limited slip differential

Spotlight on the Toyota Land Cruiser Heritage Edition

January 17, 2020 by admin 1 Comment

2020 Toyota Land Cruiser Heritage Edition.

In the world of SUVs, the Toyota Land Cruiser is a rare breed. This traditional body-on-frame utility vehicle is designed to handle the most rugged terrain. But it also delivers around-town comfort, putting it within an exclusive family of luxury models.

That dichotomy makes the Land Cruiser so unusual. Few mainstream models dare to compete against loftier brands, but then the Land Cruiser predates most. Indeed, the forerunner of this four-wheel-drive vehicle rolled out in 1951, evolved, and has stayed in production since. More than 10,000,000 units have been built with distribution scattered across the globe.

Special Heritage Edition

The current U.S. version dates to 2007, but has benefitted since with significant changes made in 2013, 2015, and again in 2020. This year, a limited-edition Heritage edition is in place, marking the 60th anniversary of the introduction of the FJ40, which is largely recognized as the spiritual successor to the current model. The Heritage is a five-seat SUV and only 1,200 units are available in the U.S. this year.

Adding the Heritage trim effectively doubles the Land Cruiser’s model offerings. Besides eliminating the third-row seat, the Heritage drops the running boards, adds BBS 18-inch wheels, and brings in a roof basket. Access to the cargo area is still the same employing a split power-controlled tailgate: the top part lifts; the lower part drops down.

The Heritage edition leaves off the chrome, gains special wheels and has a basket roof rack.

Inside and Out

The Toyota Land Cruiser is a throwback, at least with its design. Despite modern touches such as LED lights, daytime running lights, a power moonroof, power tailgate, and alloy wheels, the canvas ties in well with earlier models.

Happily, Toyota doesn’t skimp on the details either, as it includes fog lamps, a roof rack, heated side mirrors, a rear spoiler, chrome embellishments (except on the Heritage edition), and aluminum running boards on the standard model.

Inside, the cabin is swathed in leather, which covers the seats, wraps the steering wheel, and tops the transmission shifter. Soft-touch materials, wood grain trim, and limited use of hard plastics in out-of-the-way places are other features of note.

The Land Cruiser comes with full power accessories, including a power-controlled tilt-and-telescopic steering column. Four-zone climate control is standard as is a cooler box between the front seats. The front seats are thick and all-day comfortable and come with heating and cooling control. The driver seat has 10-way control with lumbar support, while the passenger seat delivers 8-way control.

The second row 40-20-40 split-bench seat slides, reclines, folds, and tumbles. The outboard positions are heated. In models with the third-row 50-50 bench seat, that one folds flat as well.

Tech & Safety

Toyota equips the Land Cruiser with a 14-speaker JBL audio system, navigation, and a Qi wireless charging pad. Other features include a 9-inch touch-screen display, satellite radio, HD Radio, Siri Eyes Free, Bluetooth connectivity, and USB ports.

Sadly absent is smartphone compatibility as neither Android Auto nor Apple CarPlay integration is available. This fact stands even as more Toyota and Lexus products integrate the two systems, especially the latter.

But props are due to Toyota for including sought-after driver-assist safety features as standard equipment. Indeed, under the Toyota Safety Sense P umbrella, the Land Cruiser comes with automatic high beams, sway warning control, adaptive cruise control, lane departure warning, and a pre-collision system with pedestrian detection.

However, Toyota’s version of active lane control – lane tracing assist – isn’t included. And although crash tests haven’t been conducted, we’re confident that the Land Cruiser’s mass makes this vehicle a whole lot safer than most any small car.

No third row seat means more standard cargo room for the Heritage edition.

Under the Hood and Off-Road

Powering every 2020 Land Cruiser model is a 5.7-liter V8 engine. This engine works with an 8-speed automatic transmission and outputs a robust 381 horsepower and 401 pound-feet of torque. Moreover, it has an “old school” feel to it and supplies the accompanying roar of a big V8 under hard acceleration.

The Land Cruiser’s four-wheel-drive system uses a TORSEN limited-slip locking center differential and a two-speed transfer case with a selectable low-range. When locked, the rear wheels turn in unison, regardless of traction. The transfer case aids in off-road chops, enabling the Land Cruiser to tackle the toughest terrain, including mud, which is where low transmission gearing comes in. These features underscore the Land Cruiser’s legendary status.

A solid rear axle and a ladder frame are two attributes particular to the Land Cruiser. It’s what enables this model to shine off-road, although it also means the Land Cruiser is bouncy around town, outmatched by the unibody design of the Mercedes-Benz GLC, for instance. Further, the steering is light to the touch, not especially weighted, and lacks the feedback we’d prefer.

Yet, once taken off-road, the Land Cruiser is in its element. It’s one of the few models that isn’t a Jeep Wrangler that also isn’t afraid to tackle the most challenging terrain. Sadly for us, our favorite trails at Uwharrie National Forest were closed for the winter, the same place where we navigated a Wrangler four-door last summer.

