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4 Safe Driving Tips For Teens, Parents

April 18, 2020 by admin 2 Comments

Obtaining a driver’s license is a rite of passage for youngsters, one of the first major life privileges available to teenagers. Teens, however, are considered high-risk drivers with insurance companies charging correspondingly higher rates to reflect that elevated risk.

Safe Driving Tips

Teens and their parents should have a discussion about safe driving practices including the following four tips to help improve their behind-the-wheel skills.

You can help your teen driver by setting the example.

1. Set an Example For Your Teen

You may be entirely comfortable behind the wheel of a car, but your teen likely is not. In fact, he or she may be terrified and part of that terror may have something to do with the way that you drive.Be honest with yourself: if you do not wear your seat belt, have a lead foot and are prone to racing other drivers, these are habits that your teen might pick up. Consider how your driving habits might impact your teen and set the example by always driving responsibly yourself.

2. Supply Extra Behind-the-Wheel Time

Most states require novice drivers to first pass a preliminary test and obtain a permit before they will issue teens a driver’s license. With a permit, teens may only drive a car with a licensed adult present, an individual that can help the youngster learn the rules of the road and hone his or her driving skills.

The more time a parent or other licensed adult spends time with a teen behind the wheel, the more comfortable and confident that new driver will become. You can take this one step further by enrolling your child in a student driving course. Some high schools offer them, while private driving schools are also available. A professional instructor can go over the many nuances of responsible driving including road manners, how to respond in a skid, and other safety factors.

3. Consider Graduated Driving: Mandated or Not

Some states have incorporated graduated driving programs that allow for progressively more privileges as drivers gain experience. In Michigan, for instance, the state requires teens to pass through two segments of driver education instructions and three licensing levels before they are permitted to drive on their own without restriction. Students must maintain a clean driving record and obtain parental approval to advance to a full license. Once the teen turns 18, the graduated driver’s license (GDL) program ends, with full driving rights granted.

Even if your state does not have a GDL program, you can implement one of your own. Talk with your teen about his or her driving privileges and what it takes to gain additional privileges. Avoid your child’s pressure to give him something before he is ready: it may be his life or the life of another person that you save.

4. Remember: Distracted Driving Kills

There is no easy way to say this, but your youngster faces an increased likelihood of serious injury or even death if he or she is distracted while driving. Distracted driving takes the lives of more than 3,300 Americans each year according to the NHTSA. These distractions include texting while driving, personal grooming, eating, watching a video, adjusting the audio system and using the navigation system.

Many states have put laws on the books to restrict or forbid teen use of cell phones while driving. The NHTSA has found that 21 percent of drivers aged 15 to 19 involved in fatal crashes were distracted by the use of cell phones. Regardless of the laws where you live, talk with your teen about distracted driving and insist that they practice the same safe driving habits that you carefully uphold.

The Privilege of Driving

Driving is a privilege and not a right, something that may be lost on many Americans. Your teen should understand the gravity of controlling two tons of machinery and the consequences that poor driving habits can have on himself and others.

See Also — Tips for Teens Buying a First Car

Image by Pexels from Pixabay

Nissan Kicks SR Revisited

March 21, 2019 by admin

2019 Nissan Kicks — Nissan offers the front-wheel-drive-only Kicks in three trims.

The Nissan Kicks is an affordable utility vehicle for first-time car buyers. It does to the utility sphere what the Nissan Versa does in the car market, by providing a cost-effective model that blends style, utility, and comfort. With a starting price of under $20,000, the Kicks may convert not a few car owners to this Nissan utility.

We covered the Kicks before, having taken delivery of a 2018 model last year and putting it through the paces. The model returns without major changes. However, we noticed it is slightly less powerful this year, but it is also more efficient than before.

2019 Nissan Kicks Overview

Nissan offers the 2019 Kicks in three trims: S ($18,540), SV ($20,250), and SR ($20,870). All models have front-wheel drive and come with a four-cylinder engine paired with a continuously variable transmission. If you want all-wheel drive, you’ll need to begin your small Nissan crossover search with the Rogue Sport.

As for upgrades, Nissan keeps the Kicks’ factory-installed options to a minimum. Indeed, there is only one true package available as the other upgrades include various individual enhancements.

For instance, a set of 17-inch black alloy wheels ($495) are available. Further, you’ll find premium paint ($395), premium paint with two-tone body/roof ($595) and two-tone paint body/roof alone ($200). These upgrades are not available with the base S model.

An SR Premium Package ($1,000) is available with the SV and SL trims. This package includes a special Bose Personal Plus sound system with the speakers embedded. Furthermore, there are various individual upgrades available through the dealership, including a rear spoiler ($360), illuminated kick plates ($370), and a Rockford Fosgate Audio system ($595).

Highlights of a 2019 Nissan Kicks

Since we just reviewed the Kicks just seven months earlier, we’ll go over the highlights of the Kicks this go around. Also, we’ve updated this model’s specifications, as listed at the end of this article.

1. Stepping up from a car isn’t a huge leap.

We understand that crossovers cost more than cars. Certainly, that’s something manufacturers must address if they want to capture more first-time car buyers. In any case, Nissan has always had one of the least costly models on the market with its Versa sedan.

The Versa starts out at about $13,500, which is a strong price point for a new car. You’ll pay about $6,000 more for a base Kicks, but it comes with a CVT and more standard amenities than the Versa. In particular, the Kicks is just $2,000 more than the Sentra sedan, a model that offers a better shopping comparison than the Versa.

2. You can’t get all-wheel drive.

Most competing models in this segment supply standard front-wheel drive and available all-wheel drive. Like the Toyota C-HR and the upcoming Hyundai Venue, the Nissan Kicks is front-wheel-drive only.

The reason for this is likely two-fold:

1), the slightly larger Rogue Sport offers an all-wheel-drive option and that’s where Nissan wants to direct your search, and

2), the relatively light Kicks isn’t encumbered by additional running gear.

3. Fuel efficiency is a strong point.

Speaking of weight, the Nissan Kicks weighs no more than 2,672 pounds. That’s 200 to 300 fewer pounds than such competitors as the Ford EcoSport, Jeep Renegade, and Honda’s HR-V.

Combine its light weight with an efficient four-cylinder engine and thrifty continuously variable transmission, and you’ll enjoy excellent fuel economy for a utility vehicle. Indeed, at an observed 35 mpg, the Kicks beat the EPA-estimated 33 combined mpg for this model. In fact, that’s at least 5 mpg better than several other models in this segment, including the Chevrolet Trax and Hyundai Kona.

2019 Nissan Kicks

4. Cut above styling for the taking.

The Nissan Kicks doesn’t scream budget. Far from it. Its exterior styling matches other Nissan models, including its take on the brand’s “V motion” grille. Our test model came dressed in two-tone blue with a contrasting white roof, delivering a sporty and an elegant take on this model’s look. The upswept beltline at the rear roof pillar is a nice touch too, something seen on more expensive models such as the Volvo XC40.

Inside, the cabin offers a simple, yet attractive look. We noticed that the seat materials were an improvement over last year, then realized the optional “Prima-Tex” or imitation leather seats were the difference. You have to order the SR Premium Package to get them, but they’re worth it. Also, the package adds heated front seats.

5. Technology we like.

Nissan supplies the 2019 Kicks with a number of technologies, including three USB ports, Bluetooth connectivity, and Siri Eyes Free. You’ll also find Android Auto and Apple CarPlay smartphone compatibility and a 7-inch color touchscreen display. All models come with a rearview monitor and automatic emergency braking.

Also available is blind-spot warning, rear cross-traffic alert, and an around-view monitor. You won’t find adaptive cruise control or navigation with this model, as the latter is remedied by using smartphone connectivity to get you there. By and large, we expect manufacturers to rely less on internal navigation in the future as ubiquitous smartphones manage that function.

6. Lots of room for its size.

The Nissan Kicks seems large for its class. On paper, it seats five, although we think four is the ideal. Still, you can place three people side-by-side on the rear 60/40 split-folding bench seat in a pinch.

Upfront, the seats are comfortable, supportive and offer the kind of head, shoulder, hip and legroom we prefer. The rear seat may be tight for tall folk, but if you have two children in car seats, that space is nearly perfect.

We like the standard cargo space, which measures 25.3 cubic feet or 53.1 cubic feet with the rear seat folded down. The Kicks’ seems positively cavernous compared to the previous Juke, which measures just 10.5 cubic feet behind the second seat and 35.9 cubic feet maximum. Further, the Juke’s rear seat was simply too tight for adult passengers.

Auto Trends Recommends

Shop for a 2019 Kicks and you’ll find a $2,330 price spread between the three trims. We suggest starting your search with the SV model as it upgrades the standard 16-inch steel wheels to 17-inch alloy wheels, adds heated side mirrors, and supplies smartphone compatibility. You’ll also find trim material upgrades, dual-zone climate control, keyless entry with push-button start, and a tonneau cover.

