leather

High Country Chevy Silverado Delivers a Premium Package

March 30, 2018 by admin 2 Comments

High Country Chevy is at the apex of the Silverado range.

2018 Chevrolet Silverado 1500 — 2018 Chevrolet Silverado High Country Crew Cab.

Mostly everyone knows the next-generation Chevy Silverado 1500 is on its way, with production beginning this fall and the first models arriving sometime ahead of the Thanksgiving-Christmas-New Year holiday season.

The good news here is a larger, more powerful and lighter 2019 Silverado model is planned. The bad news, at least from Chevrolet’s perspective, is that you may forget the current model is widely available and will be for the rest of the calendar year.

Take heart Chevrolet, because the current Silverado is still in demand. Further, with nearly 700,000 shoppers choosing a new Silverado or Colorado in 2017 in the US alone, you’ll find enough consumers who simply won’t want to wait.

Lastly, from the consumer’s perspective, big discounts on outgoing models are always a huge draw. Although we don’t delve into them when writing our reviews, as of this writing they’re quite strong. Just saying!

2018 Chevrolet Silverado 1500

2018 Chevrolet Silverado Overview

The 2018 Chevrolet Silverado comes in eight trims. Yes, eight!

Chevy starts things off with the Work Truck, then rolls out LS, Custom, LT, LT Z71, LTZ, LTZ Z71 and High Country trims. You have a choice of standard two- or available four-wheel drive.

2018 Chevrolet Silverado 1500 Moreover, regular, double and crew cab options along with short, standard and long box options will keep you busy in your search for the right truck.

My recommendation for shoppers is this: acquaint yourself with the Configurator on the brand’s site at Chevrolet.com. It’ll help you understand what you’re getting, including packages and accessories. Drill down and you’ll find the payload and towing information. It is quite a useful tool, one that I recommend.

Earlier this year, I drove the Silverado LTZ Z71 with the Centennial package. This past week, it was the top-of-the-line Silverado 1500 High Country -— a crew cab model with four-wheel drive. As you might guess, there is quite a price disparity between models, but it narrows significantly when you choose the same cab, engine and drivetrain configurations. As for the drive, I covered those details earlier, so let’s take a deep dive into all things High Country.

2018 Chevrolet Silverado High Country

1. Exclusive crew cab.

You won’t find the High Country name attached to regular or double cab models. It is only available as a crew cab, but you do still have a choice between rear- and four-wheel drive.

2. Short or standard boxes.

2018 Chevrolet Silverado 1500 Box size is important to pickup truck buyers. The High Country offers both 5-foot, 8-inch or 6-foot, 6-inch beds. You’ll also find chrome assist steps and four tie downs, and an available multi-fold hard tonneau cover along with cargo box lighting.

3. Chrome embellishments.

Bling is often the sign that your vehicle is a cut above the rest. To this end, the High Country features 20-inch chrome wheels with 22-inch wheels available.

Chrome is also heavy, so much of the bling found on the top-end Silverado covering the grille, mirror caps, handles and other surfaces is brightwork plastic. You’ll also find High Country badging placed strategically on the exterior as well as imprinted on the front headrests.

4. Your choice of V8s.

Chevrolet has two V8 gas engines in its arsenal. One is ubiquitous with its big trucks and SUVs. The other is typically found in heavy-duty applications.

2018 Chevrolet Silverado 1500 The standard V8 is GM’s small-block engine, a 5.3-liter with 355 horsepower and 383 pound-feet of torque. If that’s not enough power, then the 6.2-liter V8 with 420 horsepower and 460 pound-feet of torque might do. Both engines deliver the off-the-mark kick and passing power you want, which is especially noticeable in the larger engine. Add in the throaty sound of either one and a smile will likely cross your face.

Keeping the happiness going is a smooth-shifting eight-speed automatic transmission. Who needs 10 cogs when eight will do?!

5. Premium interior.

How do you dress the High Country’s interior? You start off with wide bucket seats up front and a 40/20/40 split-fold-up bench seat in the rear. You cover the seats in leather and do likewise with the steering wheel.

Double stitching surrounding the dashboard and door handles adds elegance. Woodgrain and other brightwork trim raise interest. Add in heated and cooled front seats and a heated steering wheel and you have one very comfortable cabin.

Notably, back row passengers aren’t cheated here. In fact, the seats are plush and supportive. Further, you’ll find in-door drink holders and storage pockets, USB ports and a 12-volt outlet.

See Also — 2019 Chevrolet Silverado & a Turbo Four

6. Generous tech features.

Chevrolet may have the best tech features of any mainstream brand. They’ve long offered OnStar, which still supplies a guidance plan and includes 4G LTE with a WiFi hotspot. There is something about accessing the Internet while on the road with no connectivity nearby. Create your own hotspot and connect up to seven devices.

You’ll also find an eight-inch color display, USB ports, an auxiliary jack, Bluetooth and a seven-speaker Bose audio system with a subwoofer.

2018 Chevrolet Silverado 1500

High Country Shopping Considerations

There are a few things to keep in mind when shopping the High Country.

First, the Cajun Red Tintcoat on my test model was one of three premium colors beyond the five standard ones. This one cost $495, the other two were $395 or $995.

Second, the side assist steps are handy, but they’re fixed. If you plan on going off-road, the power-retractable assist steps are the better choice for avoiding possible damage. They’re part of a $6,995 High Desert Package or you can order them as part of a High Country Deluxe Package ($7,730, reduced to $4,230).

Third, wheel choices can get quite pricey. The 22-inch silver wheels are included in the package, but upgrading to black wheels will set you back by nearly $3,000. Then again, the Configurator may have you swap out the wheels at no charge, depending on your package.

Fourth, the Performance Brake Upgrade System may be ideal for heavy-duty towing. Here, you get red Brembo six-piston fixed aluminum calipers and large rotors. The brake pad and rotor areas are larger too, so you’ll pay $2,795 for this upgrade. Add $1,249 for the available cat-back exhaust system.

Fifth, a rear entertainment system is available. Consider this option if you buy a Silverado with your young family in mind. For $1,620 you get a drop down 9.2-inch color display, a Blu-Ray/DVD player and wireless headphones.

Add in most of the available amenities and your price will likely come in somewhere above $70,000. Again, not all discounts have been factored in. Find out from your dealer which ones apply to your vehicle.

2018 Chevrolet Silverado 1500 High Country

Parting Thoughts: Silverado High Country

I’m not here to tell you to buy this truck or opt for that model year. What I can tell you is that for pickup truck shoppers wanting the maximum package, the 2018 Chevrolet Silverado High Country does not disappoint. If your budget for a crew cab is below $50,000, you still will find ample choices. Some trade-offs in engine availability and creature features will factor in, but a truck to your liking is certainly within your reach.

2018 Chevrolet Silverado 1500 Crew Cab

High Country Edition

- 2WD sticker price from $52,000 (plus $1,395 destination charge)
- 4WD sticker price from $55,300 (plus $1,395 destination charge)
- Price as tested: $65,000 (est.)
- Seats five
- Engine No. 1: 5.3-liter V8 gas
- 355 horsepower @ 5,600 RPM
- 383 foot-pounds of torque @ 4,100 RPM
- Engine No. 2: 6.2-liter V8 gas
- 420 horsepower @ 5,600 RPM
- 460 foot-pounds of torque @ 4,100 RPM
- 8-speed automatic transmission
- Wheelbase: 143.5 inches
- Length: 230 inches
- Width: 80 inches
- Height: 73.8 inches
- Passenger volume: NR
- Storage volume: 5-foot, 8-inch or 6-foot, 6-inch bed
- Towing capacity: 11,700 (4WD), 12,500 (2WD) pounds
- EPA: 15/20 mpg city/highway (est.)
- Regular (5.3L); Premium (6.2L) gasoline
- Fuel tank: 26 gallons
- Curb weight: 5,036 (2WD), 5,300 (4WD) pounds
- IIHS safety rating: Good, except for marginal driver side small overlap
- Limited vehicle warranty: 3 years/36,000 miles
- Powertrain warranty: 5 years/60,000 miles
- Corrosion warranty: 6 years/100,000 miles
- Vehicle assembly: Silao, Guanajuato MEXICO

2018 Chevrolet Silverado 1500

Revived Lincoln Aviator Set to Take Flight

March 29, 2018 by admin 3 Comments

New Aviator SUV strengthens the Lincoln marque.

The Lincoln Aviator is back, an all-new SUV set to take flight next year. Notwithstanding the obvious aviation references, the 2019 Aviator may very well enable the Lincoln brand to recapture at least some of its past glory, particularly as the preeminent American luxury automotive brand.

The 2019 Aviator was presented at a media conference at the New York International Auto Show this week. It joins the bigly Navigator and the soon-to-be-renamed two-row MKX (Nautilus as of 2019). The compact MKC starts things off for Ford’s luxury brand.

As for the MKT, the wagon-like outlier of the utility vehicle bunch, we don’t see its ongoing usefulness to the brand. Perhaps it will soldier on in a livery capacity for another year or two — gosh, don’t they make nice funeral cars?

Lincoln Aviator

2019 Lincoln Aviator

The 2019 Aviator sits on a rear-wheel drive platform with available all-wheel drive, but is based on unique architecture that is not related to the similar-sized Ford Explorer. Indeed, the Explorer comes with standard front-wheel drive.