Still, there were plenty of other options nearby which weren’t as lengthy, yet were still challenging. Happily, the Land Cruiser responded with ease, with every approach, breakover, and departure angle tested with frequency. On one stretch of muddy terrain, the low-speed gearing proved its mettle. Essentially, the only difference between the Jeep and the Toyota is in its size as there are trails where the latter is too wide or at least should be outfitted with additional gear, including brush and light guards to protect vulnerable areas.

We’d be remiss if we omitted two other points about the Land Cruiser. First, this SUV pulls up to 8,100 pounds, when properly equipped. Thus, the Toyota keeps up with other big SUVs, including the Ford Expedition and Chevrolet Tahoe. Second, the Land Cruiser has a 24.6-gallon fuel tank. That’s a large hold, but also necessary as this SUV consumes gas with abandon. Fortunately, you’ll fuel up with regular grade instead of premium fuel, thus managing your costs somewhat.

A split-folding tailgate is standard and power operated.

Land Cruiser Considerations

Opting for a Land Cruiser is an $85,415 investment, plus a $1,395 destination charge. The Heritage edition costs $87,745.

The only package available is a rear-seat entertainment system ($2,200). This one comes with the standard model only and includes a pair of 11.6-in display screens, RCA jacks, HDMI input, a remote, and two wireless headphones.

In all, the Land Cruiser delivers maximum trail-tackling fun, along with a relatively upscale cabin. Yet, it doesn’t match the interior detailing of select BMW and Land Rover models. For that reason, the Lexus LX delivers the full amenities to take on the top tier, although its lower bumpers mean it cannot match the Land Cruiser’s off-road chops.

2020 Toyota Land Cruiser Specifications

Toyota	2020 Land Cruiser
Segment	Full-size SUV
Price Range	$85,415 to $87,745
Destination Charge	$1,395
Standard Engine	5.7-liter, V8
Horsepower	381 @ 5,600 rpm
Torque (lb.-ft.)	401 @ 3,600 rpm
Transmission	8-speed automatic
Seating	5 or 8
Curb Weight (pounds)	5,715 or 5,815
Wheelbase (inches)	112.2
Length (inches)	194.9
Width (inches)	77.95
Height (inches)	74.0
Headroom (f,r…inches)	38.3, 38.9, 35.8
Legroom (f,r…inches)	42.9, 34.4, 28.3
Shoulder room (f,r…inches)	61.0, 61.1, 62.3
Hip room (f,r…inches)	59.4, 58.6, 56.6
Storage (cubic feet)	16.1/41.4/82.8
Gross vehicle weight rating (pounds)	7,385
Towing (pounds)	8,100
Payload (pounds)	1,320
Fuel	regular
Fuel Tank (gallons)	24.6
EPA Fuel MPG (city/highway/combined)	13/17/14
Manufacturing Plant	Tokyo City, Japan

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

See Also — Iconic SUV: 2017 Toyota Land Cruiser

Highlights of the 2021 GMC Yukon/Yukon XL

January 15, 2020 by admin 1 Comment

GMC took the wraps off of its next-generation full-size pickup trucks this month, introducing all-new 2021 Yukon and Yukon XL models. These flagship SUVs represent standard and stretched wheelbase versions of its largest utility vehicles and feature many changes, including an upgraded Denali line. The new models will be built in Texas and go on sale this summer.

Here are the highlights of GMC’s dynamic SUV duo:

1. Bigger than before. GMC’s big SUVs get even bigger for 2021. Both models enjoy at least a four-inch extension in their respective wheelbases and are up to half-foot longer than before. Cargo space in the Yukon is up at least 10 percent along with big gains in third-row legroom.

2. Three engine choices. GMC’s familiar gas engines return, although both are updated. This year, the two engines once again feature Dynamic Fuel Management, enabling the big SUVs to operate on as few as two cylinders. The third engine is a 3.0-liter turbocharged diesel V6, which is currently utilized in other GMC models. All three engines work with a 10-speed automatic transmission with push-button control.

3. Air suspension and a limited-slip differential. The 2021 Yukons will offer a new air suspension system as well as four-wheel drive with an electronic limited-slip differential. The differential continuously monitors road conditions and reacts by improving traction, handling, and control.

4. New AT4 line. Just as Denali has taken hold as a GMC sub-brand, the AT4 line is doing likewise. For 2021, the Yukon gets the AT4, one that includes several significant features. These include a two-speed transfer case, 20-inch all-terrain tires, hill descent control, a traction select system with off-road mode, skid plates, special AT4 leather-trimmed seats, a unique black interior, a heated steering wheel, heated and ventilated front seats, and heated outboard second-row seats.

5. Upgraded Denali trim. The Denali sub-brand brings a premium look and features to the Yukon line. In service since 1999, Denali is available across the GMC model line, but remains a favorite with the Yukon. Indeed, GMC says some 60 percent of Yukon models are Denalis. This year, the Denali has gained a bolder exterior and an all-new and exquisite interior. The cabin features a new instrument panel, unique seats, and four interior color choices. A larger chrome grille, upgraded exterior lighting, and a special lighting design amplify the outside. Other standout features include the latest magnetic control system, a 15-inch head-up display, rear pedestrian alert, and a high-definition surround-view camera.