All in all, the Nissan Kicks delivers a very competitive model for the segment. It delivers nearly all the features consumers in a budget-friendly manner.

2019 Nissan Kicks

2019 Nissan Kicks Specifications

Priced from $19,585 (includes $1,045 destination charge)
Sticker price $23,500 (Kicks SR)
Seats five
Engine: 1.6-liter four-cylinder gas
122 horsepower @ 6,300 RPM
114 foot-pounds of torque @ 4,000 RPM
Continuously variable transmission
Wheelbase: 103.1 inches
Length: 169.1 inches
Width: 69.3 inches
Height: 62.4 inches
Passenger volume: 93.9 cubic feet
Storage volume: 25.3/53.1 cubic feet
Towing capacity: NR
EPA: 31/36 mpg city/highway
Regular gasoline
Fuel tank: 10.8 gallons
Curb weight: From 2,639 to 2,672 pounds
IIHS safety rating: NR
Limited vehicle warranty: 36 months/36,000 miles
Powertrain warranty: 60 months/60,000 miles
Corrosion warranty: 60 months/unlimited miles
Vehicle assembly: Aguascalientes, Mexico

See Also — The Idiosyncratic Nissan Sway

Toyota C-HR: Coupe Meets Crossover

April 26, 2018 by admin 7 Comments

Toyota’s C-HR delivers the goods to the compact crossover segment.

2018 Toyota C-HR — Diamonds influence the design of the all-new Toyota C-HR.

Take a coupe and blend it with a crossover and out comes the Toyota C-HR. Well, not exactly. Toyota’s newest model is definitely a crossover, but with coupe-like elements. It is a styling direction advanced previously by Nissan in the Juke, so we know that there is interest there.

Indeed, customer interest is quite strong as this model averaged more than 3,000 units sold per month beginning last June and topped 5,200 units in March. This 2018 model went on sale in April last year and will have about 18 months of sales before the 2019 model arrives late this summer.

2018 Toyota C-HR Overview

Toyota offers the 2018 C-HR in two trims: XLE ($22,500) and XLE Premium ($24,350). Originally planned as a Scion model before Toyota deep-sixed the brand, the C-HR offers a nod to the mono-spec pricing of Scion, while delivering some content differentiation. Prices here do not include the $995 destination charge.

Exterior Overview

Say it with diamonds. Or at least design it that way. From the shape of the headlamps to the various side body panels, the purposeful diamond inspiration is present. Further, it continues to the rear fascia with its protruding tail lamps and diffuser trim.

Up front, the 2018 C-HR has a distinctive and contemporary Toyota face, but with even wider headlamps. Below that a narrow lip splits the upper and lower grille with deep sculpting at the corners. The flared wheel wells give this model a muscular appearance.

Cast your eyes along the sides and you may think you are looking at a coupe, but Toyota locates the rear door handles at the rear roof pillar where it meets the body. You are forgiven if you miss this — my younger son attempted to enter the rear compartment by means of the front door, thinking the passenger seat slides forward. It does not.

The roofline flows downward to the rear, itself marked by a haunch-like layout. Some may find the design busy, likewise others may consider it wholly attractive. And if that is not enough, the optional contrasting white roof delivers its own set of style élan matched by white side mirror caps.

Standard features include projector-beam halogen headlights, LED daytime running lights, 18-inch sport alloy wheels and body trim — rear lower diffuser with back rear and lip spoiler, vortex generators, underbody panels and front and rear wheel spats. The XLE Premium adds integrated fog lights, a touch-sensitive liftgate and power side mirrors.

Interior Overview

On paper, the Toyota C-HR seats five, but four is a better choice. Three adults sitting side by side in the back would find the space extremely tight. The front seats are supportive…if you are young. There just is not enough hip and leg support to please a mature man such as myself. Happily, the seat has power lumbar support and a heating element. I needed both while taking one long drive to sooth my lower parts.

2018 Toyota C-HR But there are some good things about this crossover’s interior, including a clean, layered and stitched dashboard design marked by an instrument panel hood and a center console topped by a color display rising from the dashboard. Moreover, the diamond theme advanced across the exterior carries over to the interior where door panels and the headliner express that particular motif. The look is unique, if not playful, likely to spark interest for youthful drivers.

The rear bench seat is a one-piece design and this means it lacks a center armrest. The standard storage space measures just 19 cubic feet, expandable to 36.4 cubic feet with the seat folded. That is noticeably less than the Honda HR-V ( 23.2/55.9 cubic feet), but ahead of the standard 12.4 cubic feet in the Mazda CX-3, yet behind the 44.5 cubic feet with the seat folded.

Standard features include keyless entry, power windows, a tilt-and-telescopic steering column, fabric-trimmed seats, dual-zone automatic climate control and a cargo area cover. The XLE Premium builds on this by supplying push-button start, a power driver’s seat with lumbar support, heated front seats and dual sun visors with illuminated vanity mirrors.

Performance Matters

If you are looking for a high-performance small crossover, the C-HR is not it. Then again, performance typically is not a characteristic of this segment. Nor even for the compact segment above it.

2018 Toyota C-HR What you get here is a 2.0-liter four-cylinder engine, generating 144 horsepower and 139 pound-feet of torque. Modest power at best, but it is no slouch either. Toyota pairs this engine with a continuously variable automatic transmission and that means under full throttle you will hear the engine strain as the transmission sends power to the wheels.

Step-off acceleration is certainly up to the task. Its relatively lightweight frame ($3,300) helps. Up the hill, down the dale and the C-HR seems at home. Steering is light to the touch and handling is sharp. You are still dealing with a high-profile vehicle, therefore the body rolls are noticeable on tight turns.

As for fuel economy, expect a return in the high 20s mpg. This is not bad for the segment, but then it is about 10 mpg less than the similar-sized Corolla. Think about this for a moment. When gas prices are cheap, as in below $2 per gallon, this is not much of an issue. But gas prices are on the rise and will likely top $3 per gallon this summer.

Technology and Safety Highlights

Toyota supplies a straightforward audio system with the 2018 C-HR. This six-speaker system does not offer satellite radio, but it does include Aha with access to more than 100,000 radio stations. Bluetooth wireless technology, two USB ports, an auxiliary audio jack and a 7-inch color display are also included.

2018 Toyota C-HR Do you want navigation? Sorry, it is not included. Not even Scout GPS Link, an app that Toyota usually relies on to supply directions is also absent. Without Apple CarPlay or Android Auto smartphone compatibility, drivers must rely on their smartphones directly to supply directions.

On the safety front, the Toyota Safety Sense P (TSS-P) suite of driver-assist technologies includes a pre-collision system with pedestrian detection, lane departure alert with steering assist, automatic high beams and full-speed radar cruise control. Also included is blind spot monitoring with rear cross-traffic alert.

Parting Thoughts: Toyota C-HR

The C-HR takes an approach to the segment unlike most of its competitors. Sure, the upcoming Nissan Kicks (replacement for the Juke) will take a familiar front-wheel drive-only approach and likely deliver its ow take on a car-like drive.

As for the Toyota C-HR, there are a few things we’d like to see going forward.

First, more power.

The engine is fine, but fine is not a standard we like. I cannot mention the performance numbers for the still-under-embargo 2019 Toyota Corolla
Hatchback, but I can assure you it delivers a noticeable performance edge over the C-HR with the same engine. Matching the Corolla’s performance numbers is an easily attainable goal. Besting it by rolling out a turbo version would be awesome.

Second, let’s offer a manual.

Yes, I know: manual transmission take rates are abysmally low in the US. Some manufacturers have abandoned them, while others restrict manuals to their weakest or base model. Offering a manual would liven the segment and might just interest young buyers with this form of driving.

Third, give us all-wheel drive.

Just like the manual, an all-wheel-drive version is available in Europe. I believe Toyota loses some customers without it, especially in colder areas. Definitely, add more power to the engine before expanding the running gear to gain all-wheel drive.

Fourth, make tech great again.

Toyota delivers an odd split when it comes to the C-HR and technology. On the one hand, they are ahead of the competition with driver-assist features. Other manufacturers will certainly follow, but Toyota has the clear lead. On the other hand, Toyota is behind the curve in infotainment technology, at least when it comes to navigation. In this case, Toyota offers the customer zero, zip, nada. This means when you need directions, you will access your phone and will likely hold said phone in your hand as you drive. Do you see what I mean? In this case, expect the distracted driving technology to kick in often as distracted drivers look away from the road to their smartphones.

All in all, Toyota continues to show a commitment to entry-level vehicles and in ways other manufacturers do not always match. That you can get this vehicle for under $25,000 is an important price point for first-time new car buyers. Further, there are several other Toyota models starting below $20,000, offering further credence of Toyota’s commitment to new car shoppers.

