one package available. A Safety & Technology Package ($3,155) brings in such features as adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, parking sensors, and emergency braking. On the tech front, the package includes an 8.8-inch touchscreen with navigation, a 12-speaker 500-watt JBL audio system with amplifier, a touchpad rotary control, wireless Apple CarPlay, and connected services. This is an easy upgrade for anyone considering the standard engine as you’re still getting a Supra costing thousands less than the base price of the 2020 model.

2021 Toyota GR Supra Specifications

Toyota	2020 GR Supra
Segment	Sports car
Price Range	$42,995 to $55,990
Destination Charge	$955
Engine No. 1	2.0-liter, turbo I4
Horsepower	255 @ 5,000 to 6,500 rpm
Torque (lb.-ft.)	295 @ 1,550 to 4,400 rpm
Transmission	8-speed automatic with manual mode
Standard Engine	3.0-liter, turbo I6
Horsepower	382 @ 5,000 to 6,500 rpm
Torque (lb.-ft.)	368 @ 1,800 to 5,000 rpm
Transmission	8-speed automatic with manual mode
Seating	2
Curb Weight (pounds)	From 3,181
Wheelbase (inches)	97.2
Length (inches)	172.5
Width (inches)	73.0
Height (inches)	50.9
Head room (f,r…inches)	38.3
Legroom (f,r…inches)	42.2
Shoulder room (f,r…inches)	54.4
Hip room (f,r…inches)	54.2
Storage (cubic feet)	10.2
Gross vehicle weight rating (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	premium
Fuel Tank (gallons)	13.7
EPA Fuel MPG (city/highway/combined)	22/30/25 (I6)
Manufacturing Plant	Graz, Austria by Magna Steyr

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

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

August 4, 2020 by admin 4 Comments

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

Diesel Delight: Ram 1500 Rebel

June 30, 2020 by admin 1 Comment

We get behind the wheel of a diesel-powered Ram 1500.

The 2020 Ram 1500 comes in two cab configurations and offers three engine choices.

All-new for 2019, the 2020 and fifth-generation Ram 1500 returns with new or updated trim and options packages. The big news is that the available turbo-diesel engine has more horsepower, torque, and towing capacity that rivals the optional V8 gas engine. Importantly, the diesel model remains the most efficient full-size pickup truck on the market. Happily, a 1500 Rebel with the turbo-diesel was supplied by Ram for a week’s worth of driving fun.

2020 Ram 1500 Review

Ram offers the 2020 1500 in seven trims. It is available in Quad and Crew Cab styles, with standard rear-wheel drive and available four-wheel drive. The base Quad Cab model has a six-foot-four-inch bed and is priced from $32,145 to $45,400. The roomy Crew Cab with a five-foot-seven-inch bed starts at $34,945 and reaches $53,195. Add $3,500 for four-wheel drive and another $1,695 for the destination fee. Our Crew Cab Rebel model with the diesel engine option and equipped with various package upgrades pushed this model past $70,000.

Exterior

The current-generation Ram 1500 has lost its big-rig look, which was a design common to the model line dating to the mid-1990s. Think “Peterbilt” and you understand. Although the 1500 trades those burly looks away for a sleeker tapestry, it remains an imposing canvas nonetheless.

You can’t find a regular cab 1500 model these days, but that’s no surprise. The take rate was under 5 percent and that’s too low to justify building one. Instead, customers have a choice of two four-door options – Quad and Crew Cabs. Both offer four hinged doors with the former’s rear doors about 75 percent the size of the latter.

Like the atypical pickup truck, the Ram has slab sides. Beyond front fascia styling, the look is nearly identical. Ram, though, gives customers choices on what to do with their trucks, by offering various package upgrades, including chrome bumpers and grille surround, painted aluminum wheels, and a sport hood. Wheel choices include 17-, 18-, 20-, and 22-inch designs. Special badging, brush guards, and decaling offer distinction. And like other models in this class, customization is the key for many customers.

Interior

The Chrysler Corporation has a history of supplying premium and luxury models, something that has continued under an earlier tie-up with Daimler and the current one with Fiat. Although the Chrysler brand itself cannot be considered a luxury brand, the eponymous marque has a history of supplying well-appointed vehicles. This trend sometimes spreads to the company’s other North America brands.

Ram, on the other hand, is new to the luxury game. Separated from Dodge in 2011, the Ram truck brand has attempted to distinguish itself by raising interior quality. Happily, the fifth-generation 1500 nails it, especially on the upper trim models where soft-touch materials, real hides, and chrome trim dominate. And they’re not just placed haphazardly – Ram took special care to consider this design without tempering with its mission as a work or recreational truck.

Luxury appointments aside, the Ram excels in all things storage. Here, you’ll find a large, configurable center console, roomy in-floor bins, and locking Ram Box compartments built into the side of the bed. We know pickup truck owners put an emphasis on payload and towing, but the Ram sets the mark for storage, making this model a compelling choice.

Safety

Every trim comes with the required rearview camera. This one includes dynamic guidelines with centerline detection. Available on the three top trims is a surround-view camera system.

If you want blind-spot monitoring with rear cross-path detection and trailer detection, it is available on all trims. Other driver-assist features include forward collision mitigation (also known as adaptive emergency braking) and lane departure warning. Along with parallel and perpendicular part assist, this trio of safety features comes bundled in the Advanced Safety Group Package.