6. Robust technologies. We already mentioned the available head-up display. Other improvements include a standard 10-inch diagonal center stack or an available 12.6-inch display. GMC also says that the Yukons’ processing power is five times as robust as before, allowing for future upgrades, including Super Cruise. Super Cruise is a semi-autonomous driving feature currently offered on Cadillac models and may eventually come to GMC.

7. Expanded technologies. Staying with the technology theme, the new Yukons will also benefit from a “broader availability of active safety features.” For instance, automatic emergency braking becomes standard across the Yukon line. The previously mentioned safety features including the HD surround vision camera, rear pedestrian alert, and a rear camera mirror are also noteworthy.

8. Improved trailering features. New trailering features designed to help improve hitching and imbue driving confidence when towing a trailer roll out. These include trailer profiles, trailer tire, pressure/temperature monitoring. and trailer side blind zone alert.

Looking Ahead

The one unknown about the 2021 Yukon has to do with price. Currently, a base Yukon model costs about $50,000, while the XL starts around $53,000. The top-trim models cost about $20,000 more, but with various package selections and individual upgrades, the cost can easily top $80,000. We think the high-end will now approach $90,000, but that’s still far less than the Cadillac Escalade, which can easily top six figures.

In all, the GMC duo will do what is expected, enabling GM to continue to dominate the segment. Indeed, about two-thirds of all large SUV sales are under a GM brand, with Chevrolet, GMC, and Cadillac easily outselling Ford and Lincoln, its closest competitors.

Photos and news details courtesy of GMC.

Sporty Performer: Honda Civic Si

January 11, 2020 by admin 7 Comments

The Si is the sportiest of the Civic models outside of the Type R.

The Honda Civic is a compact car, available in coupe, hatchback, and sedan body styles. Along with the midsize Accord sedan and the compact CRV crossover, these three models comprise the lion’s share of Honda’s annual sales in the U.S.

Since its 1973 release, the Civic has grown from a tiny hatchback into a near midsize model. Now in its 10th generation, the Civic line demonstrates just how effective a model it is. Indeed, as competing manufacturers quit the segment or slow refreshes, Honda has doubled down with arguably the best-designed vehicle in the class.

As 2019 drew to a close, this writer had the pleasure of spending two weeks with the 2020 Honda Civic SI sedan (also available as a coupe), a sporty model that’s big on looks, technology, and performance. Honda markets the Si separately from the rest of the model line, therefore our attention is on this model only. The Si Sedan is priced from $25,200, plus a $955 destination charge. That was the price of our test model.

You can find various wheel upgrades and packages for further customization. One example is the Honda Factory Performance Package, which adds $3,999 to your cost. Here, you’ll find such features as an adaptive damper system, underbody spoilers front and side, 19-inch black alloy wheels, and summer tires. Special badging and black trim complete the highlights. When all is said and done, you’re looking at a $30,000 vehicle.

Bright colors and blacked out trim mark some Si models.

Styling Outtake

There are several features unique to the Civic Si, including fog lights, blacked-out trim, machine-finished alloy wheels, a center outlet exhaust, and a rear wing spoiler. The color choices are fantastic too, including the Rallye Red draping our test model.

Inside, the cabin’s sporty flair is immediately evident with the generously bolstered front seats, which includes red stitching and emblazoned “Si” markings. Shoulder, back, hip, and thigh support are spot-on or what you’d expect with this model. Front seat passengers will stay planted when tackling the twisties. That’s all we ask!

Other features of note include the standard moonroof, leather-wrapped steering wheel and shifter cover, aluminum pedals, and push-button start. Full power accessories, a tilt-and-telescopic steering column, and climate control are also included.

The Intersection of Tech & Safety

We applaud Honda for its “Honda Sensing” technology that’s standard with the Civic Si. This driver-assist suite includes a lane-keeping assist system, road departure mitigation, collision mitigation braking, and adaptive cruise control. Together, the package includes most features we’re seeing on modern cars at no additional cost.

One of our favorite Civic features is LaneWatch, which utilizes an embedded camera in the right-side exterior mirror. When activating the right turn signal, the camera captures that view and streams what it “sees” on the console display. This feature is very helpful when negotiating tight spaces and for cornering as anything outside of your line of sight is projected on the screen.

The Civic Si features a 7-inch display audio system with Apple CarPlay and Android Auto smartphone integration. The expected USB ports are present as is a 10-speaker audio system. Satellite radio and HD radio are bundled within.

Power to the Civic Si

What powers the Civic Si seems familiar, especially given that it is a turbocharged 1.5-liter four-cylinder engine that’s available with some trims. But unlike the one found in other trims, this one is tuned to deliver 205 horsepower and 192 pound-feet of torque. That’s a strong improvement over the 174 horsepower and 162 pound-feet of torque elsewhere.

It isn’t just engine power that sets the Si apart from the competition. This engine works exclusively with a close-ratio six-speed manual gearbox tasked with sending power to the front wheels. Immediately, I sensed how well this unit is engineered as it offers silky-smooth shifts and flawless clutch uptake. It rivals the engineering found in far more expensive models, a true delight for inspired driving.

