rear-wheel drive

Supra Dupra! Behind the Wheel of Toyota’s All-New Sportscar

January 31, 2020 by admin 2 Comments

The wait is over. At least it was for this writer. Nearly one year after seeing the 2020 Toyota Supra displayed on the floor of the Chicago Auto Show at McCormick Place, a handsome example of one appeared in my test fleet rotation. Years of following the Supra’s on-again, off-again return finally paid off.

Let’s get a few things out of the way about the latest Supra, which is officially called the GR Supra.

First, the new model shares its architecture with the BMW Z4. Toyota slipped its own body on the platform, made some suspension adjustments, and supplied its own interior. Everything else, including the chassis, engine, and transmission are all BMW.

Second, rumors that some Supra faithful are stunned to discover the BMW connection after its introduction are simply absurd. Enthusiasts knew about the BMW relationship, something Toyota shared early on. Further, the GR Supra and Z4 are built side-by-side at a Magna Steyr factory in Austria.

Toyota Taps BMW

Why did Toyota work with BMW to bring back the Supra? For the simple reason that Toyota wasn’t about to sink more than $1 billion into developing, designing, and engineering an all-new model, likely never recouping the cost of its investment. Better to share these costs with another manufacturer than to not build this sportscar at all. Certainly, they could have chosen the latter, but Toyota decided to resurrect the model.

Besides, with car demand so low, the BMW connection is a low-risk proposition. The partners can work together for six to eight years before bringing out next-generation models. Or they might choose to go their separate ways. If they separate, don’t expect the Supra to endure.

So, there you have it.

Canvas by Toyota

With a canvas to create all its own, Toyota set out to make the Supra super and they nailed it. The silhouette is sportscar gorgeous with a form that is muscular through and through.

Upfront, the hood curves down to meet the fascia, which is marked by tear-drop shaped headlights with LED bulbs and accent lights. Deep cutouts at the corners connect the lower grille, which features a large intake that’s split into three sections by the bumper. The front-wheel bulges match the rear haunch, underscoring the powerful expression of this model.

Along the sides, the long hood, short greenhouse, and stubby tail are apparent. Sweeping body sculpting, a falling roofline, hood and side vents, and sport alloy wheels are features of note. From the rear, the look is in league with the Corvette, Jaguar F-Type, and Porsche 911, and is marked by a large liftgate, the pronounced haunch, and a diffuser with a pair of large exhaust tips. The rear lighting elements match the front, with cutouts extending from the lights to the bumper.

Inside, the cabin is sportscar tight, but even before you take a seat, you may need to lower your head considerably to get inside. I was “so over” frequently bumping my head that by the third day I made a concerted effort to slowly enter just as I carefully exited the Supra. But once inside, the snug vibe quickly takes over – if you’re much taller than six-feet, the amount of maneuverability to fit may not be to your liking. Yes, the front seats adjust, but there isn’t much room to move back as you’ll immediately press against the restraining bar that separates the cabin from the storage area. Fortunately, the steering column tilts and telescopes to supply a bit more space. But not much.

Creature Features

It’s easy to overlook the amenities offered with the Toyota Supra as much of the attention is on its looks and performance. That said, the latest Supra comes well equipped and is offered in 3.0 ($49,990) and 3.0 Premium ($53,990) guise. A Launch Edition variant ($55,250), limited to 1,500 buyers, is also available. Add $955 for the freight charge.

Choose the 3.0 and it comes with Alcantara/leather-trimmed seats and a 6.5-inch center touch-screen multimedia system with Bluetooth. Opt for the 3.0 Premium and this one has an 8.8-inch touchscreen multimedia system, navigation, Apple CarPlay, a 12-speaker JBL audio system, wireless phone charging, a color head-up display, and heated leather seats. As for the Launch Edition, here you’ll find 19-inch forged-aluminum twin-spoke wheels with a matte-black finish, Brembo 4-piston ventilated disc brakes with red calipers up front, glossy-red power-folding and heated side mirrors, heated red leather sport seats, and a serialized launch edition badge in carbon fiber.