2018 Toyota C-HR Specifications

Toyota	2018 C-HR
Segment	Compact Crossover SUV
Base Sticker Price	$19,995 (plus $995 destination fee)
Price as tested	$25,485 (Titanium AWD with $2,750 discount)
Standard Engine	2.0-liter, inline-four
Horsepower	144 @ 6,100 RPMs
Torque (lb.-ft.)	139 @ 3,900 RPMs
Transmission	Continuously variable automatic
Seating	2+3
Curb Weight (pounds)	3,300
Wheelbase (inches)	103.9
Length (inches)	171.2
Width (inches)	70.7
Height (inches)	61.6
Head room (f,r — inches)	38.1, 38.3
Leg room (f,r — inches)	43.5, 31.7
Shoulder room (f,r — inches)	49.0, 52.5
Hip room (f,r — inches)	53.0; 48.0
Storage (cubic feet)	19.0, 36.4
Gross vehicle weight (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	regular
Fuel Tank (gallons)	13.2
EPA Fuel MPG (city/highway)	27/31
Manufacturing Plant	Sakarya, Turkey

See Also — Full Disclosure: 2018 Toyota C-HR

Premium Hybrid Hatchback: 2017 Lexus CT 200h

December 1, 2016 by admin 3 Comments

An entry-level hybrid with a fun-to-drive F Sport option.

Sitting lower and coming in slightly shorter than the Toyota Prius, the Lexus CT200h (CT) is the smallest hybrid model for Toyota’s luxury brand. Now in its seventh year, the CT will soon follow the Prius and receive an update of its own. In the meantime, shoppers looking for a small hybrid hatchback with sporty driving characteristics would do well to consider this year’s model.

2017 Lexus CT 200h

The Lexus CT shares its drivetrain with the wildly popular Prius, but there are some important differences. Most notably, the CT is in its first generation and has yet to benefit from the changes made to the Prius in 2016 when that hybrid’s current-generation model was introduced. As a new model is being prepared (likely for 2018), the 2017 Lexus CT offers three new color choices. That’s the extent of the changes offered for a hybrid offered in standard and F Sport trims.

Speaking of trims, the standard model retails from $31,250, while the F Sport version fetches $32,980. All CT models are front-wheel drive and offer room for up to five.

Exterior Highlights

If you’re not familiar with the CT 200h, its diminutive size may surprise you. Lexus took a risk developing this product as it operates in a segment where only the CT and the Audi A3 e-Tron compete.

Measuring 171.2 inches from stem to stern, the CT is nearly a foot shorter than the compact NX SUV and the small IS sedan. Working to the CT’s advantage is its front-wheel drive layout, what bodes well on the interior room (more about that later).

The spindle grille look on the CT is measured — and that means it doesn’t overwhelm the front fascia. Distinctive hood creases, body sculpting, a high beltline, and a roofline that sweeps back to the hatchback contributes to this model’s sporty look. At the rear, you’ll find an integrated hatch spoiler, wraparound glass and combination lamps, and a diffuser-like tail.

The F Sport package represents a modest $1,730 investment to get a sportier look along with a specially tuned suspension with sport-tuned dampers and springs. The hatchback’s 17-inch wheels feature a special two-tone graphite and machine finish. You’ll also find a mesh version of the spindle grille, a black contrast roof and a rear spoiler with two large air ducts. Completing the expression is mesh and fog lamp inserts with black surrounds and special exterior color choices.

Interior Highlights

Lexus provides space for five, but in reality the CT is best suited for two. Okay, if you need to squeeze one or two people in the back, while moving your seat forward, this can be done.

The cabin is comfortable for the driver and front passenger, supplying ample bolstering and sufficient room for me to move my 6-foot frame around. The overlapping three-dial instrument panel offers a sporty presentation even if one of those dials is dedicated to hybrid information.

The center stack is marked by a color display occupying an alcove set within the dashboard. The floating panel connecting the center console with the dashboard should be familiar to Lexus fans. What takes some getting used to is the transmission shifter with the “park” feature occupying a button immediately below the stick — I wonder how many times people put the car in reverse, thinking they were in park?

The Lexus Remote Touch controller offers its own drama, at least for some people. Personally, I like the mouse-like design — once you’re familiar with the location of the pad, buttons, and switches, you’ll get the hang of it. Distractibility is always a potential problem with any system requiring your eyes to veer away from the road ahead. So, use the voice commands wherever possible — it worked great when it came to fetching directions. Those directions, by the way, come courtesy of an available navigation package ($3,480).

Opt for the luxury package ($2,170) and you can upgrade from NuLuxe to leather seats. But I have to say the NuLuxe does an excellent job of imitating leather — it has the look and feel of the real thing and importantly for some folks is that no animals were harmed in the process. Anyway, the luxury package also brings in heated and front seats, and other features.

As for storage space, the hatchback offers 14.3 cubic feet of storage space. The 60-40 split folding rear seat expands that space, although Lexus doesn’t publish that number.

Performance Features

Let’s get one very important point out of the way first: the 2017 Lexus CT200h makes an EPA-estimated 43 mpg in the city and 40 mpg on the highway for a combined 42 mpg. My numbers came in slightly lower: 39.3 mpg for mostly highway driving. But I’ll take it.

On the road, the CT is not a performance beast. At least if you place the emphasis on off-the-mark acceleration or passing power. Even in sport mode (eco and normal are the other two), there’s no appreciable difference in performance. Remember, we’re talking about a hybrid model here, not the RC F. That means you’ll draw 98 horsepower and 105 pound-feet of torque from the gas engine.

One of two electric motor generators sends 80 horsepower to drive the front wheels and supplies regeneration while braking (energy sent to the nickel metal hydride battery pack for use later). The other generator works the engine starter and manages the transmission ratio control.

But there is one benefit that will appeal to people who like tackling the twisties. Even though the CT is front-wheel drive it weighs just 3,130 pounds and has what feels like an improved front to rear weight distribution. Then again, it is nose heavy with 59 percent of the weight up front and 41 percent in the rear. It just doesn’t seem that way when tackling the twisties.

Enhancing the handling experience is the available F Sport package as you’ll gain sport-tuned dampers and springs. Just don’t look for copious amounts of power to aid you as you press forward — it just isn’t there.

Safety Considerations

The Insurance Institute for Highway Safety (IIHS) gave the 2016 Lexus CT 200h its highest score: Top Safety Pick+. Testing for the 2017 model has not yet been accomplished, but we’re confident this model will retain its high score.

Besides the usual safety features — traction control, a suite of airbags, and stability control — buyers can opt for a pre-collision package ($1,500) with dynamic cruise control, what enables the CT to achieve its lofty safety rating.

Model Considerations

With standard and F Sport trims available, your purchase decision comes down to two things: luxury efficiency on a budget or a combination of efficiency and performance when choosing the F Sport.

Personally, I would skip the F Sport — if you’re looking for a measure of performance, then head to the IS line. You won’t enjoy the fuel efficiency of the hybrid, but you’ll gain performance characteristics in a tidy package for a slightly higher price.

Parting Thoughts

The CT offers an ideal blend of a sport hatchback design, premium features, and outstanding fuel economy. The person who admires Prius, but wants to upgrade to Lexus may find it delivers everything they want. Keep in mind that this model is shorter than the Prius and doesn’t have the interior space of the Toyota. The ideal purchaser may be the individual looking for a commuter car and the promise of 40 mpg. You’ll get that along with the CT’s green credentials wrapped in a Lexus package.

See Also — Driven: 2016 Lexus ES 300h

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

Experienced: 2016 Lexus LX 570

August 22, 2016 by admin 9 Comments

What’s big, beautiful, and seats eight? That would be the LX 570, the largest of four SUVs sold by Lexus, Toyota’s luxury brand. Two hybrid variants are also available.

This vehicle takes the bones of the highly capable Toyota Land Cruiser and adds Lexus panache to create one of the most capable luxury SUVs anywhere. Indeed, the Lexus LX 570 should be mentioned in the same breath as the Land Rover Range Rover and the Mercedes-Benz G-Class, with all three serving a niche market.

A 2016 Lexus LX 570 was a recent weekly visitor, a model I had long sought, but what remained elusive. Several calls and messages through my usual media channels finally sprung one for me. So, I jumped at the chance as soon as I heard it was available.

Besides needing to share details about this SUV here and elsewhere, I personally wanted to satisfy my curiosity to gauge how well the LX 570 lives up to its mystique. Like the emblematic Land Cruiser, the LX 570 has earned a reputation that places it at the pinnacle among top-end SUVs — but I still needed to personally determine if that notoriety was well deserved.

Lexus offers the LX 570 in one trim — loaded. With a base price of $88,880 ($89,380 for the 2017s), you have to figure it comes very well equipped. And it does. Although I drove a 2016 model, the package upgrade information covers the 2017s, given we’re straddling the model year switchover as of publication.