The Civic Si offers generous step-off acceleration and passing power. Turbo lag was never evident, perhaps due in part to the manual shifts that control high revs and gear changes. It’s old-school driving at its best – three pedals of foot action with full driver engagement required. Take those cell phone distractions and autonomous driving – shifting for yourself may be gone for most, but where it’s available and keyed in, the exhilaration cannot go unrecognized.

A center exhaust system offers differentiation.

It’s on the back, twisty roads where the Civic Si proves its mettle. Here, you’ll measure performance more by its engaging steering and spot-on handling. And although most of the weight resides over the front wheels (60.3% front/ 39.7% rear), the Civic’s relatively small size is the difference-maker.

And so is the helical limited-slip differential included with this model. This system supplies stellar traction at all times, as it transfers power to the wheel with more grip. As a result, superior steering control is the name of the game – you’ll pull out of corners sooner and with confidence. Yes, understeer is present at times, but it does little to detract from the drive. Between the adaptive damper suspension system, limited-slip differential, and the turbocharged engine, the emphasis is on spirited driving.

I’ve driven both the Volkswagen Golf GTI and the Ford Focus ST and found the Civic Si holds its own, at least from a drivability standpoint. The competing duo produces more power – 228 hp for the Golf GTI and 252 hp for the now-retired Focus ST – so there is that.

Of course, if you require more power, then the Civic Type R may be to your liking. This one has a turbocharged 2.0-liter four-cylinder engine outputting 306 horsepower and 295 pound-feet of torque. While its competitors (Subaru WRX, Ford Focus RS, and Volkswagen Golf R) feature all-wheel drive, the Type R is front-wheel drive. We’d love to see an all-wheel-drive Civic, but that’s not happening, even with the refreshed 2020 Civic Type R

The center console and instrument panel with red highlights.

Making the Case

The Civic Si brings outstanding value to the class as every desirable feature is included. Unless you’re planning much track time, you don’t need to opt for the near $4,000 package upgrade. You can, however, upgrade to the summer tires at a much lower cost, which is ideal for anyone seeking a handling edge.

Naturally, if you desire even more performance, then hold on for the Type R which was introduced at the 2020 Tokyo Auto Salon this week. It comes as a five-door hatchback and includes a new two-piece brake motor design with new brake pads, engineered to reduce brake fade. New suspension dampers, stiffer rear bushings, and additional tweaks to the front suspension are also apparent. It’s a $10,000+ upgrade over the Civic Si, one that’s engineered for the ardent enthusiast.

The Si’s specially trimmed seats are covered in cloth.

2020 Honda Civic Si Specifications

Honda	2020 Civic Si Sedan
Segment	Compact car
Price	$25,200
Destination Charge	$955
Standard Engine	1.5-liter, turbo I4
Horsepower	205 @ 5,700 rpm
Torque (lb.-ft.)	192 @ 2,100 to 5,000 rpm
Transmission	6-speed manual
Seating	5
Curb Weight (pounds)	2,762
Wheelbase (inches)	106.3
Length (inches)	182.7
Width (inches)	70.9
Height (inches)	55.7
Head room (f,r…inches)	37.6, 36.9
Legroom (f,r…inches)	42.3, 38.8
Shoulder room (f,r…inches)	59.6, 57.0
Hip room (f,r…inches)	55.9, 54.5
Storage (cubic feet)	14.9
Gross vehicle weight rating (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	regular
Fuel Tank (gallons)	18.5
EPA Fuel MPG (city/highway/combined)	20/29/23
Manufacturing Plant	Ontario, Canada

See Also — History of the Honda Civic

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

What’s Next for the Subaru BRZ?

October 8, 2019 by admin 3 Comments

The BRZ has always been an outlier model for Subaru, a manufacturer best known for its fleet of all-wheel-drive models. The BRZ features a boxer engine and rear-wheel drive, and is twinned with the Toyota 86, which has also seen life as the Scion FR-S. There is some exterior detailing differences between the Subaru and the Toyota, along with separate suspension setups.

Launched in 2013, the current-generation Subaru BRZ is nearing the end of its life cycle and will likely be replaced or perhaps canceled. We’re leaning heavily toward the former as company officials (in particular, Toyota) have indicated a new 2+2 model is on the way. With this in mind, we’ve dug deep, researching the interwebs and drawing on knowledgeable sources for what we *think* is coming.

1. Not before 2021.

Speculation is rampant on the new BRZ and 86, especially when it will arrive in dealer showrooms. That information is sketchy, but we don’t see either model hitting the market before 2021. It wouldn’t surprise us if there is some separation between the arrival dates too, with perhaps Toyota hitting the market first (as they did with the Scion FR-S, followed by the Subaru BRZ).

2. Toyota’s platform instead of Subaru’s.

Besides featuring Subaru’s boxer engine, the twins also ride on a Subaru platform. The twins are also built at Subaru’s manufacturing plant in Gunma, Japan. The Subaru-centric arrangement has worked well, but we doubt it will continue. Instead, the next models will likely utilize the Toyota New Global Architecture (TNGA) platform that underpins everything new Toyota is building these days — front-, rear-, four-, and all-wheel drive. This may mean the cars will be built at a Toyota facility, otherwise, expect Gunma to be overhauled to support the new products.