Unlike the body-on-frame Navigator, the Aviator is unibody — just like the Jeep Grand Cherokee and the Land Rover Range Rover.

The canvas features clear-cut Lincoln touches, beginning with the mesh grille now commonly used on other Lincoln models. Signature LED lights and a narrow lower grille are other upfront features.

Take note of the nose ridge on the hood, then allow your eyes to scan the profile. A high beltline underscores this SUV’s powerful stance.

Body sculpting and a character line that runs through the door handles adds visual interest. The roofline gently slopes to the rear, which is marked by wraparound tail lamps with a connecting light bar.

Lincoln Aviator

Upscale, Tech-Oriented Cabin

Inside, you’ll find a spacious cabin with seating for seven. The Lincoln press release uses beautiful flowing prose to describe that space, but it probably means little to you if you haven’t seen it.

Breaking it down into decipherable language, you’ll find such features as available 30-way power front seats with massage capability, aluminum trim and leather-trimmed seats.

Tech features include a 12-inch color display, wireless phone charging inside the front armrest, WiFi connectivity and power outlets throughout the cabin.

Lincoln will also offer its “Phone as Key” technology where drivers will be able to start their SUV with their smartphone.

Lincoln Aviator

Powertrain Choices

Lincoln hasn’t revealed the engine slated to power the Aviator. We do know that it will be a twin-turbo, likely a V6 displacing at 2.7-, 3.0 or 3.5 liters.

The middle engine is a Lincoln exclusive and is our pick if we were to choose one of the three.

A 10-speed automatic seems likely as well. We expect Lincoln to offer multiple drive modes and you’ll also see the now familiar piano key transmission controller.

Not only will the Aviator receive dual boosting power, but it will offer a plug-in hybrid variant similar to the one showcased in New York (and pictured here from the rear).

When added to the standard twin-turbo gas engine, we’re likely to see impressive performance numbers. Lincoln, however, hasn’t shared those details nor has it hinted at its range.

Lincoln Aviator

Reaching Higher

The Lincoln Aviator is designed to fill a gap in the Ford utility vehicle segment.

It is also expected to drive sales, helping Lincoln achieve its goal of 300,000 annual global units by 2020. A significant portion of those sales will be in China with the United States and Canada contributing the balance.

Lastly, there is always a chance the model will be the 2020 Aviator, given its 2019 release. No matter, this SUV’s arrival will be a welcome addition to dealer fleets.

See Also — Toyota: 2019 Corolla Hatchback Returns

Swank SUV: 2017 Audi Q7

July 11, 2017 by admin 3 Comments

Audi presents the latest iteration of its largest SUV.

The second-generation Audi Q7 has arrived, bringing with it a more car-like look. At first glance, you may see a tall wagon as Audi lowered the hood and relaxed the roofline. Inch for inch, the dimensional changes are minimal for Audi’s largest SUV. The first-generation model lasted from 2007 to 2015; Audi skipped the 2016 model year.

As before, the Audi 2017 Q7 comes in Premium ($49,000), Premium Plus ($53,000), and Prestige ($65,400) trims along with two gasoline engine choices: a 2.0-liter turbocharged four cylinder or a 3.0-liter supercharged V6. Both engines come paired with an eight-speed automatic transmission with manual shifting capabilities.

Gone is the turbo-diesel, vanquished following the Volkswagen Group’s diesel debacle that uncovered emissions cheating followed by billions of dollars in fines and buybacks. For a while, Audi pushed to have the 3.0-liter turbo-diesel certified, but that now seems unlikely.

My test model was the Premium Plus with the base engine. Opting for the V6 is a $6,500 upgrade for the first two trims, but this engine comes with the Prestige grade.

Options included a vision package ($2,000) bringing in a virtual cockpit, full LED headlights, and a top view camera system. Also added were 19-inch five v-spoke aluminum wheels ($1,000), cold weather package — heated steering wheel and heated front seats ($500), rear side airbags ($350), and high gloss black and terra brown walnut wood inlays ($350). With a $950 destination charge, the final price came in at $58,725. All told, that’s about $20,000 less than the Land Rover Discovery I had a month earlier.

2017 Audi Q7

Exterior Overview

Standard equipment includes Xenon plus headlights with LED daytime running lights, power adjustable and power-folding heated side mirrors, LED taillights, and rear fog lights. All models come with aluminum roof rails, a power tailgate, and rear privacy glass. Audi offers a choice of three 18-inch wheel designs.

Package and trim-level upgrades raise the luxury and design quotient, adding such features as running boards, 20-inch wheels set within all-season run-flat tires, power soft-closing doors, and integrated twin-trapezoidal exhaust outlets.

Interior Highlights

The Audi Q7 offers a 2+3+2 seating arrangement with ample room for the first two rows, but narrow space in the third row. The second-row seats move and tilt forward sufficiently, but that back row is best suited for two youngsters.

2017 Audi Q7 Most of the time you’ll want the third row seat, resting inside the floor to take advantage of the 37.5 cubic feet of storage space (14.8 cubic feet behind the third-row seat and 71.6 cubic feet behind the first row).

Audi interiors are beautiful — handsomely designed with high-end materials throughout. The workmanship is top notch — what’s especially evident is the careful attention to driver control placement and to the way the telematics system functions.

Leather covers the seats, the door inlays, wraps the steering wheel and graces the top of the shift knob.

Standard equipment includes stainless steel door sill inlays, ambient LED lighting, a tilt and telescopic steering column, three-zone climate control, panoramic sunroof with a power sunshade, and 10 beverage holders. You’ll find very comfortable power front seats with heating elements.

Upgrades swap out the cloth headliner with a Black Alcantara headliner, individually contoured front seats with ventilation, Valcona leather, four-zone climate control, a power-folding third-row seat, and extended LED ambient lighting.
2017 Audi Q7

On the Road

Audi provides a 2.0-liter, turbocharged four-cylinder engine making 252 horsepower and 273 foot-pounds of torque. And if that isn’t enough power, you can upgrade to a 3.0-liter supercharged V6 generating 333 horsepower and 325 pound-feet of torque. Both engines come paired with an eight-speed automatic transmission.

My test model had the smaller engine and it quickly became apparent when I stepped on the gas pedal. This fairly sizable SUV pulls away from a dead stop with deliberation, cranking out more power once the turbo spools up. However, even when fully engaged the engine just didn’t seem to provide enough power to correspond with the size of the SUV. Had I driven with a full contingent of passengers, I might have found the experience lethargic.

Manufacturers are putting smaller engines under the hood in an effort to boost fuel economy. Consequently, there is a corresponding decline in power even with forced induction. If considering the Audi Q7 as your family vehicle, pony up the extra bucks to get the supercharged V6. Comparatively, the larger engine distributes full power from the onset and in a far greater amount — 32 percent more than the junior engine.

Although the base engine may fall short of expectations, nothing else about the Q7’s ride and drive disappoints. Indeed, all models come equipped with Audi’s prestigious Quattro all-wheel drive system, renowned for its strong handling attributes. This SUV’s sight lines are quite good, the ride is comfortable, and steering is light to the touch. As always, you can dial in the level of feedback received through the MMI screen — comfort, auto, dynamic, and individual. Choose the mode based on your driving preferences — the suspension, transmission, and engine settings adjust accordingly.

2017 Audi Q7

Safety and Technology Features

The 2017 Audi Q7 is an Insurance Institute for Highway Safety (IIHS) Top Safety Pick.

This SUV excelled in all five crash testing criteria — small overlap front, moderate overlap front, side, roof strength, and head restraints & seats. In front crash protection the Q7 garnered a superior score.

The Q7 comes with the usual contingent of safety features, including a suite of airbags and brake assist.

A driver assistance package ($2,400) brings in adaptive cruise control with traffic jam assist, lane keep assist, traffic sign recognition, and high beam assist.

Audi is synonymous with technology and that’s evident across the model line. Driver-assist technologies are a big deal these days and Audi rises to the occasion.

At speeds up to 52 mph, “Audi pre sense city” identifies cornering and stationary vehicles and pedestrians, and delivers full braking when a collision is certain. Available pre sense plus extends that limit to 137 mph and includes collision warning and emergency braking. Other available features include rear cross traffic alert, vehicle exit assist, turn assist, collision avoidance assist, stop and go and traffic jam assist, and adaptive cruise control.

All models have Audi’s MMI scroll wheel feature, what controls the touchscreen. Available navigation, Audi Connect with 4G LTE internet, and a 10-speaker audio system with a CD player and MP playback are additional highlights. Buyers may upgrade to a 19-speaker Bose or to a Bang & Olufsen 3D advanced sound system ($5,000).

I’m a fan of Audi’s telematics system. In the Q7, the screen emerges from the top of the dash and cants towards the driver. The black background with orange and white lettering is easy to read. The Google maps street view interface is quite detailed, revealing building outlines in addition to streets, parks, and other landmarks.

Audi also provides an “all-in-touch” multimedia interface co-developed with Preh. Instead of pressing a button for MMI functionality, sensors and actuators “read” your commands. Navigation, telephone and multimedia input control is at the ready in this unique hub.

2017 Audi Q7

Parting Thoughts

The all-new Q7 provides a more wagon-like departure from the previous SUV. Its bold face, elegant lines, and dramatic sculpting add flair and distinction, while its interior is as close to perfection for five passengers as anything else on the market.

Yes, you can squeeze two youngsters in the third row, but that comes at much sacriffice to storage capacity.