Available Options and Accessories

This standard four-wheel drive model offers two packages of note: a $2,005 dual-screen rear-seat entertainment system composed of LCD screens, a DVD/CD player, a pair of headphones, and a two-prong AC power outlet. You can also choose a $1,190 luxury package outfitted in semi-aniline perforated leather with heated and ventilated front- and second-row seats. Rounding out the package is four-zone climate control, supplying one more zone for your ambient control versus the standard three.

Buyers might also opt for such options as a 19-speaker Mark Levinson Reference surround sound audio system ($2,350), a color heads-up display ($900), 21-inch alloy wheels ($745), and a heated wood- and leather-trimmed steering wheel ($150). A much-desired cool box ($170) is also available.

Quite easily, your LX 570 may come with each of these features driving your final price close to $100,000. It is doubtful that serious buyers would quibble over the final price — the LX 570 presents an ostentatious display of upward mobility — what better way to project your personal wealth?

The Lexus Design Language

The LX 570 has a familiar silhouette, one common to nearly all traditional, full-size SUVs. It is based on Toyota’s large off-road vehicle platform, loosely shared with the Toyota Tundra pickup truck. Where Land Rover opts for unibody construction, Lexus matches Mercedes-Benz in providing a body-on-frame design.

Body-on-frame provides some advantages when tackling the toughest terrains, but that shouldn’t be taken as a slap against Land Rover — when you already have a successful design, you just go with it. And that’s what Lexus has done.

I’ve heard my share of comments regarding the current Lexus design language, particularly its dominant hourglass or spindle grille. These comments range from “I love it!” to “that’s hideous!” but the variation of opinions should point to something else — Lexus continues to get noticed and has largely lost its reputation for “safe” or even bland styling.

What Lexus hasn’t lost is its quality and reliability nor its strong resale value. There isn’t a luxury automobile brand that matches Lexus, a marque that builds on the Toyota brand’s stellar quality.

The LX’s striking frontal presentation is amplified by its bold wraparound headlamp clusters punctuated by swoosh-like LED accent lights. The lower section of the grille juts out wider than the top part and is itself hemmed in by embrasures housing boomerang-styled LED fog lights.

Noticeable creases and body sculpting run from the top of the grille and across the hood’s edge, ending at the bottom of the windshield. A powerful and confident expression is projected, in keeping with this SUV’s persona.

Along the sides, Lexus fashioned the layout by adding chrome touches on the belt line and at the rear window, by “smoking out” the roof pillars, and by adding privacy glass for the rear compartment. Additional creases and body sculpting are present for added distinction; the multi-spoke alloy wheels provide this model with additional pop.

From the rear you’ll note a liftgate spoiler, large wraparound combination lights, and fog lamps. Chrome ornamentation is present too, but tastefully placed. Other embellishments include creases and sculpting to round out the rear fascia.

Take a Look Inside

Lexus is a master of interiors, richly dressing all cabins in leather, wood, carbon fiber, chrome, and other high-end materials. If you are looking for plastic, you’ll have a hard time finding it. If it is there, it probably is indistinguishable.

Seating for eight is accomplished by supplying the expected bucket seats up front, a 40-20-40 bench seat in the middle and a 50-50 bench seat in the rear. Let’s just say the first two rows are as comfortable as you’ll find anywhere. As for the third-row seat, it is best served for holding tweens — children who have outgrown their car seats, but have yet to hit their growth spurt. It is a narrow window at best, but when you’re wanting to maximize passenger room, this is what you have to do. Although, if you need room for eight, the LX doesn’t match the Cadillac Escalade, Infiniti QX50 or the Lincoln Navigator in shoulder, hip, and leg room. Consider this fact its main deficiency.

When it comes to luxury vehicles, there is a wealth of amenities for your fixation. It is easy to overlook something, especially when you only have a week to examine the vehicle and everything it provides.

I almost missed the “cool box” feature of this model, what replaces the usual storage compartment inside the front armrest with a cooling chamber. Quite by accident, I discovered it, although with its very apparent switch inside and instructions on how to operate same, it should have been easy to spot.

But that’s not how I discovered it. Instead, by storing an extra bottled water inside, I discovered about an hour later that the said bottle was not simply cooled, but chilled. Indeed, the box matches the temperature of your home refrigerator, chilling whatever you have placed inside.

The cooling switch had been left on by the last journalist, so I was the “accidental” beneficiary of that oversight. The box is large enough to hold six one-liter bottles — standing, not stacked — or you might bring your lunch and keep it chilled inside. By the way, when the cool box switch is activated, the front air conditioning automatically comes on.

Beyond the nifty cool box, the LX offers an embarrassment of riches. Beyond the exquisitely stitched leather and the choice woods, you’ll find a cabin carefully laid out and dressed for the occasion.

The instrument panel is marked by a pair of large displays for the tachometer and speedometer as well as two smaller displays for temperature and oil pressure. Between the main dials is a digital display featuring other vehicle and driver information.

Just above the center stack is a 12.3-inch color display — a rectangular block fixed to the lower end of the dashboard. It serves as the nerve center for Lexus Enform, the brand’s infotainment system. This system is managed by a Remote Touch controller, by voice or with the attendant switches. You’ll also find an analog clock, audio and climate control switches, and the expected connectivity ports — USB, auxiliary audio, and 12-volt outlets. Between the seats is the transmission shifter and the 4×4 controls.

Besides the cool box, other special touches include aluminum scuff plates, a tilt and slide moonroof, outboard heated and ventilated seats in the second row, and the wireless entertainment system.

One Powertrain Combination

Lexus offers one powertrain choice with the LX. You get a normally aspirated 5.7-liter, V-8 engine making 383 horsepower and 403 foot-pounds of torque. It comes paired with an eight-speed automatic transmission.

This engine is also found in the Land Cruiser and it powers the burly Tundra pickup truck. It is designed to deliver uncompromising power and does so quite well. What you won’t get is outstanding fuel economy — expect no better than 15 mpg when operating your LX. The LX also tows up to 7,000 pounds, a number that is at least 1,000 pounds less than the competition.

Smooth Ride, Capable Off-Roader

Traditional SUVs are creaky and uncomfortable, but that’s the experience of yesteryear. These days, the few remaining models are better refined, delivering a comfortable ride, a quiet interior, while still maintaining the off-road goodness customers demand. Yes, even some LX customers will take their SUV off road, going beyond the usual dirt or gravel road to crisscross creeks, push through a fen or to navigate a steep incline.

Lexus engineered the LX to do all that and more and threw in crawl control to help you maneuver the toughest terrain. With crawl control on, you simply control the steering and allow the SUV to ride out the harshest terrain at speeds up to, but not exceeding 5 mph. The system has found its way into other vehicles, most notably the Toyota Tacoma midsize pickup truck, but has been available in the LX for several years.

Although the vast majority of owners likely use their SUVs for show and tell — show people what they own, while telling them about their wealth — that the LX can match what the toughest trucks can do provides comfort and confidence for the owner.

Parting Thoughts

The Lexus LX 570 isn’t for everyone, mostly because its price is only attainable for a limited number of consumers. For those who choose one, it provides an experience that blends Lexus luxury with proven Toyota off-road capabilities, effectively matching if not exceeding the best of the competition.

See Also — Midsize Luxury Sedan: 2017 Genesis G80

Premium SUV: 2016 Mazda CX-9 Signature

July 29, 2016 by admin 11 Comments

Flagship CX-9 turns heads, stirs hearts.

Three-row, midsize SUVs are popular models, taking over largely where minivans left off. The Mazda CX-9 is one of several models in the segment and is now in its second generation. In many ways the CX-9 is the flagship of the Mazda fleet, offering more passenger room, utility, and size than any other model from this zoom-zoom brand.

Model Background

Mazda may be best known for its cars and zoom-zoom, but this small automaker based in Hiroshima, Japan, is attracting quite a following for its SUVs. The manufacturer offers three utility vehicles, including the subcompact CX-3 and the compact CX-5.

In the medium segment is a three-row CX-9, introduced in 2007 and now in its second generation. It competes in a class with such models as the Ford Explorer, GMC Acadia, Nissan Pathfinder, Dodge Durango, Honda Pilot, Chevrolet Traverse, Toyota Highlander, and the Buick Enclave. Like its competitors, front-wheel drive is the standard and all-wheel drive is available.

Year-Over-Year Changes

The 2016 Mazda CX-9 is an all-new model, replacing the first-generation CX-9 sold from 2007 to 2015. Like the earlier model, this one offers standard front-wheel drive and available all-wheel drive.

The most important change besides a “clean sheet” redesign for 2016 can be found in what’s under the hood. In an effort to save weight and improve fuel economy, a 2.5-liter turbocharged four-cylinder engine is the only engine offered.

Trim Levels and Price

The 2016 Mazda CX-9 is available in four trim levels: Sport ($31,520), Touring ($35,970), Grand Touring ($40,170), and Signature ($44,015). Only the Signature edition offers standard all-wheel drive, otherwise AWD is a $1,800 upgrade across the model line.