3. No turbo on the horizon.

Sadly, Toyota/Subaru fans are not likely to see a turbocharged variant anytime soon. That omission may be more of a disappointment for Toyota fans, than for Subaru. So, why no turbo? For a few reasons, including adding weight and changing the driving dynamics. The dynamic duo is designed to operate just as they are, by offering an ideal blend of performance, drive, and handling. A turbo would mess with those characteristics as well as raise the price of the vehicle beyond its intended target: young buyers with a passion for driving, especially those who don’t want heavy coupes such as the Ford Mustang, Chevrolet Camaro, and the Dodge Challenger.

4. All-wheel drive is not on the docket.

Just as some people want a turbo, others want all-wheel drive. After all, if you’ve driven any new Subaru over the past 20 years, you expect it. Just as a turbo would add weight and change the driving characteristics, the all-wheel drive would do likewise. So, keep your asterisk (*) with your denotation that Subaru has an all-wheel-drive fleet.

5. Boxer engine and transmission choices.

Although a platform change seems likely, we are absolutely certain Subaru’s BOXER engine (horizontally opposed cylinders) will live on. It has worked well so far and is a distinction that makes these two models fun to drive. The engine sits low and back in the engine bay, which enhances drivability. Likely, it will be the same 2.0-liter engine currently used, perhaps updated to push out slightly more power without losing efficiency. Toyota’s in-house-developed 6-speed manual is also likely to continue as is Aisin’s six-speed automatic. A limited-slip differential and multiple drive modes will remain.

6. The last hurrah.

The 2020 BRZ is on the market and it may be the last model year for this first-generation model. This year, the BRZ tS makes its return, a limited-run package with just 300 units offered. It features a special suspension system upgrade with STI-tuned front and rear SACHS dampers and coil springs along with a pliable V-brace in the engine bay. For improved steering response, Subaru adds draw stiffeners to the chassis and sub-frame. Brembo four-piston calipers and rotors are up front, while the rear has dual-piston calipers. The tS comes in one color only: Ceramic White and it rides on Michelin Pilot Sport tires. Other modifications include a low-profile rear spoiler, grille and rear bumper accents in Cherry Blossom Red, and black accents on the mirrors along with red accents inside. Subaru prices the BRZ tS at $31,495, plus destination.

Subaru Performance

Along with WRX and WRX STI, the BRZ underscores Subaru’s performance chops. The two model lines are quite different, but both coupes fulfill their purpose and give enthusiasts much of what they want from this niche manufacturer.

2020 Subaru BRZ Specifications

Subaru	2020 BRZ
Segment	Compact sports car
Price Range	$28,845 to $31,495
Destination Charge	$900
Standard Engine	2.0-liter, I4
Horsepower	205 @ 7,000
Torque (lb.-ft.)	156 @ 6,400
Transmission	6-speed manual or 6-speed automatic
Seating	4
Curb Weight (pounds)	2,798 to 2,840
Wheelbase (inches)	101.2
Length (inches)	166.7
Width (inches)	69.9
Height (inches)	52.0
Headroom (f,r…inches)	37.1, 35.0
Legroom (f,r…inches)	41.9, 29.9
Shoulder room (f,r…inches)	54.5, 51.7
Hip room (f,r…inches)	53.1, 45.3
Storage (cubic feet)	6.9
Gross vehicle weight (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	Premium
Fuel Tank (gallons)	13.2
EPA Fuel MPG (city/highway/combined)	21/29/24 (6MT), 24/33/27 (AT)
Manufacturing Plant	Gunma, Japan

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

See Also — Scion FR-S: Attainable Fun!

Photo copyright Subaru Motors.

Drop-Top Delight: 2019 Mazda MX-5 Miata

April 8, 2019 by admin

Heavy pollen and spring rains are in abundance in my area at this time of the year, which makes it difficult, if not downright challenging to evaluate any drop-top model. But the Mazda MX-5 Miata is one vehicle I do not see all that often, therefore when an opportunity to drive one appears, you make it work.

Fortunately, there were enough gaps in the green-yellow haze and precipitation to grab a few hours of unimpeded top-down driving. I’m glad I did as the Miata reminds me why this vehicle remains an enduring favorite — there is no other model quite like it, a budget roadster that recently marked its 30th anniversary.

That’s right, the little roadster that could, celebrated its 30th anniversary at the same venue where it was initially introduced — the Chicago Auto Show. The Miata is now in its fourth generation, with the current version released in 2016 and updated since.

2019 Mazda MX-5 Miata

2019 Mazda MX-5 Miata Overview

Mazda prices the 2019 MX-5 Miata from $25,730 for the Sport edition, $29,590 for the Club, and $30,780 for the Grand Touring. Add $920 for the destination charge ($965 in Alaska). Add $1,350 to upgrade to the automatic transmission.

The changes for this year include an updated engine with more power, a standard rearview camera, a tilt-and-telescopic steering column, and an available GT-S package for the top-trim model.