It is hard to say what the take rate will be on one engine versus the other, but if you put a premium on performance, only the supercharged V6 will suffice.

Choose the Premium Plus with the V6 ($60,400) and include the driver assistance and vision packages and you’ll come away with a well-equipped model for about $66,000 — that’s easily within the range of other luxury models in this segment.

2017 Audi Q7

2017 Audi Q7 Specifications

Audi	Q7
Segment	Midsize Luxury SUV
Base Sticker Price	$49,950 (Premium); $53,950 (Premium Plus)
Price as Tested	$57,200 (estimated)
Standard Engine	2.0-liter, turbocharged I4
Transmission	Eight-speed automatic
Horsepower	252 @ 5,000 to 6,000 RPMs
Torque (lb.-ft.)	273 @ 1,600 to 4,500 RPMs
Optional Engine	3.0-liter, supercharged V6
Transmission	Eight-speed automatic
Horsepower	333 @ 5,500 to 6,500 RPMs
Torque (lb.-ft.)	325 @ 2,900 to 5,300 RPMs
Seating	2+3+2
Curb Weight (pounds)	4,938
Wheelbase (inches)	117.9
Length (inches)	199.6
Width (inches)	77.5 (without mirrors)
Height (inches)	68.5
Head room (f,r — inches)	38.4, 38.8, 35.9
Leg room (f,r — inches)	41.7, 38.8, 29.2
Shoulder room (f,r — inches)	59.5, 58.5, 49.4
Hip room (f,r — inches)	NR, NR, NR
Storage (cubic feet)	14.8/37.5/71.6
Gross vehicle weight (pounds)	NR
Towing (pounds)	4,400 to 7,700 with tow package
Payload (pounds)	NR
Fuel	premium
Fuel Tank (gallons)	22.5
EPA Fuel MPG (city/highway)	20/25 (I4); 19/25 (V6)
Manufacturing Plant	Bratislava, Slovakia

2017 Audi Q7

See Also — Limousine Style: 2017 Audi A8L

Land Rover Discovery Resurrection!

June 20, 2017 by admin 3 Comments

Return of the top-of-the-line Discovery series.

On or off road, the 2017 Land Rover Discovery shines.

Land Rover divides its universe between top-of-the-line Range Rover models (currently numbering four) and a pair of standard Discovery models. But there is nothing “regular” about the Discovery and Discovery Sport other than a base Discovery Sport SE is the only Land Rover with a starting price coming in under $40,000.

As for the eponymous Discovery, you need a scorecard to keep track of this model introduced in 1994, then briefly renamed the Discovery Series II, then succeeded by LR3 and LR4 models. For 2017, an all-new model is out and we’ve come full circle as it once again bears the Land Rover Discovery moniker.

2017 Land Rover Discovery

The 2017 Discovery costs from $49,990 for the gas model (SE) and $58,950 for the diesel (HSE). Other gas trims to consider include the HSE ($56,950), HSE Luxury ($63,950) and First Edition ($73,950). Besides the base diesel HSE, the HSE Luxury diesel costs ($65,950). Thus, choosing the turbo-diesel adds $2,000 to your corresponding trim. Add $995 for your destination fee.

A 2017 Land Rover Discovery HSE Luxury Td6 ($65,950) was a recent and worthy model supplied for my personal evaluation. The final price, however, was $80,150 reflecting several packages and individual option upgrades. These were: a Drive Pro package ($2,350), rear seat entertainment ($2,270), Namib Orange Premium Metallic paint ($1,495), Capability Plus package ($1,295), Vision Assist package ($1,200), head-up display ($950) and park assist ($800). I counted an additional nine options for a total of 16 — $13,205 in add ons plus a $995 destination fee.

2017 Land Rover Discovery

An Elegant, But Powerful Presence

The Land Rover Discovery projects a familiar stance with a sturdy, but elegant silhouette marked by huge D-I-S-C-O-V-E-R-Y lettering across the front edge of the hood. Just as Land Rover does with Range Rover, the overall brand lives in the shadow of the sub-brand. Yet, you’ll still find Land Rover badging in three places — two are on the C-pillars and the third rests upon the liftgate.

One of the most noticeable design features of the 2017 Discovery is the position of the front wheels — situated at the very front of the SUV. The rear wheels sit nearly as far back as they can go with enough overhang to provide generous storage space or an optional third row.

Stylish wraparound LED-accented headlights amplify the Discovery’s powerful expression along with a large lower grille opening pressed in by distinctive embrasures. A broad hood, strong shoulders, a rising beltline, and a stretched roofline are additional standout features. Angled roof pillars suggest movement, yet sturdiness. In particular, I like the thick C-pillars which leads to a long swatch of glass that appears to wrap around to the back.

From the rear, you’ll find an oversized spoiler and an unusual indentation housing the off-centered license plate holder. Oversized wraparound tail lamps and skid plates are other features of distinction. All models come with beautifully styled aluminum wheels set within all-season tires.

2017 Land Rover Discovery

An Interior Fit for Royalty

Land Rover interiors are generally spacious, airy and opulently dressed. The 2017 Discovery succeeds in advancing that look. Most models offer two standard rows of seating with a third row for two individuals available. Personally, I would hesitate to add a third row unless the extra space was absolutely needed. Otherwise, you risk losing valuable cargo space. For shoppers needing the room, a stretched wheelbase Range Rover would be ideal. But then you’re looking at a model with a starting price of about $110,000.

One of the hallmarks of Land Rover is the quality, fit and finish of the materials used. Bold horizontal and vertical lines grace the cabin with light and dark color choices supplying contrast as well as visual appeal.

Throughout the cabin you’ll find premium leather, real wood, and metal finishes — you won’t find cheap plastics anywhere. The front seats are very comfortable, supportive, and not once did I feel weary, even after multiple hours behind the wheel. The rear bench seat offers ideal space for three with sufficient head, shoulder, hip, and legroom. Add a third row and that space is best used by the youngsters in your family.

Standard interior equipment includes keyless entry and push-button start, a manually adjustable steering column, cruise control, dual-zone climate control, full power accessories, front map lights, front footwell lamps, and ambient lighting. Also available you’ll find heated front and rear seats, sport pedal covers, aluminum paddle shifters, side and rear sunshades, power seats and many more options.

2017 Land Rover Discovery

Top Technology and Safety Features

I’ve become a fan of the Jaguar LandRover InControl Touch Pro telematics system, primarily for its ease of use. Move away from the base model and you’ll find a 10-inch touchscreen display with colorful graphics, navigation with WiFi hotspot, multiple USB ports, and related apps.

2017 Land Rover Discovery You won’t get Apple CarPlay or Android Autos connectivity as JLR prefers to keep proprietary information to themselves. In any case the system understands voice commands, delivering fast results.

Land Rover offers three audio systems, including an in-house developed 10-speaker system. Beyond that, you have a choice of a pair of Meridian packages — a 380-watt, 10-speaker unit or an 825-watt, 14-speaker system with a subwoofer. HSE models get the standard Meridian system; HSE Luxury the upgraded system.

Neither the Insurance Institute for Highway Safety (IIHS) nor the National Highway Traffic Safety Administration (NHTSA) has conducted crash tests on the 2017 Discovery as of publication. Given the cost of these vehicles, each entity may elect not to do so. Regardless, sizable SUVs routinely score very well.

That said, you’ll find a suite of airbags along with rollover sensing. The available Drive Package brings a driver condition monitor, blind spot monitor and reverse traffic detection, and intelligent speed limiter and traffic sign recognition. Opt for the Drive Pro Package and it adds adaptive cruise control with emergency braking as well as lane keep assist and lane departure warning.

On the Road

The Land Rover Discovery delivers the power, regardless of your engine choice. I’ve long enjoyed the supercharged 3.0-liter V6, available in a number of Jaguar and Land Rover products. The 3.0-liter turbo-diesel is another beastly engine, although it doesn’t deliver its full power up front like the gas engine.

Step on the accelerator and the Discovery turbo-diesel moves confidently forward with average power. Press hard on the pedal and this SUV unleashes its full performance potential, moving the near 5,000-pound Discovery with authority. Quite easily, you’ll quickly reach highway speed and go well beyond if you’re not careful. The Discovery stays poised and delivers a quiet and comfortable ride. When idling, you’ll find one of the quietest diesels anywhere — the trained ear will hear the unmistakable “clack clack” but it is a muted sound nonetheless.

2017 Land Rover Discovery

While its on-road composure is excellent, what the Discovery does off road should clinch the deal amongst luxury SUV shoppers. One of the “wonders” of this model is its $1,500 optional adjustable height (air) suspension, what provides an added measure of lift when you want it. Here, you’ll find a control panel inside the cabin making it possible to lift or drop the suspension. You can also lock the suspension in place, which is ideal when going off road — or you can allow it to switch its height seamlessly.

Land Rover provides customers with a choice of four-wheel drive systems based on a single- or two-speed transfer case. Choose the latter and you’ll enjoy improved control while climbing and descending hills, or when towing. An electronic center differential supplies a 50:50 front to rear axle split with a locking feature. For an added measure of control, the available active rear locking differential controls power between the left and right wheels on the rear axle.

Parting Thoughts

The 2017 Land Rover Discovery stands head and shoulders above the competition. Competing models include the Lexus GX 460, Audi Q7, and the Volvo XC90. Of the three, the Lexus offers the strongest off-road capabilities.