On the safety front, all versions come with automatic high beams, collision warning, automatic emergency braking with pedestrian detection, lane departure warning, and road sign recognition. An available Driver Assist Package ($1,195) brings in full-speed dynamic cruise control, blind-spot monitoring, rear cross-traffic alert, and parking sensors with an automatic rear braking function.

Power to the People

Anticipation is the name of the game when testing any new model, especially one with performance cred. What’s so interesting about the current or fifth-generation Supra, is that it once again comes with a 3.0-liter-turbocharged inline-six-cylinder engine. The previous-generation model, last built in 2002 (1998 MY for the U.S.), produced 321 horsepower and 315 pound-feet of torque with a pair of turbochargers. Like the current model, power travels to the rear wheels by either a 6-speed manual gearbox or a 4-speed automatic transmission.

The new model utilizes a BMW single-turbocharged (twin-scroll) engine generating 335 horsepower and 365 pound-feet of torque. It works with a ZF-supplied 8-speed automatic transmission with steering-wheel-mounted paddle shifters. Sadly, no manual transmission is offered, which certainly takes some of the joy away from driving this machine. I’ve had the pleasure of driving several models in recent years that still have a manual, including the Honda Civic Si, and absolutely enjoyed the experience. But Toyota looks at global demand and apparently the numbers do not support a manual. That’s a shame because it detracts from the awesomeness of this model.

Yes, the 2020 Supra is awesome! Once you get inside, adjust your seat, mirrors, and fasten your seatbelt, the anticipation builds to a fevered pitch. Take a look at your surroundings before engaging the ignition – the sporty cockpit and forward sightlines are the first promises of something wonderful on tap. Start the ignition and the inline-six springs to life with the exhaust system responding with a reassuring grumble.

You’re hugging the pavement in the Supra with a ground clearance of 4.5 inches, or slightly higher than the F-Type’s 4.21 inches. Its aerodynamic design is ideal for cutting through resistance and this is where the Supra begins to reveal its prowess.

Surprising to some, the single turbo of the new model is less laggy than the twin-turbo of the other model. Turbo tech has certainly improved over the past 25 years, but it’s still interesting to witness by how much. With the current Supra, power kicks in quickly and keeps delivering. The extra cogs in the current automatic transmission are a big advantage here, with a more precise rev realized under hard acceleration. Of course, this is where the loss of a manual is keenly felt as revs are maintained under full throttle when the gear is constant. You get a similar feel when operating the Supra in manual mode, so there is that. The loss of three-pedal foot action, however, is simply that – a loss.

The Supra is fast, benefiting from a tidy footprint and lightweight body to make good on its speed reputation. Toyota has its 0-60 mph time pegged at 4.1 seconds, while Car & Driver says it’s 3.8 seconds. Regardless, Toyota’s sports car is fast and a thrill to drive.

Dialing in the sport mode and the already sufficiently weighted steering adds girth. The gear shifts hold out a bit longer and the engine snarls slightly louder. The exhaust system becomes downright noisy, although I could have lived without the sound piping through the vents. At times, the dashboard hummed and rattled as backpressure noise invaded the cabin. Sorry, it isn’t a natural-sounding noise and totally unnecessary at that.

The Supra struts its stuff best on the open road, as expected. Take it down your favorite twisty expanse and this sports car feels absolutely at home. It handles curbs with ease and moves into corners with authority, then pulls out of the same with no rocking and rolling of note. In other words, the Supra is designed as a driver’s car with track aspirations part of its DNA. My favorite drives were wherever traffic was non-existent and slalom adventuring awaited. The Supra is a confidence-building sports car, very forgiving for the novice, and always ready to bring its best to a fight.