Mazda offers a few package options with the Miata. With the Sport edition, you’ll find the I-Activsense Sport Package ($850) with low-speed automatic braking support, lane departure warning, blind spot monitoring, and rear cross-traffic alert.

For the middle trim, Mazda offers the I-Activsense Club Package ($450) with low-speed automatic braking support and lane departure warning. You’ll also find a Brembo/BBS Recaro Package ($4,470), which adds the items mentioned in its name along with an aero kit and heated front seats.

On the top Grand Touring trim, you’ll find the GT-S Package ($550). This one adds a limited-slip differential, Bilstein dampers, and a shock tower brace (front).

2019 Mazda MX-5 Miata

A Matter of Style

Its miles of smiles with the Miata, as evidenced by its dimpled front fascia. The look is as close to a human face as you’ll find in any car and that’s one of its attractions. The Miata’s frame is tiny, with the arched hood you also find in far more expensive models, such as the Corvette and Jaguar F-Type. The smallest of all cabin areas is dominated by a soft-top roof. From the rear, the deck has a subdued haunch and a similar dimpled look of the front.

Standard features include LED headlights and taillights, daytime running lights, 16-inch aluminum-alloy wheels, front and rear stabilizer bars, and an independent rear suspension. The list of upgrades include LED daytime running lights, an adaptive front lighting system, a sport-tuned suspension, 17-inch alloy wheels, and brown or dark cherry cloth roofs (upgraded from black).

Inside, space is at a premium. If you’re taller than 6 feet, there is a good chance you won’t fit inside. I’m a smidgen below that height and I found the space quite snug. This year, Mazda adds telescoping to the tilt steering wheel, which makes it easier to adjust your overall driving position. Still, the interior is the smallest we’ve seen in just about any production model.

The list of standard features include full power accessories, push-button start, air conditioning, and cloth seats. Heated front seats and leather trim are available.

Safety & Technology

Mazda supplies the Miata with a six-speaker audio system. You’ll also find Bluetooth, two USB audio input ports, and the Mazda Connect Infotainment System. The latter includes a 7-inch color touch-screen display, HD Radio, and various apps. Upgrades include a 9-speaker Bose audio system, satellite radio, and a navigation system.

Among safety features, the Miata gains its first-ever rearview camera. We mentioned the various safety options available with the package choices in the overview section. Perhaps the only omission we’d like to see is full adaptive cruise control with automatic emergency braking at any speed. Likely, that’ll roll out with a future model.

On the Road

Is the MX-5 Miata a sports car? You really cannot call it one, at least not in the eyes of purists. Typically, sports cars have six- or eight-cylinder power at the ready, while the Miata relies on a naturally-aspirated four-cylinder engine to supply motivation.

2019 Mazda MX-5 Miata That engine makes 181 horsepower and 151foot-pounds of torque, thanks to a high compression ratio, which squeezes out power and redlines at 7,000 RPM. A turbo might give it sports car cred were it available, but Mazda sees fit to utilize a naturally aspirated engine in all of its deliciousness.

My test model paired that engine with a six-speed manual gearbox, which is, in my opinion, the ideal choice for this roadster. You can get a six-speed automatic, but if you like to row your own, the manual is the better choice. Happily, the manual moves through each with ease, with a clean clutch uptake enhancing the driving experience.

While engine power is important, the Miata shines in all things steering and handling. This roadster supplies a connection to the road that equals what you’d find in many sports cars. Every slight movement of the steering wheel brings with it a corresponding movement of the wheels, which is especially delightful on twisty roads. You’ll detect some body roll while aggressively cornering, although it certainly isn’t unmanageable or unexpected. The available limited-slip differential is a must for performance enthusiasts.

Step-off acceleration is modest as the little Miata steadily picks up speed. As mentioned, the shifts come smoothly. The engine is noticeably noisy, even with the roof up. No roar of a massive V8 here — just the whine of a very busy and capable four-pot. Thankfully, Mazda doesn’t create the fake exhaust sound common to some performance models. A modest hum is all the reminder you need.

Dropping the top is as simple as releasing a releasing a hooked tab. Immediately, the windows drop part way and the roof separates from the top of the windshield. With just one hand, you can push the hood behind the seats and (if you’re strong enough) close it up from within the cabin. To close, a clip between the seats frees the roof from its storage compartment. You’ll then manually lift it, connect the hook in place and reclip.

Keep in mind that dropping the roof consumes your very modest 4.9 cubic feet of storage space. A weekend bag might still fit, so there is that.

Auto Trends Recommends

It is hard for us to recommend any Miata model that isn’t the Grand Touring with the optional GT-S package. We just think that if you’re shopping for this roadster, then you’ll want the performance advantage this package provides. We’d also stay with the manual transmission, unless you’re using your Miata as your daily commuter in heavy traffic.

Credit Mazda with keeping its Miata the fun driver’s car it has always been. Other than the nearly identical Fiat 124 Spyder, there are no direct competitors. Few manufacturers have attempted to deliver an affordable roaster, with each one eventually throwing in the towel to leave Mazda alone in the segment.