If you shop the 2017 Discovery, the two engines are evenly matched. So, starting with a gasoline HSE model is an ideal place to begin. That said, with popular options ordered, you may pay in the neighborhood of $65,000 to $70,000 for one — prices entirely within the range of what well-equipped models in this segment cost.

2017 Land Rover Discovery

2017 Land Rover Discovery Specifications

Land Rover	Discovery
Segment	Midsize Luxury SUV
Base Sticker Price	$50,985
Price as Tested	$80,000
Standard Engine	3.0-liter, supercharged V6
Transmission	Nine-speed automatic
Horsepower	340 @ 3,500 to 5,000 RPMs
Torque (lb.-ft.)	332 @ 3,500 to 5,000 RPMs
Optional Engine	3.0-liter, turbodiesel V6
Transmission	Eight-speed automatic
Horsepower	254 @ 1,750 to 2,250 RPMs
Torque (lb.-ft.)	443 @ 1,750 to 2,250 RPMs
Seating	2+3 (optional 2+3+2)
Curb Weight (pounds)	4,835 (gas); 4,916 (diesel)
Wheelbase (inches)	115.0
Length (inches)	195.6
Width (inches)	81.6 (without mirrors)
Height (inches)	73.5
Head room (f,r — inches)	39.4, 39.0, 40.1
Leg room (f,r — inches)	39.0, 37.6, 33.5
Shoulder room (f,r — inches)	60.5, 59.5, 42.8
Hip room (f,r — inches)	57.8, 55.7, 42.0
Storage (cubic feet)	45 (behind second row)/82.7 (behind front row)
Gross vehicle weight (pounds)	6,724
Towing (pounds)	8,201 with tow package
Payload (pounds)	NR
Fuel	premium gas or diesel
Fuel Tank (gallons)	23.5
EPA Fuel MPG (city/highway)	16/21 (gas); 21/26 (diesel)
Manufacturing Plant	Halewood, UK

2017 Land Rover Discovery

See Also — Driven: 2017 Land Rover Discovery Sport

Forced Induction Phenomenon: 2017 Volvo S90

May 9, 2017 by admin 5 Comments

Volvo’s largest sedan is a head turner.

There aren’t too many times when I may urge shoppers to wait a year to purchase a particular model. Indeed, most people who approach me about my car recommendations have already completed their research and are simply looking for validation that their decision is the correct one.

2017 Volvo S90

But consumers looking at the 2017 Volvo S90 may want to put the brakes on their purchase decision, at least until this summer. That’s when the current sedan gets replaced by a stretched wheelbase version, adding 4.7 inches between the wheels. This particular extension benefits rear-seated passengers the most in the form of extra room behind the B (center) roof pillars.

So, what this means is that the extended wheelbase version of the sedan — available only in China at the moment — will become the lone version available in the US for the 2018 model year. Manufacturing for the standard wheelbase model continues at Volvo’s factory in Sweden for supplying the European market primarily after 2017. A Chinese factory builds the stretched wheelbase model and will start shipping them to North America this summer. The China connection comes by way of parent company Geely, owner of Volvo cars since 2008.

But waiting isn’t for everyone and if you’re shopping the midsize luxury sedan market, the 2017 S90 may have caught your eye. If so, credit Volvo with delivering a handsome sedan and doing so in an extremely competitive segment.

Indeed, it isn’t enough to do battle in a cutthroat class where the BMW 5 Series, Cadillac CTS, Mercedes-Benz E-Class, Jaguar XF, Lexus GS, Audi A6, and the Infiniti Q70 are among the established players. You have to execute and in a way that wows customers.

2017 Volvo S90

Sleek, Stylish Luxury Sedan

That “wow factor” is evident the moment you set your eyes on the sedan. A long, sleek profile is the first manifestation of something entirely modern, even beautiful. The front fascia offers an immediate focal point for its polished look with its upright grille and unique headlamp design highlighted by available “Thor’s hammer” accent lights. Further, the S90 features an athletic and wide stance with firm shoulders.

Pronounced wheel wells, a high belt line, a sweeping roofline, and lower panel trim add flair and distinction. An assortment of multi-spoke alloy wheels ranging in size from 18 to 20 inches complete the profile.

From the rear, you’ll find a raised, notched deck marked by wraparound tail lamps and dual exhaust ports. The unique creases that sit just below the belt line flow into the rear deck, amplifying this sedan’s stately presentation.

Cabin Highlights and Features

Inside, the 2017 Volvo S90 supplies room for five. Amazingly comfortable and supportive bucket seats are up front; a 40-20-40 fixed bench seat is in the rear — drop open the middle armrest and you’ll find a narrow pass-through to the trunk.

Credit Volvo’s designers for delivering an outstanding interior, rivaling that of any competing model. My top-level Inscription grade came outfitted with all the desirable creature features, including walnut wood inlays across the lower dash, within each door, and covering the front cup holders.

2017 Volvo S90 An ample supply of leather is on hand too — across the top of the dashboard, surrounding the steering wheel and transmission shifter, capping the door frames and enfolding each door’s armrest. Double-stitched, high-quality materials befitting a large, luxury sedan are in abundance here.

I’ve always liked Volvo interiors, especially for the ergonomic layout of the driver controls. It is the little things that matter much too, including the slide top cup holder and smartphone covers. When closed, the two meet, forming one unified point. You’ll also find sturdy metal door handles that open by slipping a finger inside and pulling out.

Volvo supplies a digital dashboard, steering wheel-mounted auxiliary and audio controls, driver seat memory, rear vents, and rear climate control. In addition to heated and cooled seats up front, the rear outboard seats come heated as well, thanks to a $1,050 climate package that also brings in a heated windshield, heated windshield washer nozzles, and a heated steering wheel.

The rear center seat armrest not only provides access to the trunk (measuring just 13.5 cubic feet), but it supplies a covered storage area, an open storage tray — ideal for holding a smartphone — and a pair of pull-out drink holders. Each door comes with a pair of drink holders too, although the rear doors are a bit narrower and shallower than what I would have liked. One last thought to consider: rear seat access and egress means bending your head down carefully to avoid whacking same. The 2018 version should make entering and leaving easier, as well as providing cross-your-legs back seat comfort.

Safety & Technology

Perhaps no other automaker combines safety and technology as thoroughly (and effectively) as does Volvo. The Swedish automaker pioneered a number of safety features we take for granted, including three-point safety belts, inflatable curtain airbags, blind spot information systems, and automatic braking with pedestrian detection.

But Volvo never rests on its laurels. Last year, the company announced its “Vision 2020” plan whereby the company promised that no one will be seriously injured or killed by one of its new cars (unless someone does so with the intent to harm). That’s part of a stepped-up initiative in collision avoidance, including autonomous vehicles. We’ll soon see how Volvo puts everything into practice — the company is not one to make bold pronouncements without following through on time, unlike some competitors (here’s looking at you Tesla Motors!)

That said, we’re in the here and now with the 2017 Volvo S90. This model comes with LED headlights with active bending lights — the better to see around corners at night when turning. You’ll also find frontal collision mitigation support, lane keeping aid (consequentially, you’ll feel the steering wheel provide a slight tug if you drive off center), hill start assist, a park assist camera, rear park assist, and emergency brake assist. And as you would expect, this Volvo claims a top safety score from the Insurance Institute for Highway Safety (IIHS). No testing has been conducted by the National Highway Traffic Safety Administration (NHTSA) as of publication.

2017 Volvo S90

Beyond safety-enhanced technology, Volvo provides other tech features to enhance the user experience. A 10-speaker, 224-watt audio system is standard with the tweeters, woofers, and mid-range speakers separated to augment sound reproduction. Also available is a Bowers & Wilkins premium sound system ($3,200), a 1,400-watt extravaganza featuring 19 high-end speakers. One speaker sits on top of the dash above the center console and its 12.3-inch screen.

The B&W package also includes a CD player, located in the most unlikely of all places — inside the center compartment underneath the armrest. For some odd reason, I couldn’t figure out how to get the CD working by means of the display screen. Instead, it took pushing the steering wheel-mounted voice-command button to get it to activate, once I instructed it to do so.

As for the 12.3-inch display, it is a big improvement over the previous system with it more than two dozen switches, knobs and buttons — a calamity for the novice and a distraction for everyone else. That’s not to say the replacement screen can’t be distracting, but with voice command at the ready, there should be very little direct interaction while driving.

Other tech features include a pair of USB ports, one auxiliary audio input, a 12-volt power outlet in the cargo area, Bluetooth, navigation, and dual-zone climate control. Buyers may opt for a vision package ($1,950), what brings in such features as a blind spot information system with cross-traffic alert, retractable rear view mirrors, and a 360-degree surround view camera. A head-up display option ($900) is also available.

On the Road

Choose a 2017 S90 and the base engine is a 2.0-liter four-cylinder gas engine making 250 horsepower. Utilizing a base four-cylinder engine is now common in the segment as the German manufacturers, Cadillac, and Jaguar each offer one. Two liters is also the common displacement and each of the competing engines has at least one turbocharger present.

What may surprise some is that Volvo’s upgraded engine also displaces at two liters. My all-wheel drive test model came with a supercharged and turbocharged 2.0-liter four-cylinder engine generating 316 horsepower and 295 pound-feet of torque. Notably, the same engine is now used across Volvo’s entire product line — you’ll find it in turbocharged (T5) and supercharged and turbocharged (T6) configurations. The latter choice also yields a 362-horsepower Polestar variant in some models, but not with the S90.