Depending on trim level, the CX-9 offers various packages and accessories. A heated power driver’s seat and heated side mirror package is available with the Sport edition. A Touring premium package is offered with the Touring edition. Paint options are available with the two top models.

Exterior Highlights

Who said an SUV has to look boring? Not Mazda. The countenance of this vehicle matches its other models and that’s not an easy feat to pull off. From bumper to bumper this SUV is sleek with distinct curves, body sculpting, and a flowing beltline to consider.

The front fascia is marked by a large gaping upper grille and a sporty lower grille opening. Sleek headlamp assemblies, bumper embrasures, and hood sculpting help amplify this model’s visage. Powerful shoulders are present as are sculpted wheel wells — both contribute to the overall sportiness of the design.

From the side, the upper portion of the hood pushes beyond the grille line, giving this model the appearance of an overbite. The flowing beltline and swept back roofline contribute to the SUV’s overall sporty persona. At the rear, the CX-9 is marked by sleek wrap around combination lamps connected by spear-like metal trim. Additional chrome embellishments, reflectors, and a chrome dual exhaust are also present.

Interior Highlights

Mazda provides three rows of seating in the CX-9 by offering bucket seats up front, a 60-40 split-folding seat in the second row, and a 50-50 bench seat in the third row. That third row is tight and best left for the teens or younger folk in your group. Access to the third row comes from moving the second-row seat forward and tilting same — yes there is sufficient room to squeeze on through.

Seating support is quite good all around, especially in the first two rows. I expected the first row seats to provide the necessary back and hip support, but the second row was a big surprise, especially for the outboard positions. Both seating positions are plush and bolstered, the middle seat is firmer and leg room is limited by the drivetrain hump.

Throughout my week with the 2016 CX-9, I was impressed by the level of quality apparent throughout the interior. The Signature edition is, of course, the show model in the segment. It comes dressed in leather across the seats, on the dashboard, as well as on the door inlays. Genuine rosewood touches surround the lower center console and extend to the front doors. Soft touch materials and brightwork trim were found elsewhere, but the look overall is elegant and upscale.

I’ve seen similarly appointed interiors elsewhere, but usually on luxury models. The nearest trim equivalent in this class would probably be the Buick Enclave with the Premium Group package or a GMC Acadia in Denali trim.

Just as the CX-9 has a flowing exterior theme, that design carries over to the SUV’s interior. Three large circular displays dominate the instrument panel with the tachometer on the left, a speedometer in the middle, and a digital driver’s information center on the right. Typically, digital displays are located directly between the tach and speedometer, but Mazda chose to place them together, perhaps for greater driving awareness.

The center stack reminds me of Audi with its tablet-like display sitting on top of the dashboard. However, unlike most Audi models, the Mazda display is fixed in place — it neither rises or falls.

Beneath the display is a pair of climate control vents, seat heating switches, as well as buttons and knobs to operate the climate control system. At the very base of the stack is a canted open storage compartment — ideal for storing your smartphone.

Between the seats are the transmission shifter and the drive shift mode switch. A larger control knob, similar to what is offered by BMW is immediately behind the transmission shifter and works as a mouse to control the screen. To the right is a volume knob. To the left is the electronic parking brake.

Immediately between the seats is a covered armrest, serving in a dual capacity as a storage compartment containing a pair of USB ports, an audio port, and an SD slot. Two cup holders sit in front of the armrest; the rear facing section includes climate control buttons and vents.

All four doors come with bottle holders and storage compartments. Fold down the second-row seat middle armrest and you’ll find two cup holders, an open storage area and a pair of USB ports. That storage area is large enough for you to line a pair of smartphones side by side while recharging.

The rear seat includes wall-embedded drink holders and open storage on both sides of the vehicle.

The CX-9 has a feature I haven’t seen yet — dual seat-back storage pockets for each of the front seats. One is deeper than the other, but together they offer interesting storage possibilities. I like to think families would find them useful for holding coloring books, folders, and the like.

Behind the third-row seat, you’ll find hooks and tie downs. You’ll also find the temporary spare tire sitting on the floor and a pair of concealed storage compartments on either side. A 12-volt, 120-watt outlet is also present.

Engine, Transmission, and Performance

Mazda took a risk this year by replacing a naturally aspirated V-6 engine with a turbocharged four-cylinder. The new engine makes 227 horsepower (250 with premium grade gasoline) compared with the 273 horsepower in the previous model. When it comes to torque, the new engine has the edge, making 310 foot-pounds versus the previous 270 foot-pounds.

Helping matters for the new model is a 250-pound drop in overall weight despite the addition of 53 pounds of sound-deadening materials. This engine is paired with a 6-speed automatic transmission. The EPA rates the 2016 CX-9 at 22 mpg in the city and 28 mpg on the highway.

Take this Mazda on the road and you’ll discover the performance side within thanks to its DNA. The CX-9 moves away from a dead stop at a normal clip and travels down the road with authority as soon as the turbo spools up. More than once I forget a boosted four banger was under the hood — it behaves much like the engine it replaced.

The difference maker for this SUV is the sport mode — what ramps up the driving characteristics. Once engaged, the engine throttle controls and transmission shift points adjust for sportier engagement.

Tackling the twisties may be more to your liking in a rear-wheel drive sports car, coupe or sedan, but the 2016 CX-9 delivers surprising enjoyment there too. Thanks to the I-Activ all-wheel drive system, this model offers excellent control and balance. Much credit should be given to the torque sent to the rear wheels as needed in an effort to deliver a more composed drive.

Standard and Optional Technologies

Mazda Connect is the name of the Mazda infotainment system. It comes with either a 7- or 9-inch color display and features voice command, short messaging service with audio delivery and replay, emergency notification, and an optional navigation system. I mentioned the interior layout earlier, but it bears reiterating the Mazda system rivals that of some luxury makes. It also works as planned and if you want to avoid the dial, then voice commands will do.

I was also glad to discover that a head’s up display (also known as active driver display) was included with the test vehicle. Unlike the system found in other Mazda models, this one is projected right onto the windshield. It shows such features as your speed, the local speed limit, cruise control, and navigation. Yes, I am a head’s up fan — technology that helps you keep your eyes on the road and your hands on the steering wheel.

The CX-9 also offers a 12-speaker Bose audio system. Bose does an excellent job of distributing clear and crisp sound throughout the cabin and, yes, it as close to any system found in luxury models.

Safety Features and Options

Crash testing by the Insurance Institute for Highway Safety (IIHS) is pending for the 2016 CX-9. We’re expecting improved numbers over the outgoing model, which scored poor or marginal in three of the five tests conducted.

All models are outfitted with a suite of airbags, roll stability control, traction control, and a rearview monitor. A blind-spot monitoring system and rear cross-traffic alert are included in the Touring and Grand Touring editions. The Grand Touring edition brings in an optional distance recognition support system, high-beam control, lane keep assist, radar cruise control, rear backup sensor, and brake support.

Buyer Considerations

If leather seats are your thing, you’ll find them in Touring trim. You’ll also get heated front seats as well as an advanced blind-spot monitoring system with rear cross-traffic alert. That makes for a generous package starting around $36,000. Certain competing models offer the safety features further up the trim level chain or as part of a package upgrade.

Seriously consider all-wheel drive even if you’re satisfied with front-wheel drive only. The $1,800 upgrade is worth it — the driving dynamics improve and if you ever need to tow something, AWD is certainly helpful when the wheels begin to slip. As for the Signature edition, you might consider one if you have a luxury model in mind, but prefer to stick with Mazda and all its zoom-zoom fun.

Parting Thoughts

Kudos to Mazda for making a complete package in its second go around with the CX-9. The look, feel, and drive of this SUV puts it a cut above most mainstream models, even in the base edition. Mazda may not have the sales numbers of a Toyota, GM, or Volkswagen, but from model to model they consistently exceed industry and consumer expectations.

Corvette Counterpart: 2016 Chevrolet Camaro SS

March 3, 2016 by admin 6 Comments

Is the Chevrolet Camaro SS a 2+2 version of the Corvette? It sure seems that way.

Both models share a 6.2-liter, V-8 engine making 455 horsepower. The Camaro has an output of 455 foot-pounds of torque; the Corvette shoots out 460 foot-pounds. In the Camaro you get a 6-speed manual transmission, while the Corvette has an additional shift point.

From there, the differences become more apparent as the Camaro is at least 300 pounds heavier, a foot longer and sits five inches higher than Chevrolet’s sports car. The styling separation is apparent as well, but if you were to drive both models back to back, you’d quickly note the performance levels are nearly the same.

2016 Chevrolet Camaro

Six years after resurrecting the Camaro following an eight-year hiatus, an all-new model has taken center stage. The latest iteration shares nothing with the previous generation, except for the badging. The 2016 Camaro is based on the same platform underpinning the Cadillac ATS and comes in approximately 200 pounds lighter and four inches shorter overall than the 2015 Camaro.