Dressed in summer tires, the Supra feels especially light on its feet. But it also feels heavy on cold days when summer tires should be swapped for all-season radials. There were days when I had to wait for temperatures to rebound before setting out – you don’t want to risk destroying your performance tires when temperatures stay below 45 degrees Fahrenheit. In any case, the current Supra has 13.7-inch vented discs up front and 13.6-inch brakes in the rear. They’re larger than the previous generation’s brakes, supplying this model with excellent stopping power.

It’s a Wrap

The 2020 Toyota GR Supra does what it must do to live up to the model’s name. It was a long time coming with various prototypes offered, including the FT-1. Nearly a decade ago, Toyota trademarked the name, which gave us the first hint a new model was in the offing. Yet, despite rumors, hints, and promises, it took years for the current iteration to emerge.

In the intervening years, the consumer market changed dramatically as shoppers left cars for crossovers. A few manufacturers are dropping sedans in droves with some, such as Ford, abandoning everything except for the Mustang.
Speaking of the Mustang, the Supra is a worthy competitor although it is considerably smaller than the pony car and its two competitors, the Dodge Challenger and Chevrolet Camaro. The Supra is more in line with the Nissan 370Z, although the Z is woefully outdated.

The Supra’s high price point may unnerve some, but it is earned. Like the Land Cruiser, Toyota has some room to offer pricey models that aren’t a Lexus. We also must not forget the BMW connection as the Z4 is a wonderful car in its own right. The Bimmer has luxury shoppers in mind, while the Toyota is all about drawing in long ago Supra owners while showcasing the brand’s performance chops.

All in all, the Supra succeeds even without the option of a manual transmission. We can also dream about a convertible variant someday, which could prove a sales clincher for some.

2020 Toyota GR Supra Specifications

Toyota	2020 GR Supra
Segment	Sports car
Price Range	$49,995 to $55,250
Destination Charge	$955
Standard Engine	3.0-liter, turbo I6
Horsepower	335 @ 5,000 to 6,000 rpm
Torque (lb.-ft.)	365 @ 1,600 to 4,500 rpm
Transmission	8-speed automatic with manual mode
Seating	2
Curb Weight (pounds)	3,397
Wheelbase (inches)	97.2
Length (inches)	172.5
Width (inches)	73.0
Height (inches)	50.9
Head room (f,r…inches)	38.3
Legroom (f,r…inches)	42.2
Shoulder room (f,r…inches)	54.4
Hip room (f,r…inches)	54.2
Storage (cubic feet)	10.2
Gross vehicle weight rating (pounds)	4,001
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	premium
Fuel Tank (gallons)	13.7
EPA Fuel MPG (city/highway/combined)	24/31/26
Manufacturing Plant	Graz, Austria by Magna Steyr

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

Performance SUV:
The All-New 2020 Ford Explorer ST

January 24, 2020 by admin 2 Comments

The Ford Explorer is one of the early names that sparked the modern sport utility vehicle revolution, a 1991 model year replacement for the Bronco II. Since its inception, it’s been a proven seller, a midsize SUV that’s now in its sixth generation.

Beginning in 2020, the Explorer returned to its roots, at least in one important way. After switching to a front-wheel-drive platform beginning with the fifth-generation model in 2011, the sixth-generation Explorer once again features standard rear-wheel drive. The main difference, though, between the current model and those from 2010 and earlier, is this one features unibody construction for improved body rigidity (which makes for a quieter and smoother ride and better handling). On the other hand, the first four generations offered a classic body-on-frame build, which remains common to trucks to this day.

Explorer Trims

As a three-row midsize model, the 2020 Ford Explorer makes room for up to seven passengers. Like most other models in this segment, though, the third row is most useful for children. Adult passengers can squeeze in, but the space (including legroom) is much more limited than it is in the first two rows. One exception in this segment is the Volkswagen Atlas.