Both engine choices come paired with an eight-speed automatic transmission. Front-wheel drive is standard, but only on the base Momentum and Inscription models. Otherwise, all-wheel drive is the choice. By the way, the engine choices correspond with the drivetrain, so you get the standard engine when choosing front-wheel drive and the upgraded engine when you go with all-wheel drive.

2017 Volvo S90

Thankfully, my test Inscription all-wheel drive model delivered the complete goods. You start the engine by moving the toggle switch found behind the transmission shifter. Toggle to the right and the car starts. Toggle to the left and the ignition ceases.

Immediately behind the toggle switch is the drive mode controller, enabling you to choose between comfort, eco, dynamic, off road and individual modes. Most people will opt for comfort and eco modes — dynamic provides longer shift points for the transmission and beefs up engine performance, but I never took a liking to those changes. Personally, I enjoy dynamic mode, chiefly in cars outfitted with larger engines.

Step on the gas pedal and the S90 moves forward with authority. The supercharger is at work immediately supplying low-end grunt; the turbocharger joins in further up the rpm scale, delivering an extra boost of power just when you want it.

Not once did I feel the diminutive engine insufficient for this large sedan. That said, despite the sound deadening materials and other refinements, I could hear the engine’s occasional raspiness. Where larger engines may growl, the Volvo engine seems closer to a purr.

On the road, this sedan supplies a comfortable ride on even surfaces, but as you pass over a speed bump or nick a pothole, you’ll feel a slight shudder reverberate through the sedan. Passing power is excellent. If you take on twisty roads, the sedan maintains poise along the way — you won’t find yourself fighting with the steering wheel in a desperate effort to assert control.

Volvo S90 Considerations

The 2017 Volvo S90 starts at $46,950 for the standard Momentum model (T5 FWD) and $49,650 for the Inscription (T5 FWD) grade. Choose the T6 AWD and you’ll pay $52,950 for the Momentum and $55,450 for the Inscription. Add $995 for the destination and handling fee.

My test model included all four packages as well as the leather upgrade ($1,000) wrapping the top of the dashboard and the doors. The final price with metallic paint and 20-inch Inscription wheels came in at $66,105. That’s within the range of other fully-loaded models in the segment.

Personally, I would opt for the more potent engine with all-wheel drive. I would also consider the optional air suspension ($1,200), what should deliver a more settled ride along with improved handling. Your out-the-door price will likely top $60,000 for a well-equipped model, so use that price point when shopping for your S90.

2017 Volvo S90

Parting Thoughts

So, should you buy a 2017 S90 or hold off a few months and wait for the 2018 model? The new model will cost you just $1,150 more, an even smaller increase than my recently tested Infiniti Q70L and its five-inch extended wheelbase. And you might not have to wait as long either — as of this writing, dealers are taking orders for the 2018 S90s.

Invariably, there will be some resistance from buyers because of the engine choices. For some, the optional supercharged-turbocharged combination is hard to grasp. But what it does do is deliver potent power with solid fuel economy — 22/31 mpg city/highway. Choose the standard engine and you’ll enjoy 23/34 mpg city/highway.

And if waiting isn’t enough of a consideration, some shoppers may want to delay their purchase decision for yet another reason: 2018 will also bring the S90 T8, a plug-in hybrid version (PHEV) that makes a combined 400 horsepower and 416 pound-feet of torque and allows all-wheel drive. It’ll carry a base price of $63,650 and deliver a level of performance some may say is missing from the S90. Throw in about 20 miles of electric-only range and the S90 T8 may attract a new breed of Volvo customers.

2017 Volvo S90 Specifications

Volvo	S90
Segment	Midsize Luxury Sedan
Base Sticker Price	$46,950 (T5 Momentum)
Price as Tested	$66,500
Standard Engine	2.0-liter, I4 (turbo)
Horsepower	250 @ 5,500
Torque (lb.-ft.)	258 @ 4,800 RPM
Transmission	Eight-speed automatic
Available Engine	2.0-liter, i4 (supercharged, turbocharged)
Horsepower	316 @ 5,700
Torque (lb.-ft.)	295 @ 5,400 RPM
Transmission	Eight-speed automatic
Seating	2+3
Curb Weight (pounds)	4,012 to 4,222 pounds
Wheelbase (inches)	115.8
Length (inches)	195.4
Width (inches)	79.5
Height (inches)	56.8
Head room (f,r — inches)	38.7, 37.8
Leg room (f,r — inches)	42.2, 35.9
Shoulder room (f,r — inches)	57.5, 55.9
Hip room (f,r — inches)	NR, NR
Storage (cubic feet)	13.5
Gross vehicle weight (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	premium
Fuel Tank (gallons)	14.5
EPA Fuel MPG (city/highway)	23/34 (FWD); 22/31 (AWD)
Manufacturing Plant	Torslanda, Sweden

2017 Volvo S90

Limousine Style: 2017 Audi A8L

January 19, 2017 by admin 7 Comments

Audi’s flagship has limousine-like room at the ready.

2017 Audi A8L

The Audi A8L is a flagship luxury sedan, an all-wheel drive conveyance presented as an extended (A8L) wheelbase model only. A standard wheelbase model (A8) was also offered through 2016, then discontinued. This means that all 2016 and 2017 Audi A8L models reflect an extra 5.1 inches between the wheels with none shorter.

All-wheel drive is standard for this five-passenger sedan, a vehicle that starts just above $80,000 and pushes the six-figure mark when every conceivable upgrade and option is selected.

2017 Audi A8L

Audi offers a pair of engine choices with the A8L line. A turbocharged 3.0-liter V6 is standard with the 3.0 TSFI edition ($82,500), offering 333 horsepower and 325 pound-feet of torque. This model makes an EPA-estimated 19 mpg in the city and 29 mpg on the highway. Notably, your 0-60 mph time comes in at 5.5 seconds according to Audi.

Standard with the 4.0 TFSI Sport model ($91,500) is a twin-turbocharged 4.0-liter V8 with 450 horsepower and 444 pound-feet of torque. This version makes an EPA-estimated 18 mpg in the city and 29 mpg on the highway. Importantly, Audi claims a blistering 0-60 mph time of just 4.4 seconds.

Both engines come paired with an eight-speed automatic transmission.

2017 Audi A8L

Audi has developed multiple permutations of its famed “quattro” all-wheel drive system. The arrangement with the A8 supplies a 40:60 torque split, which means up to 60 percent of the torque is sent to the rear wheels, as needed.

If you fancy yet more power the Audi S8 Plus is also available, packed with a twin-turbo 4.0-liter V8 making a jaw-dropping 605 horsepower and 517 pound-feet of torque. Marketed separate from the A8L, the S8 Plus starts at $115,900. Your 0-60 mph time comes in at a stunning 3.3 seconds. Who knew so much power could be found in such a stately sedan?

Your Choice of Packages

It is easy to opt for package upgrades with luxury models and Audi is no exception. Our test model had four packages — executive ($6,900), luxury ($2,800), rear seat comfort ($2,500), and driver assistance ($2,250). The packages were represented as follows:

1. Executive — The most comprehensive of the included packages, the Executive package dressed this sedan in 20-inch, 10-spoke star design wheels wrapped with all-season tires; a panoramic sunroof; Audi side assist and pre-sense rear; a top view camera system; head-up display; 22-way power front seats; a rear seat pass-through; heated rear outboard seats; and a heated steering wheel with paddle shifters.

2. Luxury — The standard Valetta leather seats are beautiful to behold, but the luxury package brings in exceptional Comfort Valcona sport seats with diamond stitching. The other upgrade is an Alcantara headliner.

2017 Audi A8L

3. Rear Seat Comfort — In most cars, passengers battle for the front right seat. But with the rear seat comfort package, making the choice to sit in the rear has its own special benefits. For starters, there is a front passenger seat adjustment from the rear seat. This is especially ideal when it is just you and the driver — here, you can sit behind the front passenger and adjust that space as you see fit. The package also brings in separate power outboard rear seats, and both ventilation and massage functions.

4. Driver Assistance — The last package brought in four amenities: high-beam assist, active lane assist, pre sense plus, and adaptive cruise control.

Along with the $950 destination fee, the price for our test model topped out at $97,900. But Audi also delivered a $5,400 credit on the executive package, reducing this big sedan’s final price to $92,500.

Exterior Highlights

Audi supplies a near consistent design across its entire sedan line. Indeed, the A3, A4, A6, A7, and A8 share a common theme.

From the large, trapezoidal grille to its notched rear deck, the similarities are evident. But there are differences too, including in the way the headlights are designed and presented, the embrasures for housing the fog lamps, the choice of exterior colors, number of character lines offered, and body sculpting details.

The A8L comes dressed in 19-, 20-, or 21-inch wheels. Summer tires are standard; all-season tires are available. Multiple wheel design choices can be had with some options included with the package upgrades.

2017 Audi A8L

Interior Highlights

The Audi A8L seats five, but is best used by four. The reason? The rear seat compartment offers personal seat selection for passengers, including seat reclining, heating, cooling, and massaging. Add in personalized control of the windows, shades, air, and sound, and each seat cosset the passenger. Of course, opting for the Rear Seat Comfort package mentioned earlier supplies optimum comfort.

2017 Audi A8L But things up front are quite comfortable too. Standard 18-way power front seats get the job done. Leather, wood, and other high-end materials grace the interior, raising this model to ultimate status. The generous size of the cabin means all controls are appropriately placed — nothing is cluttered, although there is certainly much to consider.