These changes add up to one thing: a truly fast sports coupe or muscle car delivering a blistering 0-to-60 mph time of just four seconds. Take that, Ford Mustang GT!

Redoing the Camaro has come as fuel prices have fallen below $2 per gallon nearly everywhere, except in the usual overpriced areas, such as California. That being said, the Camaro was designed with higher fuel prices in mind and that’s why a 2.0-liter, turbocharged four-cylinder engine is now available, delivering 31 mpg on the highway. A 3.6-liter, V-6 is standard and now makes 335 horsepower.

The test model served up was a 2016 Chevrolet Camaro SS coupe (a convertible comes later) in 2SS trim, outfitted with HID headlights with LED signature lights, LED tail lamps, and 20-inch aluminum wheels. This model also has a dual-mode exhaust system, heated leather seats, an upgraded lighting package, and a Bose premium audio system. All SS models come with a unique grille with integrated brake cooling ducts, a distinct hood with functional air vents, and a unique rear stanchion spoiler.

Top-of-the-Line Camaro SS

The standard 1SS package retails for $36,300; the 2SS package starts at $41,300. Chevrolet supplied the latter, adding $3,800 worth of options.

A ceramic white interior accent package ($500) was offered, providing a beautiful contrast to the Hyper Blue Metallic patina gracing the coupe’s brawny frame. Further, other interior color patterns are available, depending on the exterior color chosen.

Magnetic ride control ($1,695) and a dual-mode performance exhaust system ($895) were also present. Inside, an upgraded Chevrolet MyLink telematics system with navigation ($495) and low gloss black 5-spoke 20-inch aluminum wheels ($200) rounded out the main upgrades. Chevrolet even added $15 for the front license plate bracket, bolted to the grille and unfortunately evident in some of the photos you’ll see herein.

All told, the final price on the test model was $46,095 or approximately $20,000 more than the cost of the base model.

Robust, Powerful Sports Coupe Design

From stem to stern, the 2016 Camaro exudes boldness. The front fascia has a look that is almost sinister, sporting a coming-at-you smirk designed to evoke dread in all who dare stand in its way. From the front corners across the lower profile and pushing back to the rear corners, distinctive body sculpting emphasizes the coupe’s sinuous silhouette. Rolling character lines, powerful shoulders, a distinctive rear haunch, and four quad exhaust pipes are among the other exceptional features of note.

Inside, the Camaro SS offers room for four, but in reality only two will fit comfortably inside. The rear seat is mostly useless unless you and the front passenger are short and giving up legroom to accommodate the rear passengers doesn’t present a problem. Otherwise, the rear seat is best served as a supplemental storage compartment. In any event, the entire rear seat back folds down to provide access to the trunk. And you’ll savor that extra room because the trunk measures a mere 9.1 cubic feet.

The front seats are comfortable and supportive as expected. Average bolstering means you won’t feel so honed in that you can’t maneuver. Likewise, you’ll have sufficient support as you navigate the twisties or take on your other on-road theatrics.

Kudos to Chevrolet’s designers for keeping the rest of the interior uncomplicated. Both doors have the smallest of pockets with no room for holding drinks. The two cup holders between the seats are all you need.

Dashboard and Displays

The dashboard offers a straightforward layout with a double-notched instrument panel shield present. Two big analog displays — tachometer and speedometer — dominate the panel, but the center digital driver information display is large too. That panel is controlled by the usual steering wheel face controls.

Speaking of the steering wheel, it comes leather wrapped, stitched and perforated. Fairly tame wheel grips are present. In addition, a flat-bottomed design and SS badging are two of its other features of note.

If you hate clutter, then you’ll love the Camaro’s handsome center stack. That stack is dominated by a large, color display acting as the nerve center for the audio, climate control and navigation systems. Plug in your iPhone and Apple CarPlay appears on the screen — it works as promised too: I received and sent emails with it — the software allows you to correct same before sending. As with any voice-activated system, speaking clearly helps, so don’t chew and talk — it just ain’t polite or understood!

Beneath the substantial display are switches and a knob to control same. Further below that is a row of 14 switches ranging from seat heating and cooling management to climate control.

Two large circular dials are at the base of the stack and go beyond what they’re intended to do: deliver air to the cabin. Indeed, they’re an engineering feat and an artistic marvel rolled into one — scroll either dial to the left and your section of the cabin is cooled. Scroll to the right and more heat is supplied. In the center of each dial is another knob to open or close the vents. Its a nifty design, meant to conserve space.

Stick Shift and Drive Mode

Probably the most important feature in the cabin is the stick shifter itself. Or perhaps the shifter along with the three-pedal action taking place as you drive. The stick is joined by three nearby switches — traction control on/off, driving mode and the electronic parking brake. You’ll become intimately familiar with all three, if for nothing other than for different reasons.

Working our way back with the switches, the parking brake is a must to engage. You might forget to leave the transmission in first gear (if you’re parked facing uphill) or in reverse (if you’re parked on a downward slope). Yes, it happened to me — the Camaro rolled when I thought the stick was engaged. Fortunately, I was still behind the wheel and took corrective action.

The mode switch is where the fun begins — it is automatically set for touring, but you can also choose sport, track and a snow/ice mode. I used all four, including the last one for driving on a thinly graveled road. But the fun is everywhere else, especially in track mode as you feel the steering play tightening, sense the suspension system pulling in and enjoy quicker flicks of the transmission through the gears. The exhaust note resets to a deeper baritone too. In any mode, turn off stability control as you see fit.

Just one more note about the interior: leather is nearly everywhere — on the seats, across the dashboard, surrounding the steering wheel and covering the door inlays. When natural light eases, the interior bedazzles as outline lights surrounding the color display as well as the door inlays switch on. You can control the color choices by way of the touchscreen to employ a riot of reds, oranges, blues and whites to correspond with your drive mode.

Performance: The Be All and the End All

Everything about the Camaro SS boils down to one thing: performance. This is where Chevrolet’s sports coupe nearly matches the brand’s sports car in performance. The only separation is five extra foot-pounds of torque in the Corvette Stingray and a few hundred additional pounds of body weight in the Camaro. Other than that, Chevrolet designed the Camaro to go from 0-to-60 mph in an even four seconds with the automatic transmission or just a fraction off the pace of the Corvette Stingray. Such a closeness in numbers might rile Corvette faithful, but it also allows the Camaro SS to vanquish its chief nemesis, the Ford Mustang GT.

If the new and lighter frame underpinning the Camaro SS doesn’t convince you of its virtue, then the hulking V-8 should sew up the deal. Enthusiasts will want the 6-speed gearbox, what comes with a limited slip differential and active rev matching for downshifts. No doubt the 8-speed automatic will be preferred by some if only for the slight speed edge. Then again, if you’re an older driver and have tired of shifting or most of your driving is in the city, then eschewing the manual becomes more appealing. In any case, you’ll have paddle shifters to fall back on whenever a more engaged driving experience is desired.

Stomp the gas pedal and your Camaro SS is gone. If you’re especially quick at shifting you’ll see 60 mph before you know it. Let’s just say I was still in third gear when I hit that all-important performance threshold with fourth gear readied for engagement. No worries about redlining — just keep shifting as fast as you can. You might also reset the instrument panel’s display before you get started to show you the g forces at work. Clutch play is clean, although I would give a slight edge to the Mustang GT in that category.

As important as the powertrain is, the SS shines in the handling department. Muscle cars of yore provided excellent off-the-mark acceleration and confident braking, but came up far short in handling. The Camaro eliminates those deficiencies as it borrows some parts from Cadillac, including the CTS’ steering as well as GM’s famed magnetic ride control adaptive dampers, the first time we’ve seen the latter on the SS. Throw on the included Brembo brakes with 20-inch Goodyear Eagle tires and you’re ready for the track.

Regardless of drive mode, steering is brawny, but especially so in track mode. At the same time, a quick flick of the wheel to either side moves the front wheels, imbuing driver confidence as you slice through the turns. Steering and handling is on par with anything coming out of Europe —- I put the 2016 Camaro just ahead of the Mustang GT. In fact, this model is faster than the GT, although the Shelby GT350 and Dodge Challenger SRT Hellcat are faster yet. And much more expensive too.

I would be remiss if I left out one important factoid regarding the interior that has a substantial impact on the driving experience: the sight lines up front are excellent, but are awful on the sides. The smallest rear coupe windows are present, so you’ll need to lean heavily on the side mirrors to be aware of your surroundings. For some motorists driver assist features, including side blind zone alert, are a must. You’ll find it included with the top-end 2SS trim package.

Meeting and Exceeding Expectations

In summation, the current iteration of the Camaro does everything to uphold what enthusiasts want in a modern sports coupe. It also goes well beyond that by delivering a stylish, competent and thrilling model that takes no prisoners. Moreover, GM has invested heavily in advancing the Chevrolet brand in recent years and the all-new Camaro is one of its shining achievements.