Ford offers the 2020 Explorer in four trims: XLT ($36,675), Limited ($48,130), ST ($55,025), and Platinum ($58,535). Add $1,195 for the destination charge. All-wheel drive, which is optional on the XLT, Limited, and Platinum, but standard with the ST (it’s actually four-wheel drive), is a $2,000 upgrade. Quite easily, you’ll pay at least $40,000 for an Explorer before outfitting one to your personal specifications.

And what about the previous “base” Explorer model? It is still available, but to fleets only. It starts about $4,000 less than the XLT, but is essentially a bare-bones model with space for seven.

Big wheels and red-wrapped brake caliper covers on the Explorer ST.

Design Highlights

The all-new Explorer has a more truck-like persona this time around, with pronounced edges, a bold grille, and upright roof pillars. Its size is nearly the same as before, but with one important difference: there is an additional seven inches between the axles.

Inside, only the base model offers seven-passenger seating. Most trims supply room for six as the middle-row bench seat is replaced by a pair of captain’s chairs. Interestingly, this is the same arrangement offered by the now retired Ford Flex, the quirky wagon-like utility vehicle that existed throughout the previous-generation Explorer’s build span.

The dashboard is layered, offering an upscale vibe with chrome-like trim separating the sections. That style also runs across the doors. Lots of useful pockets and storage compartments dot the interior. The available panoramic roof simply brightens the cabin.

We found the front seats very comfortable and generously bolstered. The leathering is handsome and sporty. Available features such as heated and ventilated front seats with massaging give the Explorer a class-above feel, not unlike the Kia Telluride and Hyundai Palisade.

The list of standard exterior features include LED lighting, a black mesh grille insert with chrome bars, 18-inch painted aluminum wheels, and a power liftgate. Make your way up through the various trims and package offerings, and the Explorer adds chrome-like garnishment, full LED lighting, power-controlled side mirrors with heating, larger and more elegant or sporty wheels, and a roof rack.

Inside, all models come with a three-zone climate control system. You’ll also find standard full power accessories, a tilt-and-telescopic steering column, remote start, and keyless entry with push-button start. Among the upgrades included are heated captain’s chairs, a leather interior, second-row sun-blinds, and a power-fold third-row seat.

A tablet-like display screen dominates the center console. Photo: Ford Motor Company.

Engine Choices

Our test model for the week was the Explorer ST. This four-wheel-drive model comes well equipped, although there are a few upgrades of note. First, a Performance Package ($1,705) adds such features as 21-inch aluminum wheels, red painted brake calipers, and high-performance brakes. Second, a Technology Package ($1,195) comes with multi-contour front seats with active motion (massaging), a 10.1-inch touch-screen display with pinch and zoom capabilities, and a 980-watt, 14-speaker Bang & Olufsen audio system.

Add in special paint choices ($395 to $595) and your cost approaches $60,000.

This year, Ford adds the first hybrid variant to the Explorer line. We’ll touch on that model in a bit, but first we’ll review the two engine choices available with the standard Explorer.

To begin, Ford utilizes a 2.3-liter turbocharged four-cylinder engine with the base XLT trim. This engine, which also powers the Ford Mustang, bangs out 300 horsepower and 315 pound-feet of torque. The ST and Platinum models share a 3.0-liter turbocharged V6 engine, but with modest power differences. In the Platinum, this engine makes 365 horsepower and 380 pound-feet of torque. In the ST, Ford tweaks things to increase the output to 400 horsepower and 415 pound-feet of torque.

The Explorer Hybrid, arriving this spring, comes with a naturally aspirated 3.3-liter V6 engine, electric motors, and a hybrid battery pack. This one delivers a 318 horsepower and 322 pound-feet of torque. Like the two other engines, this engine works with a smooth-shifting 10-speed automatic transmission. Yes, the Explorer Hybrid will be available in standard rear-wheel drive or available all-wheel drive.

When it comes to trailering, the 2020 Explorer gets it done when properly equipped. Models equipped with the standard engine pull up to 3,500 pounds, which equals the Honda Pilot. The ST and Platinum are rated to pull 5,600 pounds, which is better than the GMC Acadia, although just short of the Nissan Pathfinder. Even the Explorer ST offers robust towing capabilities as it is rated up to 5,000 pounds.