2019 Mazda MX-5 Miata

Sticker price from $26,650 (includes $920 destination charge)
Delivered price: $32,845 (approximately)
Seats 2
2.0-liter 16-valve four-cylinder gasoline engine
181 horsepower @ 7,000 rpm
151 foot-pounds of torque @ 4,000 rpm
3.29 inches bore by 3.59 inches stroke
Engine compression ratio: 13-to-1
6-speed manual transmission
Wheelbase: 90.9 inches
Length: 154.1 inches
Width: 68.3 inches
Height: 48.6 inches
Passenger volume: NR cubic feet
Storage volume: 4.59 cubic feet
Towing capacity: NR
EPA: 26 mpg city, 34 mpg highway
Premium grade gasoline recommended
Fuel tank: 11.89 gallons
Curb weight: From 2,339 to 2,388 pounds
IIHS safety rating: NR
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years/unlimited miles
Vehicle assembly: Hiroshima, Japan

See Also — Sparkling New Mazda Miata Debuts

Photos copyright Auto Trends Magazine unless otherwise identified as belonging to Mazda.

Ensnared: Fiat 124 Spider Abarth

April 27, 2018 by admin 4 Comments

The 124 Spider in Abarth guise.

2018 Fiat 124 Spider Abarth — Smile! You’re going to love getting behind the wheel of this Abarth.

Small car manufacturer Fiat is struggling in a market where consumers want their big vehicles. Since its return to the US in 2011, sales peaked in 2014, but have fallen steadily through the ensuing years.

Some consumers, though, would do well to reconsider smaller and lighter vehicles going forward as gas prices have reached levels we haven’t seen in years. For those that have not explored the Fiat range in as many years, a fun little model joined the lineup in 2017.

That model is none other than the Fiat 124 Spider, a roadster supplied courtesy of Mazda. Indeed, the Mazda MX-5 Miata serves as the foundation for this sporty Fiat, a vehicle offering its own take on the roadster segment.

2018 Fiat 124 Spider Abarth

2018 Fiat 124 Spider Models

Fiat offers the rear-wheel drive 124 Spider in Classica ($24,995), Lusso ($27,495) and Abarth ($28,195) trims. All three come with a turbocharged four-cylinder engine paired with a six-speed manual or a six-speed automatic transmission.

After a 32-year absence, Fiat reintroduced the 124 Spider in 2017. Light package changes accompany the 2018 edition, which otherwise is a carryover.

As for Fiat’s relationship to the Mazda, both vehicles are built at Mazda’s manufacturing plant in Hiroshima, Japan. The Fiat takes the Mazda’s superb handling and comfortable ride and adds Italian flair and turbo power. This doesn’t mean the Fiat is better than the Mazda — it just establishes its own take on the tapestry.

For the record, I like both models. Very much so. You can call it a day and quit your reading right now or press on to find out a few more details about this Fiat variant.

2018 Fiat 124 Spider Abarth

Exterior Overview

The Fiat’s canvas is small, crisp and sporty. The rounded headlamps and squared tail lamps hearken to the original model. The front fascia couldn’t be more different than the Mazda. Whereas the Miata has a pretty Japanese girl’s face, the Fiat has a tougher image, not unlike some of Europe’s finest sports cars. I’m sure I’ve offended someone by the Miata descriptor — no offense intended.

The Abarth model, the very one tested, expands on the handsome theme by adding several touches unique to it. It starts with its body-colored front fascia and includes gunmetal-colored side mirror caps and roll bar cover. Gun-metallic 17-inch aluminum wheels, Brembo brakes with red covers and bright quad exhaust tips complete the look.

Otherwise, all models come with projector headlamps, power side mirrors, a soft-top convertible roof and various aluminum wheel choices. Optional equipment includes fog lamps, LED automatic leveling headlamps, headlamp washers, heated side mirrors and an available red-top roof.

Speaking of the roof, it is easy to drop down and pick up. You’ll do this with the car idle — simply unhook it from the inside in the middle and drop it down until you hear a click. Reverse the process by first hitting the release lever near the glove box, then move the roof into position. Once you start the process, if the windows are open, they will automatically slide half way down to avoid a potential glass-cracking catastrophe.

Interior Highlights

Inside, the cabin is well, snug. The following are four points I have pulled out covering the interior.

1. Not for tall people. If you are tall and have drooled over the Miata or the 124 Spider, you may wonder if you can fit inside. Comfortably, that is. Likely, if you are somewhere north of 6-feet-tall, this little Fiat just will not work for you. At a shade under 6 feet, I found the getting in difficult — back end first helps. The cabin is tight with very little room to maneuver. But do not take my word for it — attempt to slip behind the wheel to find out for yourself.

2. Not a square inch wasted. Some vehicles have what seems like acres of wasted space on the dashboard, but this Fiat roadster makes use of every tiny corner. It has to. it causes a few odd placements, though, including the immovable and protruding cup-holder on the passenger side. As for the driver’s drink-holder, it is located between the seat-backs in front of the glove box. Retrieving your drink takes patience and some skill as you reach over with your left arm while steering with your right. You might find wedging a bottle between the seat and door a better option.