The lines are clean, everything is fitted firmly and carefully, and the cabin is serene. Standard equipment includes four-zone climate control, a power tilt and telescopic steering column, a sunroof, ambient lighting, and power sunshades.

Safety and Tech Highlights

The Insurance Institute for Highway Safety (IIHS) has crash tested most Audi models, but not the A8/A8L. Figure the high cost of testing this model has saved it from a proper bang up. On the other hand, the midsize A6 has been tested and it carries a Top Safety Pick rating.

As for the feds, the National Highway Traffic Safety Administration (NHTSA) has also avoided busting the A8L and probably for the same reasons. As for the smaller A6, it received the administration’s highest score, five stars, across all three testing categories — frontal crash, side crash, and rollover. Therefore, we can safely deduce that the A8L has similar safety credentials.

2017 Audi A8L

On the tech front, the Audi A8L comes with all the expected amenities, including Bluetooth, satellite radio, an in-dash CD player, and dual SD card slots. You’ll also find a lovely 14-speaker Bose audio system with an output of 630 watts and noise cancellation technology. The one demerit, however, has to do with device connectivity — connecting cables are used instead of USB ports. Where other Audi models have made the transition to universal connectivity, the A8L lags here.

I’m a fan of Audi’s MMI system, what ties in navigation, phone, media, radio, and other in-car features to one display. The system is thorough and once it is understood it works quite well. The color display also serves up other information, including driver and front passenger massaging. Controlled by switches on the side of the seat, this feature provides five different types of massages — wave, pulse, stretch, lumbar, and shoulder. Moreover, you have up to five pressure levels to select. Truly, this was the best in-car massaging system I’ve experienced to date.

On the Road

Who needs a V8 when a turbocharged V6 engine will do? Likely, plenty of people will be satisfied by the amount of power offered by the base engine — I know I was.

Audi does an excellent job with each of its powertrain systems anyway. This one unites a boosted V6 with an eight-speed transmission and throws in paddle shifters for good measure. The only thing is that the shifters are of the small, plastic variety so there’s no titanium steel shifting thrills available when you work them.

2017 Audi A8L

What you do get is an engine with ample off-the-mark acceleration and stellar passing power — two attributes common to most luxury sedans. The transmission shifts smoothly with no gear hunting experienced. Yes, slight turbo lag is evident, especially when you floor it. It is the one trade-off you have with this forced-induction engine.

The big Audi rides quietly, absorbs bumps handily, and offers a soft as well as composed riding experience. One could say that the seats do an excellent job alone to provide that comfort — and they do. But the long wheelbase and adaptive suspension system contribute as well. Certainly, you’re not considering this model for its handling prowess, but it does remarkably well in this department too: steering is light to the touch and the big sedan stays planted on the twisty roads. Enough said.

Parting Thoughts

The Audi A8L has several noteworthy competitors, including the BMW 750Li, Lexus LS, and the Mercedes-Benz S550. Consumers might also cross shop the Genesis G90 and the Maserati Quattroporte. Two other Audi models to consider include the A7 Premium and the Audi S8.

Unless you absolutely must have V8 power, the standard V6 model should be sufficient. In addition to the four packages mentioned earlier, a dynamic package ($2,500) adds a sport differential and dynamic steering, the latter altering the steering ratio depending on the vehicle speed, while adjusting the steering torque to match the ratio concurrently. Opt for one of two wheel upgrades and your final price will come in around $95,000. That’s still lower than what German competitors charge and for a more efficient model at that.

All in all, the Audi A8L represents a fantastic example of German craftsmanship. This model goes from strength to strength, bringing with it optimum levels of style, luxury, comfort, and technology — most certainly, only when Audi finally exchanges the annoying device cables for proper USB ports will this writer be completely satisfied.

2017 Audi A8L

Is the Ford Focus RS the Best Small Car in the World?

December 23, 2016 by admin 13 Comments

One week of Ford Focus RS awesomeness!

2016 Ford Focus RS

The Ford Focus RS may be the best small car in the world. Yes, I said it. But the “best” definition can be a tricky one to use as there are multiple categories to consider, i.e., quality, reliability, efficiency, and performance, among others.

For the sake of this argument, we’ll look at what matters most to hardcore small car enthusiasts and that would be performance. This is where the Focus RS outperforms the Volkswagen Golf R and the Subaru WRX STI, small all-wheel drive models with turbocharged engines.

I’ve driven all three, was impressed with each one, but after my week with the Focus RS I can say that the segment has a new leader. No, the Mitsubishi Lancer Evolution (EVO) doesn’t warrant a mention here as this model was last built in 2015 (you can still buy a “new” one if you want). That said, the 303-hp EVO would probably come closest to knocking off the RS in the all-important 0-60 mph time. But, when it comes to drifting, the RS is the undisputed winner.

2016 Ford Focus RS

My test 2016 Ford Focus RS arrived in mid-December and several weeks after the 2017s rolled out. Procuring a performance model from Ford can take a lot of work — it took me the better part of the year to get the Mustang GT and I don’t suppose I’ll see the Ford Raptor until late next year. Getting a 2016 RS was no big deal as this all-new model arrived stateside just this past spring.

The Focus RS follows a long line of performance models built by Ford Europe, but now marketed under the broader Ford Performance umbrella. Until the current-generation Focus was released in 2011, our hopes here in North America for ever seeing a model like this one were thwarted as the small cars Ford sold in Europe were not the same as the ones offered in North America.

Fortunately, that all began to change in 2008 when the company’s “One Ford” initiative was launched, ensuring that we had a fighting chance of seeing something like the RS (while Europe finally got the Mustang).

2016 Ford Focus RS

Making a Case for the Focus RS

So, what’s the big deal about the Focus RS? Quite frankly, it represents everything enthusiasts wanted Ford to bring to the market for a number of years.

Yes, the Focus ST is a desirable model in its own right and with its personal list of praiseworthy competitors, including the Honda Civic Si, Volkswagen GTI, and the Subaru WRX (not STI), but it never was intended as the signature model. The ST has done its job and went one step further: it built a case for a high-performance model.

We knew the Focus RS in its current form was eventually going to happen because Ford has had small car performance on the docket since the Escort RS1600 was introduced in 1970.

It wasn’t until 2002 that a Focus RS model rolled out (Mk1) followed by the Mk2 seven years later. Although both powerful models in their own right, the front-wheel drive layouts were simply not enough. A turbocharged four cylinder paired with a six-speed manual gearbox were a given — but how would Ford add all-wheel drive?

2016 Ford Focus RS

Internal AWD, Not Haldex

In developing the Focus RS, Ford could just as easily turned to Haldex to supply all-wheel drive. But, the automaker has relied on its own AWD system for years, starting with the Ford Fusion and Lincoln MKZ sedans, followed by the Ford Edge and Lincoln MKX crossovers. Ten years of internal building and the expanded application of the same has paid off. Besides, why import parts from overseas when it is cheaper to build domestically? That’s a plan President-elect Trump would like.

For the Focus RS, the Ford Performance All-Wheel Drive with Dynamic Torque Vectoring Control system utilizes a pair of clutch packs on each side of the rear drive unit. Tasked with managing the hatchback’s front to rear torque split, the system also distributes torque from side-to-side on the rear axle. This so-called “torque vectoring” capability enhances handling and cornering stability, important attributes for a performance car.

The AWD system sends up to 70 percent of torque to the rear axle with up to 100 percent of that available torque sent to either wheel. Steering angle inputs send messages to the system to distribute maximum torque to the outside wheel. Understeer is nearly imperceptible and superior lateral acceleration is possible — what combine to imbue much driver confidence on the track and when operating in drift mode.

2016 Ford Focus RS

Exterior and Interior Highlights

In designing the Focus RS, Ford Performance could have substituted body panels and other parts with carbon fiber and with an eye toward lightweighting, but they did not. Instead, much of the exterior is the same, but with important front and rear fascia changes among the modifications made.

Up front, you’ll find a larger grille opening along with a pair of air vents covered in motorsport-style mesh. The lighting system is top notch with Ford going with Bi-Xenon headlamps with cornering lights, signature LED lights, and fog lamps.

In the rear, the big difference there is the spoiler — a wing-like appendage with RS debossing is present. It is the biggest honking spoiler we’ve seen yet on a Focus besides various aftermarket offerings.

Along the sides, you’ll find special skirting along with sporty 19-inch RS alloys wheels wrapped in Michelin Sport summer tires. Light blue Brembo brake caliper covers offer pop and distinction.

Inside, the Focus RS offers leather seats — firmly bolstered Recaro bucket seats are up front and a 60-40 split-folding bench seat is in the second row. Who wants to bet the seat will see little action except for those times when you plan to use drift mode with your friends begging to ride along? Well, skip the added weight — simply fold the seat down to expand the 19.9 cubic feet of standard storage space.

Other important features found inside include unique vehicle instrumentation, containing a three-display information center on top of the dashboard — readouts for turbocharger boost pressure, oil temperature, and oil pressure. You’ll find SYNC 3 telematics, USB connections and what matters most — a six-speed manual shifter.

2016 Ford Focus RS

Under the Hood

350-350. These two numbers are everything to the Focus RS. Specifically, this scorching hot hatch is powered by a 2.3-liter turbocharged four-cylinder engine making 350 horsepower and 350 pound-feet of torque, easily beating anything else in the segment.