Drilling Down: Explorer ST

The Explorer ST demonstrates its performance bona fides straight out of the gate. Its throaty exhaust system booms and continues to percolate while driving. Step-off acceleration is excellent, but so is the passing power. This SUV is fast, although not as quick as the slightly smaller and lighter Jeep Grand Cherokee SRT we drove a few years ago.

Nevertheless, the Explorer ST does what you’d expect from any vehicle modified by Ford Performance. Direct and weighted steering, responsive handling, and firm braking are its strengths.

On twisty roads, you’ll feel the body roll as you navigate each turn – there is no way to engineer out that feeling of a high-profile vehicle, though its beefy tires keep this SUV planted. Slam on the brakes and the Explorer ST comes to a quick and confidence-building stop.

The ST features unique seating with special embossing. Photo: Ford Motor Company.

The ST’s performance attributes include steering-wheel-mounted paddle shifters and the available terrain management system. The rear-wheel-drive model has its own set of drive modes, while the four-wheel-drive ST supplies seven. These are: normal, eco, slippery, sport, tow/haul, trail, and deep snow/sand. On rear-wheel-drive models, switches control the settings, while a dial manages the same for all-wheel drive. Your selected drive mode appears on the instrument panel display.

How fast is the Explorer ST? Ford says it has a 0-60 mph time of just 5.5 seconds. That’s outstanding for this class vehicle. Ford also says that up to 100 percent of the power can shift to the rear wheels, otherwise, the system maintains a near 50:50 front-to-rear torque split.

We considered taking the Explorer ST to a regional four-wheel driving “course” as the trails in Uwharrie National Forest are closed for the winter. But with its handsome and costly performance upgrades, we reconsidered, limiting most of drive time to the open road. That’s where the majority of Explorer drivers will go, with most off-road venturing limited to gravel roads and well-worn trails. If you’re looking for an off-road beast from Ford that isn’t a pickup truck, hold on: the 2021 Bronco will fulfill that need. The Bronco is Ford’s answer to the Jeep Wrangler.

Safety and Tech Features

Ford does a good job with technologies, including a long list of standard and available driver-assist features. All models come with automatic headlamps with high beam control, a blind-spot information system with cross-traffic alert, a lane-keeping system, and a pre-collision system with automatic emergency braking. Also available is adaptive cruise control with full stop and go, lane centering, evasive steering assist, and speed sign recognition.
We can also laud Ford for its in-cabin tech, including an 8-inch touch-screen display and 6.5-inch instrument panel display. The standard features include a six-speaker audio system with satellite radio, multiple powerpoints and USB ports, Apple CarPlay and Android Auto smartphone compatibility, and a Wi-Fi hotspot.

Ford also offers many upgrades, including some that are trim specific, while others are bundled within available packages. On some trims you’ll find a 12-speaker B&O audio system from Bang & Olufsen, WAZE navigation compatibility, and wireless charging.

Exploring New Roads

The all-new 2020 Ford Explorer represents a nice step forward for this venerable nameplate. We’re happy Ford returned to its rear-wheel-drive roots, a move that improves handling and the driving experience. The ST is an example of where Ford Performance is heading as it moves away from cars to trucks and utility vehicles. Yes, a crossover utility vehicle can be fun to drive!

Competition in this segment is fierce, as every major manufacturer offers at least one model. On the top end, pricing pushes past $60,000, easily within the range of luxury models. We’ve driven the similar Lincoln Aviator, which pulls out all the luxury stops with a high price to go with it. You can’t buy a base Explorer anymore, unless you’re a fleet owner. Thus, expect a well-equipped model to cost you at least $50,000.

Quad exhaust rips and a diffuser bring up the rear.