3. Comfortable, sporty seats. The seats are reasonably comfortable and bolstered, just as you would expect. There is no seat extender, but then movement is quite restricted. The steering column tilts, but it does not telescope. Again, room is extremely limited, which explains the restricted movement of both the seat and column.

4. An assortment of touches. The hand-brake seems like a throwback to another era. An electronic brake switch would seem like the better choice here as it would consume less room. Alas, it is not offered. The vent dials are circular as are the main controls for everything else. Further, storage is minimal, but you will find a place to tuck or stack smartphones and connect to two USB points to keep them charged.

Safety & Technology Features

Small models are typically thin on the amenities, especially one so reasonably priced as this Fiat and its Mazda cousin. It does come with a rearview camera and offers blind-spot monitoring and rear cross-traffic alert. A rear parking sensor is also available, but driver-assist technologies are not offered.

Most models come with a four-speaker audio system and Bluetooth. Upgrades include satellite radio, a 7-inch color display and HD Radio. Choose a package upgrade and you’ll score a 9-speaker Bose audio system with GPS navigation.

On the Road: Fiat 124 Spider Abarth

Any chance you can (especially whenever the weather cooperates) you will want to drop the top on this Fiat. The prime reason for many to own a Fiata — Fiat/Miata — is to soak up the sun and connect with the road.

That connection is amplified in the Abarth with its humming engine and a pleasant exhaust note. The note corresponds nicely to the engine’s size — no overwrought tune to make you go hmmm….

2018 Fiat 124 Spider Abarth My test model came with the automatic transmission (sigh), but I made work of the paddle shifters from time to time. The Fiat’s engine is unique to it, a 1.4-liter turbo, generating 164 horsepower and 184 pound-feet of torque. That is considerably better than the 155 hp/148 lb.-ft. for the Miata. Both engines offer an available six-speed short-throw manual gearbox.

The fun continues as the Abarth enjoys a sport-tuned suspension versus the usual touring suspension. Add in a limited-slip differential for improved control and handling and you’ll see this roadster means business.

Fire up the ignition and the little engine that could delivers a boomlet, while the exhaust purrs. Step-off acceleration is even, turbo lag is not a big drag and moving up to highway speeds is fun. The exhilaration begins on the twisty roads where this little roadster hugs the pavement, pushes into each turn with abandon and leaves corners with ease.

Steering is sufficiently weighted and handling is a true joy. Close your eyes (well, don’t) and you might imagine yourself behind the wheel of a far costlier model. Then again, the truth is in the horsepower and you will quickly come to your senses that this is not a Porsche 911. But with just 2,500 pounds present, this tiny Fiat is tossable with a big “T.”

2018 Fiat 124 Spider Abarth

Fiat 124 Spider Parting Thoughts

Will the 124 Spider save Fiat? No. What it does do is burnish its image. Yes, Fiat turned to Mazda to produce the model and that makes for a compromise some may find deplorable. At the same time, it shows how competing manufacturers can find a common ground — Mazda gets some cash, while Fiat receives a halo model.

As for the consumer, the 124 Spider adds a wrinkle to the roadster segment, essentially creating a competitor to the Mazda. But the duo remain unique in this world, with only the hardtop Subaru BRZ/Toyota 86 offering the closest competition, especially to the Miata RF, a hardtop exclusive to Mazda.

Pay more (a lot more in some cases) and the Nissan 370Z, Porsche 718 Boxster/Cayman and the Audi TT, might also be examined. It really is not a fair fight as the Fiata duo simply undercut and in some ways overwhelm the competition.

2018 Fiat 124 Spider Abarth

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2018 Fiat 124 Spider Specifications

Fiat	2018 124 Spider
Segment	Roadster
Base Sticker Price	$24,995 (plus $995 destination fee)
Price as tested	$29,290
Standard Engine	1.4-liter, turbocharged inline-four
Horsepower	164 @ 5,500 RPMs
Torque (lb.-ft.)	184 @ 2,500 to 3,200 RPMs
Transmission	Six-speed automatic
Seating	2
Curb Weight (pounds)	2,516
Wheelbase (inches)	90.9
Length (inches)	159.6
Width (inches)	68.5
Height (inches)	48.5
Head room (inches)	37.4
Leg room (inches)	43.1
Shoulder room (inches)	52.1
Hip room (inches)	52.0
Storage (cubic feet)	4.94
Gross vehicle weight (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	91 octane recommended
Fuel Tank (gallons)	11.9
EPA Fuel MPG (city/highway)	25/36
Manufacturing Plant	Hiroshima, Japan

See Also — On the Road With a 2017 Fiat 124 Spider

Lexus Hotness: 2018 LC500!

September 28, 2017 by admin 5 Comments

Lexus’s six-figure sports car.

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

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

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

A Matter of Style

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

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

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

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

Luxurious and Sporty Interior

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

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

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

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

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

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

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

An All-New Chassis

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

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

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

2018 Lexus LC500

Behind the Wheel: 2018 Lexus LC500

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

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

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

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

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

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

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

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

Parting Thoughts: 2018 Lexus LC500

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

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

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

2018 Lexus LC500

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

See Also — First Look: 2018 Lexus LC500 and LC500h