2016 Chevrolet Camaro SS Specifications

Sticker price from $36,300
Price as tested: $47,500
Seats 4
6.2-liter V-8 gasoline engine
455 horsepower @ 6,000 RPM
455 foot-pounds of torque @ 4,400 RPM
4.06 inches bore by 3.62 inches stroke
Engine compression ratio: 11.5-to-1
Six-speed manual transmission
Wheelbase: 110.7 inches
Length: 188.3 inches
Width: 74.7 inches
Height: 53.1 inches
Passenger volume: 52 cubic feet
Storage volume: 9.1 cubic feet
Towing capacity: NR
EPA: 16 mpg city, 25 mpg highway
Premium grade gasoline recommended
Fuel tank: NR
Curb weight: From 3,685 pounds
IIHS safety rating: NR
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 6 years/100,000 miles
Vehicle assembly: Lansing, Michigan

Should You Consider a 2016 Toyota Camry Hybrid?

February 17, 2016 by admin 4 Comments

Lower fuel prices are making it difficult for consumers to justify investing in a hybrid electric vehicle.

The hybrid market is taking a beating as gas prices continue to fall, dropping well below $2 per gallon in most areas. Fickle consumers that we are, our eyes are now on the biggest prizes —SUVs and pickup trucks — instead of on the most fuel efficient models of all.

That fact doesn’t bode well for manufacturers with fleets stocked with small cars, hybrids and pure electric vehicles. Indeed, Toyota has more hybrids than any other manufacturer and thoroughly dominates the segment. Fortunately for Toyota, the automaker also sells its share of SUVs and trucks, although it remains heavily invested in all things electric.

When it comes to selling cars, manufacturers typically offer incentives ranging from the modest to the outright generous. However, Toyota’s incentive plan is very much localized — to “seek all Toyota offers,” you must plug in your zip code on the configurator page to find the offers in your area. As of publication, the offers in my area include 0 percent financing for 72 months or $239 per month for a 36-month lease with $2,638 due at signing. Neither offer is especially outstanding and that means the dwindling number of consumers still interested in a hybrid have the power of negotiation on their sides.

Toyota prices the 2016 Camry Hybrid from $26,790 for the base LE edition. That’s $3,770 above what you’ll pay for the standard Camry LE, a difference you may never get back for as long as you own the car and as long as fuel prices remain at historically low levels.

The all-new SE edition retails for $27,995 and the top-of-the-line XLE can be had for $30,140. As tested, a 2016 Toyota Camry Hybrid LE edition was presented with a sticker price of $28,400. The lone upgrade was a $775 Entune Audio Plus system with connected navigation. This means you get navigation through your smartphone, but not through the system itself. Remember this point.

It may sound like the Camry Hybrid is getting off to a bad start with the few negative points I’ve made thus far. On the other hand, it is important for car reviewers to explore every facet of each model tested. There is a silver lining here and I’ve already mentioned one noteworthy point — a strong negotiating position for shoppers.

The other point is that if you decide the hybrid isn’t right for you, the standard Camry should more than satisfy your needs. After all, the Camry is the best-selling car model in the US because it is well built, reliable and even stylish. Toyota intends to defend its position, so once again consider your own bargaining stance — this manufacturer absolutely understands you also have the Honda Accord, Ford Fusion, Nissan Altima, Hyundai Sonata, Chrysler 200, Subaru Legacy and many other midsize models to consider. Ruminate on this point.

The current Camry Hybrid benefits from an important mid cycle product update for the entire Camry line as of 2014 and just two years after the current generation model made its debut. The refresh was so extensive that Toyota replaced nearly everything inside and out, except for the roof. Said competitors moved Toyota’s hand and the consumer is the winner. These days, nearly every model in the segment is fresh and worth considering.

As for the Camry Hybrid, this model is now in its second generation as well as in its tenth year of existence. Its 2007 model year arrival was a natural progression for a brand that gave the world the Prius and also includes Toyota hybrids based on the Avalon, Highlander and the RAV4. A bevy of Lexus hybrids are also available.

All Camry Hybrids are powered by a 2.5-liter, four-cylinder gasoline engine running on the efficient Atkinson cycle. A three-phase high voltage AC permanent magnet electric motor is contained in the transaxle and is used to power the wheels. A continuously variable automatic transmission is present as well.

Toyota uses a sealed nickel-metal hydride (Ni-MH) battery pack to store power. Its nominal voltage is 244.8 V and its capacity is 6.5 ampere hours. The total system voltage is 650 volts maximum. Yes, the arrangement is the same as the leading-edge Prius and what allows the Camry Hybrid to achieve 43 mpg in the city and 39 mpg on the highway in optimum conditions. These conditions mean that ambient temperatures must be neither especially hot nor cold — I averaged 33.4 mpg for the week I had the hybrid as temperatures fluctuated widely (and wildly) between the teens and the 50s here in central North Carolina.

Slip behind the wheel of this sedan and you’re ready to move out. Toyota engineered the Camry — gasoline and hybrid models, both — to deliver everything customers want in a tidy package. My only disappointment was Toyota not including navigation with the LE model. Customers already have a big reason for *not* buying a hybrid — a built-in navigation system should always be the standard.

That said, this model employs its gas engine and electric motor to deliver 200 horsepower — certainly not a jaw-dropping number, but with 156 foot-pounds of torque complementing same, you’ll never be at a loss for power, unless you stay in the “Eco” mode where fuel economy trumps performance.

That performance kicks out unexpectedly at times — as when you’re needing to cut across three lanes of traffic to make a left turn. As I did this, the wheels were ‘a-spinning and ‘a-squealing just as a sheepish grin began to spread across my face. Who knew that the Camry Hybrid delivered such thrills and chills? Well, I did as the 2015 version provided a similar kick.

The midsize segment of all mainstream sedan models represents the “French Vanilla” flavoring to the industry. This shouldn’t be taken as an insult as French Vanilla is derived from an egg-custard base, giving it a richer and deeper note than standard Vanilla.

Today’s midsize aren’t lauded for steering and handling prowess — torque steer is rampant in this segment. But what you get are carefully crafted models sated with the latest technologies, comfort, and a dash of style. Add in excellent fuel economy and superior value, and you’ll understand why these models remain the top choice for many families. Or at least the model to supplement the family SUV or minivan. Go back about 20 years and Vanilla would have been the appropriate descriptor for nearly all cars in this segment on down. Certainly, the industry has come along way.

From front to back, the the Camry Hybrid’s cabin is roomy, offering space for five adults. My test model had a Creme Brûlée Mica patina, a rich exterior color that could just as easily have been handed down by Lexus. The two-tone interior —mocha and beige — is pleasant too, but I’m always a little concerned that the light fabric will reveal every possible imperfection and have some people thinking that they must vacuum it weekly.

Other key points for the interior include dual stitching on the seats as well as across the dashboard, an orderly and uncomplicated center stack featuring a deep storage compartment at its base, large enough to hold a small purse, but better suited for your smartphone with the attendant connectivity points present.

For 2016, all Toyota Camry Hybrids come with automatic projector beam headlights, daytime running lights, power side mirrors, and an acoustic noise-reducing front windshield. The latter helps the Camry score well with the all-important NVH — noise, vibration and harshness — category. Alloy wheels show up in the SE edition as does a color-keyed rear spoiler and garnishment such as a piano black sport mesh grille and a chrome exhaust tip. The XLE edition brings in LED daytime running lights.

In addition, the Camry Hybrid offers keyless entry and push button start, a tilt and telescopic steering column, power accessories, cruise control, dual-zone automatic climate control system, a backup camera, a power adjusted driver’s seat, a fold-down rear seat, an overhead console, two 12-volt outlets, four cup and four in-door drink holders. All models have a 6-speaker (or greater) audio system with a USB port, Bluetooth connectivity and Siri Eyes Free. Upgrades bring in a navigation system.

On the safety front, the Toyota Camry Hybrid has 10 airbags, traction and stability control, brake assist, electronic brake-force distribution and, of course, anti-lock brakes. Factory options bring in a blind spot monitor with rear cross traffic alert, a pre-collision system, dynamic radar cruise control, lane departure alert, and automatic high beam control.

So, should you consider the Camry Hybrid? I’m going to say no, but only for the reason you’re better off sticking with the standard Camry sedan, then choosing the options you want, and pocketing the savings. Then again, if a new car dealer slaps enough cash on the hood to match your best offer, then consider the hybrid.