2020 Explorer ST Specifications

Ford	2020 Explorer ST
Segment	Midsize crossover SUV
Starting Price	$55,025
Destination Charge	$1,195
Standard Engine	3.0-liter, twin-turbo V6
Horsepower	400 @ 5,500 rpm
Torque (lb.-ft.)	415 @ 3,500 rpm
Transmission	10-speed automatic
Seating	6
Curb Weight (pounds)	4,701
Wheelbase (inches)	119.1
Length (inches)	199.3
Width (inches)	76.0
Height (inches)	78.9
Headroom (f,r…inches)	40.7, 40.5, 38.9
Legroom (f,r…inches)	43.0, 39.0, 38.9
Shoulder room (f,r…inches)	61.8, 61.9, 54.6
Hip room (f,r…inches)	59.2, 59.1, 40.9
Storage (cubic feet)	12.7, 43.4, 78.5
Gross vehicle weight rating (pounds)	NR
Towing (pounds)	5,600
Payload (pounds)	NR
Fuel	regular
Fuel Tank (gallons)	20.2
EPA Fuel MPG (city/highway/combined)	18/24/20
Manufacturing Plant	Chicago, Illinois

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

See Also — At a Glance: 2020 Ford Explorer

The Statement-Making Lincoln Aviator

November 29, 2019 by admin Leave a Comment

The Lincoln Aviator crosses a one-lane bridge in Moore County, NC.

The Lincoln marque is once again undergoing a major overhaul, this time with new utility vehicle-based models. Ford’s luxury brand is also moving away from its three-letter naming convention, choosing traditional and new names featuring nautical and aviation themes.

Suggesting movement, the current nomenclature now covers all four SUVs — Navigator, Aviator, Nautilus, and Corsair. Separately, a pair of sedans remain — the large Continental along with the midsize MKZ. We think the latter is in its final year as the similar Ford Fusion is also being discontinued.

With a heavy utility vehicle focus, the Lincoln Motor Company (as identified by Ford) is all-in on the kinds of models customers want. Although its current roster shares its underpinnings with like Ford models, attention to detail, engineering, and luxury appointments have improved tremendously and supply further separation.

2020 Lincoln Aviator Models

For 2020, the Lincoln Aviator debuts, a name familiar to fans. From 2003 to 2005, Lincoln offered an Aviator which was based on the Explorer. Once again, the two models share a common platform, but this time the Lincoln features a distinct exterior design and interior layout.

The 2020 Aviator comes in five trims: Standard ($51,100), Reserve ($56,190), Grand Touring ($68,800), Black Label ($77,695), and Black Label Grand Touring ($87,800). These prices do not include the $1,095 destination charge. This model comes with standard rear-wheel drive or available all-wheel drive. A plug-in hybrid electric version is marketed separately.

Our top-trim test model costs just over $91,000. Yes, it is possible to have more than $40,000 worth of upgrades for Lincoln’s second most expensive model. As for its large Navigator, it is the price leader with a fully optioned model approaching $103,000.

The Aviator is a three-row SUV with room for six or seven.

9/10-Scale Navigator

The new Aviator is approximately 90 percent of the size of the stretch Navigator. Its design roughly parallels the Navigator, a look we like. However, there are some differences, including in the chrome grille surround design. The Aviator’s design is stately, featuring a bold front fascia, strong shoulders, upright pillars, and crisp lines.

Among the standard features are full-LED lights all around, a power liftgate, and a quad-tip exhaust system. Lincoln dresses the Aviator with stylish 20-inch wheels.

The list of upgrades include such features as adaptive headlamps, LED fog lamps, an illuminated Lincoln Star logo, 21-inch wheels, running boards, and approach lighting.

High-End Luxury

Lincoln went to great pains to ensure the Aviator has the features needed to take on its competitors. There is ample room for five across the first two rows with the third-row seat best assigned for carrying two children.

The cabin has a luxurious feel with even the standard models dressed in imitation leather. A tilt-and-telescopic steering column, push-button start, power controlled and heated front seats, a power-folding third-row seat, and three-zone climate control chart the list of included features.