Paired only with a six-speed manual gearbox, the Focus RS places the emphasis on performance above everything else — you can’t find an automatic transmission — regular or dual-clutch — anywhere. Just the manual gearbox. And that’s fine for devotees.

If the aluminum head and block engine sound familiar to you, it should: the Ford Mustang uses it, but in the Focus RS it sits transversely, has a more powerful turbocharger, and benefits from special tuning. Direct injection and an integrated exhaust manifold are present too, enabling this compact performance car to chew up and spit out pavement. Yes, that’s an exaggeration, but the Focus RS is designed to amaze and does so at all times.

On the Road

You can operate the Focus RS in tame mode and that would be the default normal setting as you cruise around your neighborhood. But once you pull away from populated areas, the RS begs to be unleashed.

2016 Ford Focus RS Here, you’ll move quickly out of sport mode if you aren’t there already. Take note of the changes in steering response, the all-wheel-drive setup, exhaust note, and the engine tuning. I stayed in this mode nearly the entire time — why be normal?

Track mode makes for an interesting proposition as stability control is shut off and the dampers seem to vanish. This means if you drive the Focus RS on anything other than the track, be prepared for a kidney-jostling experience. Bumpety-bump you shall go and the feeling is an odd one. At the same time, the all-around firmest settings are ideal for the track.

Drift mode is an outlier here as no other production car offers one. Here, the dampers and steering return to the normal settings, while everything else stays in sport mode. The all-wheel-drive system shifts to “drift” mode and this is where the tail of your blistering hot hatch is destined to pull out. How Ford managed to include this mode without risking the ire of insurers and regulators alike is a mystery. It is a nod to what ardent enthusiasts are doing anyway, so why not help them by making AWD cooperate?

My first jaunt with the Focus RS had me scratching my head. Notably, while operating in Sport mode, I discovered the front outside wheel would pull out on twisty roads, seeming to move the car to the centerline. But it didn’t take me long to realize that the amount of torque sent and the rate that it is sent changes not just between modes, but hundreds of times per second. What seemed as an oddity at first became apparent for what it really was — torque vectoring. Depending on the road you take, the angle of the car and the rise and fall of that same road, the sensation I experienced may reveal itself to you. After that, I got used to how the RS’ AWD system works and confidently drove for the next week enjoying its full capabilities.

Ford claims a 4.6-second 0-60 mph time and I’m not about to dispute that. Activate launch mode and wait for the upshift light to appear and you’re on your way. Sub-5 second times are not difficult to achieve without launch mode — you just need to make quick work of the clutch and shifter to get there — in my experience, you’ll barely hit third gear as you cross 60 mph.

2016 Ford Focus RS

Parting Thoughts

The Ford Focus RS checks off all the marks for a high-performance compact hatchback. The Recaro seats will keep you planted even as you drift. Clutch uptake and gear shifting are as smooth as they come, making for an altogether thoroughly enjoyable driving experience.

As for plunking down $40K to buy one, there won’t be too many takers. There just never is.

Notably, some shoppers may become nervous as they realize they’ll need to invest in track tires, perhaps even a set of winter tires if they live in snow country. At this point, your price has pushed well into the $40s where well-equipped Mustang GTs roam. Your dilemma here is whether to go with the blue oval’s performance leader or choose the niche model. That decision won’t be an easy one for some because the RS’ all-wheel-drive system and drift capabilities may simply be too difficult to resist.

See Also — Premium Sports Sedan: 2016 Buick Regal GS

Luxury Pioneer: 2017 Lexus ES

November 28, 2016 by admin 5 Comments

The Lexus ES is a luxury sedan requiring no introduction. Now in its sixth generation, the ES line is one of two models that launched the Lexus brand in 1989 (the flagship LS is the other one) and remains Lexus’ top-selling model behind the RX SUV.

The ES line has always represented a front-wheel drive model powered by a V6 engine. Only since 2013 has a hybrid 300h variant been offered, a surprising fact to some given that nearly every other Lexus line has offered a gas-electric hybrid.

Model Year Changes

A 2017 Lexus ES 350 sedan was a recent weekly driver and there are several changes of note over last year. The standard equipment list now includes rain-sensing wipers and the Lexus Safety System+ package. The LSS+ features a pre-collision system, lane departure alert with steering assist, intelligent high beams, and radar cruise control.

Also new for 2017 is the Scout GPS Link to its standard display audio system. Lexus says that with the app on the driver’s smartphone, navigation maps, and turn-by-turn directions appear on the car’s central display screen.

Made in the USA

As has been the case with previous ES models, this sedan typically garners attention from people familiar with the brand. Indeed, I’ve had friends, neighbors, and strangers ask me about the model and more than once they’ve said the ES is or would be their Lexus model of choice. That appeal meshes well with Lexus marketing as the ES remains one of the entry-point models for the brand.

The ES 350 has the distinction of being the only Lexus model built in the US (the RX and RX Hybrid are built in Cambridge, Ontario). In 2015, Lexus shifted ES 350 production from Japan to its Erlanger, Kentucky, manufacturing plant. However, the hybrid variant is still built in Japan.

Exterior Features and Options

Coinciding with the release of the current-generation model in 2013 is when the ES assumed its current design language. A refresh in 2016 only sharpened that look with a more distinctive spindle grille, new headlamps, and more pronounced embrasures for the fog lamps added.

Standard equipment includes LED daytime running lights, halogen headlamps, LED low beam headlights, 17-inch alloy wheels, side mirrors with integrated turn signals, and dual exhaust tips. All models also come with a power tilt and slide moonroof.

Factory options include 18-inch alloy wheels, Bi-LED headlamps with LED daytime running lights, fog lamps, automatic high beams, and a one-touch power trunk.

Interior Features and Options

The Lexus ES is classified as a midsize luxury sedan, but it seems larger than that. This model seats five in comfort with generous amounts of head, shoulder, hip, and leg room all around. This is where the sedan’s front-wheel drive layout works to the advantage of the ES — no big drivetrain hump interferes with leg space.

Plush and supportive bucket seats with 10-way power support are found up front. A three-place bench seat is in the second row with a pass-through to the trunk. By the way, the trunk measures 15.2 cubic feet or about average for this segment.

Standard equipment includes full power accessories; leather or imitation leather (NuLuxe) seats; wood, imitation leather, and piano black trim; an analog clock; personal lamps, puddle lights; and zoned climate control. This model also comes with a remote touch controller, a mouse-like device for controlling audio and navigation.

Tech & Safety

All models are outfitted with an eight-inch touchscreen display and are compatible with Siri Eyes Free. A rearview monitor, an eight-speaker audio system, CD player, HD Radio, satellite radio, Bluetooth connectivity, and USB and auxiliary ports are included. Lexus Enform is included with the available navigation system and brings in apps, safety features including automatic collision notification, and remote access via your smartphone.

Crash test results are pending for the 2017 model. The 2016 edition was an Insurance Institute for Highway Safety (IIHS) Top Safety Pick+ recipient. With the Lexus Safety System+ package now standard, we expect the 2017 ES will retain its top safety billing once again.

On the Road

Lexus doesn’t mess with success when it comes to the ES powertrain. A 3.5-liter V6 engine making 268 horsepower and 248 pound-feet of torque is paired with a six-speed automatic transmission. No forced induction. No eight-speed transmission. And no optional all-wheel drive.

But with a curb weight of just 3,571 pounds, the ES is surprisingly lightweight and certainly well-suited to move the sedan. Car and Driver recorded a 0-60 mph time of just 5.8 seconds for the 2015 model, a number that comes in much lower than the 7.1 seconds time offered by Lexus. Figure your numbers will fall somewhere in the middle.

Stomp on the accelerator and the ES quickly comes to life. You’ll feel a slight tug of the steering wheel, but torque steer isn’t a significant issue. This sedan zips down the freeway entrance ramp with authority. When passing on the highway you’ll have just the right amount of power to squeeze past that semi. The transmission shifts seamlessly between gears and that’s everything you should expect in the ES.

The Lexus ES is tuned for the road, offering a quiet interior and a soft ride. The drive mode select feature can be dialed to the level of comfort that suits you best — eco, normal or sport. You’ll want to choose the latter for at least some level of driving feedback, otherwise don’t expect much engagement.

ES Model Considerations

The 2017 ES 350 starts at $38,900; the 300h is priced from $41,820. The hybrid averages 40 mpg, an outstanding number for a vehicle of this size. Choose the ES and you’ll get 24 mpg. That 16 mpg difference is attained in part by the 2.5-liter four cylinder engine found in the hybrid along with the hybrid drivetrain.

If you are seriously considering the 300h, you need to determine whether the reduced level of power in the hybrid is fine for you — there is no escaping the fact that a performance difference is present — 200 hp v. 268 hp. On the other hand, the high mpg potential with the 300h is certainly attractive.

Both models are mono-spec — one trim level. However, package upgrades allow for further customization. Our test model came with two, including luxury ($1,670) — composed of heated and ventilated front seats, a heated steering wheel, power rear sunshade — and a navigation system with the Mark Levinson audio package ($2,590).

Individual options include such amenities as a heated wood and leather steering wheel ($450), panorama glass roof with power moonroof ($500), upgraded 18-inch wheels ($880), blind spot monitor with rear cross-traffic alert ($500), and LED headlamps ($515). Quite easily, you can add upwards of $10,000 to your final price by claiming every package and choosing most options.