2016 Toyota Camry LE Hybrid Specifications

Sticker price from $26,790
Price as tested: from $28,400
Seats 5 occupants
2.5-liter 16-valve four-cylinder gasoline engine
156 horsepower @ 5,700 rpm
156 foot-pounds of torque @ 4,500 rpm
Net 200 horsepower; 199 foot-pounds
3.54 inches bore by 3.86 inches stroke
Engine compression ratio: 12:5-to-1
Continuously variable automatic transmission
Wheelbase: 109.3 inches
Length: 190.9 inches
Width: 71.7 inches
Height: 57.9 inches
Passenger volume: 102.7 cubic feet
Storage volume: 13.1 cubic feet
Towing capacity: Not rated
EPA: 43 mpg city, 39 mpg highway
Regular grade gasoline
Fuel tank: 17 gallons
Curb weight: From 3,485 pounds
IIHS safety rating: Top Safety Pick+
Limited vehicle warranty: 3 years/36,000 miles
Powertrain warranty: 5 years/60,000 miles
Corrosion warranty: 5 years, unlimited miles
Hybrid warranty: 8 years, 100,000 miles
Vehicle assembly: Georgetown, Kentucky

Big Thrift: 2016 Hyundai Elantra Value Edition

November 18, 2015 by admin 5 Comments

2016 Hyundai Elantra Value Edition

Is it possible to pay too much for a new car? Absolutely. And with the average selling price of a new vehicle coming in around $32,500, there’s a good chance that a significant number of consumers must realign their expectations or forego a new car entirely.

Happily, Hyundai seems to provide more solid footing for consumers who want new and don’t relish settling for a car without the content features they desire. A 2016 Hyundai Elantra Value edition was a recent weekly visitor, a well-equipped sedan priced from $20,700.

The Value edition is all-new for 2016 and includes an automatic $1,000 discount for choosing this model. Thus, the base price of the Elantra Value is actually $19,700. With various added features, such as a cargo package, an automatic dimming rear mirror, a rear wing spoiler, and an upgraded audio system, the final price for the model as tested was $22,390.

2016 Hyundai Elantra Value Edition

For 2016, the Hyundai Elantra sedan offers SE, Value, Sport and Limited editions. Hyundai no longer makes an Elantra coupe — it was discontinued after 2014. An Elantra GT model is marketed separately, representing a five-door hatchback.

All models, except the Sport edition are powered by a 1.8-liter, four-cylinder engine making 145 horsepower and 130 foot-pounds of torque. The Sport edition is powered by a 2.0-liter, four-cylinder engine making 173 horsepower and 154 foot-pounds of torque. The SE and Sport editions come equipped with a 6-speed manual transmission; a 6-speed automatic is available. Value and Limited editions offer the automatic only.

Now back to the model at hand. The Elantra Value comes well-equipped and goes beyond the expected upgrades such as the automatic transmission, power accessories, cruise control, air conditioning, and the rear view camera you expect to find in most any Elantra model these days. Specifically, the Elantra Value adds a proximity key with push button start, a leather-wrapped steering wheel, heated front seats, a tilt-and-telescopic steering column, side mirror turn signal indicators, and a power tilt and slide sunroof. Aluminum touches to the front entrance sills and chrome beltline molding are included as well.

The add-ons are some of the features offered in the Limited edition, but not all. But with everything else as part of the package, the value proposition is certainly clear.

2016 Hyundai Elantra Value Edition

The Hyundai Elantra is now in its fifth generation and 2016 is the last model year before a new generation model emerges. The Elantra shares the same swoopy style of other Hyundai models.

From the front, this model has a narrow and small upper grille opening with a much larger lower grille opening present. Striking, wraparound headlights with distinctive LED daytime running light accents are also found. Large embrasures for housing the fog lights are present as well.

From stem to stern, the Hyundai Elantra is marked by distinctive body sculpting across the hood and along the sides. A rising belt line, a sweeping and sloping roof line, and a raised rear deck set the tone for this model — a look that appears at once sporty as it is upscale. From the rear are oversized wraparound combination lights along with reflectors. The tail pipe is hidden underneath the rear bumper — you may have to get on your knees to find it.

2016 Hyundai Elantra Value Edition

Inside, cloth seats are standard. You get manually operated bucket seats up front and a 60-40 split folding bench seat to the rear. Hyundai makes use of soft touch and harder-to-the-touch materials across the dashboard and on top of the doors. Brightwork trim accents provide the necessary pop. All four doors come with storage pockets and bottle holders. Two cup holders are found between the front seats; two more cup holders drop down in the middle rear seat position.

The instrument panel is marked by a pair of analog displays — tachometer and speedometer — found in separate cowls. In the middle of it all is a digital driver’s information center. The center console has a tiny 4.3-inch color display surrounded by switches for the radio, media, phone, and audio control. At least it offers a SiriusXM interface. But it doesn’t include navigation.

Knobs and switches for the climate control system are below the color display as are a pair of heated seat controls with low and high settings. Beneath that is a covered compartment large enough to hold your smartphone. A 12-volt outlet, an auxiliary input port and a USB/iPod port are also present. A second 12-volt outlet is found to the right of the console. The transmission shifter, cup holders, and a deep storage compartment/arm rest are also present.

Hyundai has sensibly placed the driver controls where you can see and reach for them. On the face of the steering wheel you’re able to adjust the audio system, connect the phone, and manage cruise control. On the driver’s door, all window, door lock, and side mirror controls can be easily managed — the buttons are canted toward the driver.

2016 Hyundai Elantra Value Edition

The Elantra also has one other feature sure to please — a sunglasses storage compartment located above the rear view mirror. Also present are reading lights and a switch to operate the sun roof. Each visor contains a mirror with illumination supplied by ceiling-mounted lights. The visors lack something everyone should have — either the ability to extend further out to block the sun or come with an extender to accomplish the same. On several mornings I found this important feature sorely lacking!

The front seats are supportive and comfortable — aligning with other cars I have tested in this class. The rear seat offers room for three with acceptable legroom, unless you have the misfortune of sitting behind the driver. Three adults can sit in the back in a pinch, but having the fold down arm rest/cup holder available will make your passengers happier if only two people are present.

Providing access to the trunk gives this sedan an extra bit of storage room on top of the near 15 cubic feet it offers. Lift the cover for the trunk’s floor and you’ll find an available compartmentalized storage area, always a welcome feature when looking for an area to hold certain items out of sight.

What you don’t get is a proper spare tire. In fact, there is no spare tire available at all. Instead, you get one of those inflation kits that may or may not help you, depending on the damage done to your tire. Here, I always recommend consumers invest in a full spare tire along with the jack and tools to install it. That’s at least $500 out of your pocket you probably weren’t planning to spend.

2016 Hyundai Elantra Value Edition

The Hyundai Elantra represents a value investment, Value edition or not. This model goes up against the likes of the Toyota Corolla, Honda Civic, Ford Focus, Chevrolet Cruze, Nissan Sentra, Volkswagen Jetta, Mazda 3, Mitsubishi Lancer, Dodge Dart, and the Kia Forte. Few of these models offer stand out performance — instead, the Elantra and its company offer solid and practical transportation between points. If you’re looking for a more fun-to-drive Elantra, then the Elantra Sport or Elantra GT may suffice. The Elantra GT brings in a driver selectable steering mode for enhanced handling; also consider the similar Hyundai Veloster if you prefer a performance edge.

On the road, the Elantra moves up to highway speeds with ease. You can zip down the highway entrance ramp and merge with traffic without worrying about that 18-wheeler bearing down on you. Importantly, passing power is sufficient too. The transmission shifted seamlessly between all six forward gears; the engine strained only when operating at full throttle. Handling is composed, not especially involved, but far from the numbness older compacts were known for. Braking is firm with average brake fade noted.

If you’re looking for an affordable people mover with some substance, the Elantra is worth considering. No, you won’t find yourself gleefully taking on the twisty roads with this front-wheel drive sedan, but you’re just as likely not to find yourself disappointed with your purchase decision. And with Hyundai offering the best warranties in the business along with five years of roadside assistance, you’re covered in the event something does go wrong.

2016 Hyundai Elantra Value Edition

Sticker price from $19,700
Price as tested: $22,390
Seats 5 occupants
1.8-liter four-cylinder gasoline engine
145 horsepower @ 6,500 RPM
130 foot-pounds of torque @ 4,700 RPM
3.19 inches bore by 3.43 inches stroke
Engine compression ratio: 10.3-to-1
6-speed automatic transmission
Wheelbase: 106.3 inches
Length: 179.1 inches
Width: 69.9 inches
Height: 56.3 inches
Passenger volume: 95.6 cubic feet
Storage volume: 14.8 cubic feet
Towing capacity: NR
EPA: 28 mpg city, 38 mpg highway
Regular grade gasoline
Fuel tank: 14.8 gallons
Curb weight: From 2,818 pounds
IIHS safety rating: Top Safety Pick
Limited (new) vehicle warranty: 5 years/60,000 miles
Powertrain warranty: 10 years/100,000 miles
Corrosion warranty: 7 years/unlimited miles
Vehicle assembly: Ulsan, Korea