Where the Aviator truly struts its stuff is with the Black Label trims. Here, Lincoln offers three design themes — flight, destination, and chalet. Each one offers unique color schemes, wood trim, and patterning. That said, you don’t have to opt for the top-trim to get loads of amenities. Indeed, beginning with the Reserve trim, Lincoln adds such features as a power tilt-and-telescopic steering column, leather-trimmed seats, and four-zone climate control. This trim also features second-row captain’s chairs, ambient lighting, and a second-row mini console.

The third-row seats are power-operated across all trims.

Tech and Safety Features

Straight out of the gate Lincoln supplies the 2020 Aviator with laudable tech features, including a 12.3-inch configurable instrument cluster, a 10.1-inch touch-screen display (that sits like a laptop screen on top of the center stack), a Wi-Fi hotspot, Android Auto and Apple CarPlay smartphone compatibility, USB ports, and a 10-speaker audio system.

Among the upgrades is a fantastic 28-speaker Revel audio system (a 14-speaker system is also available), navigation, and a rear entertainment system. A wireless charging pad is optional.

On the safety front, Lincoln offers an impressive suite of driver-assist technologies. To begin, Lincoln includes automatic high beams, blind-spot monitoring, active lane control, and automatic emergency braking. Available features include front parking sensors, a head-up display, and adaptive cruise control.

Engine Choices

Every Aviator model is powered by a 3.0-liter twin-turbocharged V6 engine with 400 horsepower and 415 pound-feet of torque. A 10-speed automatic transmission shuttles power to the wheels. This model earns an EPA-estimated 18 mpg in the city, 26 mpg on the highway for a combined 21 mpg. With all-wheel drive, the ratings are 17/24/20 mpg city/highway/combined.

The hybrid version utilizes the same engine and adds a battery-powered electric motor. Thus, the hybrid isn’t just more efficient than the base model, but it delivers more power — a jaw-dropping 494 horsepower and 630 pound-feet of torque.

Full power is always at the ready with the Aviator. Indeed, its step-off acceleration is strong and passing power is excellent. Under full throttle, the engine is loud, which may seem out of character for a luxury model. Additional sound-deadening materials might help here.

Plush seats with heating, ventilation, and massaging
cosset the first-row passengers.

We’re thrilled that this Lincoln has standard rear-wheel drive as it seems better planted on the road, especially when navigating twisty pavement. The steering system is nicely weighted, while the ride benefits from air suspension on the upper trims. On all-wheel-drive models, up to half its power can shift to the front wheels, but not from side to side. The usual drive mode select dial manages gear shift points and steering weight.

The Lincoln’s strong engine means you won’t miss a V8, while enjoying a slight boost in fuel economy over what a larger engine might offer. As for towing, the Aviator pulls up to 6,700 pounds. Competing models include the Audi Q7, which pulls up to 7,700 pounds and the Mercedes-Benz GLE-Class and its 7,200-pound tow capacity.

Aviator Considerations

The all-new Aviator serves notice that Lincoln is a serious competitor in the segment. On paper, we think it is a better vehicle than the Cadillac XT6, the model nearest in size to the Aviator. Lately, Lincoln seems to be doing a better job than its American rival in all things SUVs.

That said, we heard enough squeaks and rattles while driving the Aviator to be concerned. Further, there were some build quality issues reported early on, including a scrambled instrument panel, which is related to software problems dogging this model. If you’re interested in buying one, avoiding those built during the summer or early fall seems best. Sitting out a model year is an option for customers who still want one, but prefer Lincoln to work out the kinks. We think they will as Ford invested more than $1 billion in upgrading the Chicago Assembly Plant which builds the Explorer and Aviator.

Long term, we believe the Aviator is a promising model for Lincoln. The Reserve trim with all-wheel drive may offer the best bang for the buck, costing about $60,000 before several package options weigh in. This represents a strong price point for a three-row luxury SUV.