Parting Thoughts

If you’re looking for the performance side of the Lexus sedan range, check out the compact IS and the slightly larger GS lines. Both models offer standard rear-wheel drive, available all-wheel drive and turbo options. Of course, if it is simply a matter of getting your first Lexus, the CT200h (hybrid), NX200 (SUV), and the IS lines are other places to start.

In all, the Lexus ES provides what the vast majority of luxury shoppers want — a comfortable, well-equipped sedan with high-quality materials, superior fit and finish, and a reliability record second to none. You get all this in more in the Lexus ES — your only dilemma is whether to go with the gas or hybrid model.

See Also — Experienced: 2016 Lexus LX 570

Drive Dissection: 2017 Nissan Maxima SR

November 18, 2016 by admin 8 Comments

Nissan’s flagship sedan throws down 300 horses.

The 2017 Nissan Maxima defies easy description. Or categorization.

On the one hand, it is a mainstream midsize sedan. On the other hand, its upper-end trims rival the high-quality interiors you find in some luxury models. Adding further confusion to the mix is its 300-horsepower, V6 engine — a high output version of a tried and true engine found in other products, including the Altima sedan.

What the 2017 Nissan Maxima represents is the flagship sedan for the Nissan line. It is smaller than other leading sedans, including the Dodge Charger, Toyota Avalon, Chevrolet Impala, Hyundai Azera, Buick LaCrosse, Ford Taurus, Kia Cadenza, and the Chrysler 300. Indeed, the Maxima is based on the same platform underpinning the midsize Altima — it is the latter model offering slightly more interior room. Regardless, the Maxima is a heavily reworked sedan and stands on its own merits.

The last big change for the Nissan Maxima took place in 2016. That’s when Nissan rolled out its eighth-generation model. For 2017, the Maxima is simply carried over — the only change is the addition of Apple CarPlay compatibility.

2017 Nissan Maxima Trim Levels

Nissan makes the 2017 Maxima available in six trims: S ($32,560), SV ($34,540), SL ($37,040), SR ($37,820), SR Midnight ($39,015), and Platinum ($39,990).

Our test model was the SR Midnight, equipped with the expected SR features — a sport-tuned suspension, an integrated dynamics control module, 19-inch aluminum alloy wheels, and premium Ascot leather-appointed seats with Alcantara inserts.

The Midnight edition brings in gloss-black wheels, a black sport spoiler, and a black rear diffuser. In Nissan parlance, Midnight means blacked out. And it was.

The final price came in at $40,300 (including the $865 destination fee). That’s still nearly $2,000 under the Platinum edition with the Medallion package ($1,345). ‘

Exterior, Interior, Technology & Safety Highlights

The current-generation Maxima has a look that you’re either going to love or hate — perhaps intensely so. I first set my eyes on the current Maxima during a media preview at the 2015 New York International Auto Show, where it was revealed just two months before its release.

Ambivalence was my initial reaction. Quite honestly, I didn’t know what to make of it. On the one hand, I thought it was a bold design, one that was a clean departure from the previous model, while still offering strong hints of Nissan’s current design language. On the other hand, I wondered what consumers would think as ultimately they are the final arbiters of car design.

It turns out the horseshoe grille, floating roof, and wild tail lights have done nothing to discourage buyers. Indeed, after five years of steady declines, Maxima sales this year are better than what we’ve seen in more than three years. That says a lot in a market where car sales have been steadily declining as customers shift their purchase decisions to crossovers.

Choose the Maxima SR (our test model) and you’ll benefit from 19-inch aluminum-alloy wheels, a sport-tuned suspension, and Premium Ascot leather-appointed seats with Alcantara inserts. You also get aluminum pedals, a heated steering wheel, adjustable ambient lighting, heated and cooled front seats, an 11-speaker Bose audio system, Nissan Connect with navigation and Apple CarPlay, and one of my favorites: a driver’s seat extender for added thigh support.

On the safety front, the Nissan Maxima was an IIHS Top Safety Pick+ recipient in 2016. The standards are tougher this year, so there is no guarantee of a repeat. Even so, we think most customers will be pleased with what they’ll find available on top trim models — blind spot warning, rear cross traffic alert, forward collision warning with emergency braking, front, and rear parking sensors, and the usual complement of airbags, stability control, and other expected safety features.

Nissan Maxima: 4DSC?

The Nissan Maxima is a 4DSC. In fact, “4DSC” is embossed on both the headlights and the tail lights, resurrecting a term originally used more than two decades ago to describe the Maxima.

Spelled out, 4DSC means “four-door sports car,” what’s supposed to underscore an anything but ordinary sedan. It is a risky move on Nissan’s part for a front-wheel drive model powered by a 3.5-liter V6 engine making 300 horsepower and 261 pound-feet of torque. It comes paired with a continuously variable automatic transmission.

So, let’s get the obvious demerits out of the way first: A normally aspirated V6 and a CVT do not make for a performance car. A twin-turbo V6 paired with a manual gearbox or a dual-clutch transmission represents an ideal pairing. And that doesn’t even address the sedan’s front-wheel-drive platform, the final nail in “this is not a sports sedan” coffin.

It is at this point where Nissan’s marketing semantics must be carefully considered.

First, Nissan isn’t claiming the Maxima is something beyond what it is — you simply wouldn’t put this vehicle up against a Dodge Charger, unless that Charger was powered by a V6 engine. In this example, the Maxima has a strong chance of not just competing, but defeating the Charger on the straightaway, giving its slight edge in power (300 hp v. 292 hp) and its even larger weight advantage — the Maxima weighs nearly 400 pounds less than the rear-wheel-drive Charger V6.

Without having the advantage of testing both models side by side, the performance and weight differences give the Maxima a decided edge when battling the Charger SE.

Second, the Maxima adds in other factors to underscore its 4DSC claims. The already discussed exterior style and interior design are two large factors. The other is what Nissan does with the limited tools it has on hand — namely, the engine, transmission, and vehicle platform.

Logically, Nissan could have sprung for all-wheel drive to underpin the Maxima. But that would have added cost and weight to the final product. It was CEO Carlos Ghosn, who saved the Maxima from certain cancellation when he stressed the importance of maintaining one of the most recognized model names in the product portfolio, indeed in all of autodom. But saving the name also meant working with what you had — to invest vast sums of cash in a market where customers are exchanging cars for SUVs and trucks would have been foolish. Ghosn and company are anything but stupid — witness the juggernaut that the Renault-Nissan alliance has become over the past few years.

So, here’s what you do when slipping behind the wheel of a 2017 Maxima — you throw all comparisons out the door. Every last one of them.

Next, take your Maxima on the road as you always do — then listen and learn. Shift the transmission to sport mode and locate the paddle shifters — they’re large, made of titanium, and are fixed to the steering column — three excellent attributes Nissan nailed down.

Because it is a CVT, there are no gears involved. Instead, Nissan mimics the shifting you find with an automatic, supplying seven forward “gears” as you play with the paddle shifters.

Where this model shines is in its passing power — if you’re driving in fifth or sixth gear and need a sudden boost of power, the transmission “downshifts” to second or third gear and the engine roars. Nissan employs what it calls “D-Step Logic Control,” what allows the engine revs to rise and fall. As a result, you receive an extra burst of power when you want it.

The bane of front-wheel-drive cars is torque steer — at least in larger models such as the Nissan Maxima and with maximum horses at the ready. Under hard acceleration torque steer is apparent, but as soon as it kicks in, power shifts away from the offending wheel. On the straightaway, this problem isn’t much of a big deal.

On curves, it most certainly can be, but this is where “active trace control” kicks in, described by Nissan as what “…automatically engages and adjusts brakes on the inside and outside wheels when you corner, providing you with the optimal line through turns.” In other words, you won’t find yourself battling with the steering wheel to keep the 2017 Maxima on pavement.

Other Maxima SR features include sport mode, what sends select engine noises through the speakers. Here, you’ll also enjoy sharper throttle response, quicker shifts, and improved communicative steering.

Parting Thoughts

Remember when I said earlier to throw all comparisons out the door? Well, let’s bring them back in.

First, if you compare the Maxima SR to the 370Z, you’ll be sorely disappointed. Thankfully, no one in Nissan has even suggested such a comparison.

Second, the 2017 Maxima is best compared with other front-wheel-drive models, including the Honda Accord, Ford Taurus, and the Toyota Avalon. It matches well against all three, although the performance differences are much narrower than you might think. Then again, it would hardly be a stretch to compare the Maxima SR with the Audi A6 2.0T, especially when it comes to the quality of materials used — the Nissan more than holds its own.

Finally, Maxima shoppers can’t help but also consider the Altima, offering virtually the same size and a slightly detuned version of the V6 engine and at a lower price. Nissan loyalists who also have an affinity for Infiniti may also discover that the base trim, rear-wheel drive Q50 overlaps the top-trim Maxima in price.

See Also — Out and Back With the Subaru Outback

Driven: Next-Generation 2017 Nissan Armada

August 31, 2016 by admin 3 Comments

The second-generation Armada has sailed into port.

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

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

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

Derived From the Nissan Patrol

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

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

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

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

All-New Endurance Engine

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

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

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

Powerful, Expressive Exterior

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

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

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

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

Three Trim Levels

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

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

Cavernous and Upscale Interior

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

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

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

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

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

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

On the Road

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

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

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

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

Parting Thoughts

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

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