Technology

All Tradesmen, HFE, Big Horn/Lone Star, and Rebel trims come with a standard 5-inch color display. It’s too small for our tastes and that’s why the available 8.4-inch screen is simply the better choice.

But there is also available a 12-inch screen available in the Laramie Longhorn and Limited or at least that’s how Ram lists it. Our Rebel had the 12-inch screen, even though it’s not listed in the press material.

Huge in any model, the largest of the Ram’s three screens is absolutely stunning. It not only is simple to read, but it is easy to use – the Uconnect system is one of our favorites. We like it more than Ford’s with the GM duo coming in second.

Move up through the trim ranks and Ram adds satellite radio, HD Radio, and multiple USB ports scattered throughout the cabin. A 6-speaker audio system is standard, while some models offer 9 or 10 speakers. On the top tier, a 19-speaker audio system is available. Other features optional include a wireless charging pad.

Performance

Ram offers three engine choices or four if you count the eTorque version of the V8. With eTorque, Ram supplies a mild hybrid drivetrain, which helps power certain key components while adding some boost. Each Ram engine works with an 8-speed automatic transmission.

The standard engine is a 3.6-liter V6 with 305 horsepower and 269 pound-feet of torque. An upgraded 5.7-liter V8 gas engine delivers 395 horsepower and 410 pound-feet of torque. This one adds $1,495 to your cost.

If you have $4,995 to spare, then the 3.0-liter turbodiesel V6 is worth considering. This one produces 260 horsepower and a whopping 480 pound-feet of torque and nearly matches the 12,750-pound pulling chops of the V8. Importantly, it’s also the most fuel-efficient model, delivering a remarkable 22/32 mpg city/highway for the two-wheel-drive model.

Our four-wheel-drive Rebel model came with the diesel and that gave us an excellent opportunity to put it through its paces. Ram supplied our test model with the upgraded 33-gallon fuel tank, which means the Rebel’s range topped 800 miles. That means this Ram can travel from Raleigh to Detroit without refueling and still have at least 100 miles to spare. Simply remarkable!

The Ram diesel comes by way of one of Fiat’s engine divisions and was a proven workhorse then and now. It measures the same size as diesels offered by Chevrolet and Ford, but the Ram wins the fuel efficiency award.

Step-off acceleration is unremarkable, but that’s not uncommon in full-size pickup trucks with a standard V6 gas engine. It’s the V8 engines that offer the best off-the-mark acceleration, but at a price to fuel economy.

Once the diesel-powered Ram gets moving, the turbo quickly spools and all that wanted power kicks in low on the band curve (1,600 RPMs). That’s where you want to find it because anyone who knows how torque works, it serves as the principal motivator when accelerating and for pulling. To us, it seemed as if there was a big V8 gas engine under the hood. Instead, the muted rattle of the diesel reminded us otherwise.

Not only does the diesel supply the power, but the transmission is entirely suited for the job. It worked seamlessly and confidently – never once did we feel it wasn’t matching well with the required cog.

Beyond its robust performance, the Ram 1500 offers the best steering, handling, and ride among the large pickup trucks, in our opinion. Weighted steering, deft handling, and a thoroughly comfortable ride are its strengths, the latter imbued with a self-leveling suspension system that seems stolen from Mercedes-Benz, but likely comes by way of Alfa Romeo. We think the current Ram sets a new benchmark among its peers, which likely explains why it now outsells the venerable Chevrolet Silverado.

One more thought: is the Ram Rebel a direct competitor to the F-150 Raptor? In short, no it isn’t. They share some styling elements, but the Ford is designed to tackle Baja conditions, while the Rebel is best suited for nearly any other off-road pursuits. We didn’t take the Ram to Uwharrie National Forest, our favorite off-road destination, but we did play with it on gravel and dirt roads and also navigated not a few puddles and gullies. It acquitted itself wherever we took it, although its girth means we avoided some areas that are perhaps too tight for even smaller models.

Competitive Set

The Ford F-150 is the clear sales leader in the segment, holding its leadership since the late 1970s. That’s an amazing run and one unlikely to be overtaken anytime soon.

Inasmuch as the F-150 leads the segment, there have been years when the twin Chevrolet Silverado and GMC Sierra have outsold Ford. But Ford now easily outsells the duo and will probably do so for the long haul.

Ram is certainly making strong inroads and that’s something to keep in mind when examining the segment or if you’re considering a slightly smaller midsize model. Although no longer made, the Ram Dakota may return in a few years, giving Ram a nice stablemate to consider. If you want a midsize FCA product, the Jeep Gladiator is worth a look.

Bringing up the rear of the segment in sales terms is the Toyota Tundra and the Nissan Titan. The Toyota is the more Ram-like of the two, while the Nissan reminds us of the Ford. Neither of these two offers a turbodiesel option, however.

Our Recommendation

Our pick is the Crew Cab simply for its outsized cabin. Stretching out your legs is a thrill typically reserved for stretch limousines. This one is the delight for both families and the work-crew set.

If your budget allows, then go all the way up to the Limited. Otherwise, the Rebel delivers a wonderful blend of grit and luxury. You’ll still pay well over $50,000 for one if you choose four-wheel drive and several of the options packages.

Should you consider the turbodiesel? The near-$5,000 investment may have some people balk at its cost, but a 50-percent-plus edge in fuel efficiency is hard to ignore. Also, a turbo is more durable than a gas engine and could easily outlast the truck – not that we think the Ram won’t last for decades, but the engine shouldn’t be a problem. We’d seriously choose one if towing and fuel efficiency were important considerations.