The available captain’s chairs grace the second row.

2020 Lincoln Aviator Specifications

Lincoln	2020 Aviator
Segment	Midsize crossover
Price Range	$51,100 to $77,695
Destination Charge	$1,095
Engine No. 1	3.0-liter, turbocharged V6
Horsepower	400 @ 5,000 rpm
Torque (lb.-ft.)	415 @ 3,000 rpm
Transmission	10-speed automatic
Engine No.2	3.0-liter, V6
Horsepower	494 @ 5,500 rpm
Torque (lb.-ft.)	630 @ 2,250 rpm
Transmission	10-speed automatic
Seating	6 or 7
Curb Weight (pounds)	4,774 to 5,673
Wheelbase (inches)	119.1
Length (inches)	199.3
Width (inches)	79.6
Height (inches)	69.6
Headroom (f,r…inches)	41.5, 39.7, 36.9
Legroom (f,r…inches)	43.0, 40.1, 29.2
Shoulder room (f,r…inches)	61.5, 61.3, 54.0
Hip room (f,r…inches)	58.5, 58.3, 40.9
Storage (cubic feet)	18.3, 41.8, 77.7
Gross vehicle weight (pounds)	NR
Towing (pounds)	5,600 to 6,700
Payload (pounds)	NR
Fuel	Regular
Fuel Tank (gallons)	20.2; 18(Grand Touring)
EPA Fuel MPG (city/highway/combined)	18/26/21 (RWD); 17/24/20 (AWD)
Manufacturing Plant	Chicago, Illinois

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

Rolling Classic: 2020 Dodge Charger

October 18, 2019 by admin 5 Comments

This 2020 Dodge Charger Scat Pack Widebody comes with a 6.4-liter V8 engine.

No matter how you look at it, the 2020 Dodge Charger is an aged design. Its Mercedes-Benz-derived platform dates to the 1990s, with the Charger rolling out in 2006, then updated five years later. Thus, the current model is in its tenth year, which is a long time between updates.

That said, the Charger occupies a niche, one that’s unchallenged by any mainstream competitor — it is a full-size sedan riding on a rear-wheel-drive platform, in a market where front-wheel drive dominants. The Charger, along with the Chrysler 300 sedan, allow Fiat Chrysler to maintain a stake in the full-size sedan market, even as Ford exits and GM plans to do likewise. A third model, the Dodge Challenger coupe, is closely related to the sedan duo.

Dodge Charger Highlights and Lowlights

The following are some of the positive and negative points about the 2020 Charger:

1. Satisfying, even exhilarating V8 power.

Base Charger models come with a V6 engine, which delivers upward of 300 horsepower. It supplies an adequate amount of power along with decent fuel efficiency. But it is a trio of V8 engines that place an exclamation point on the Charger name, with performance ranging from 370 to a jaw-dropping 717 horsepower. Thus, the Charger lays claim to being the most powerful production sedan available.

2. Fuel economy is wanting.

Unless you opt for the V6 engine and its laudable 19 mpg in the city and 30 mpg on the highway rating, you’re just not going to find a Charger V8 that’s fuel efficient. Opt for the SRT model and you’ll pay a $1,700 gas guzzler tax as this model delivers just 13 mpg in the city and 22 mpg on the highway.

3. Comfortable ride, wonderful handling.

With 120 inches separating the front and rear wheels, the Charger has ample space for distributing road insults. The result is a comfortable ride. Another strong suit is its wonderful handling: you’ll enjoy the connection this sedan supplies to the road and the rear-wheel-drive dynamics that’ll keep a smile pasted on your face.

4. No all-wheel drive with the V8s.

You can opt for all-wheel drive with the V6 model, but you can’t do so with the V8s. The last time we saw an all-wheel-drive Charger with a V8 was in 2014. Once Dodge upgraded from the 5-speed automatic to the ZF-supplied 8-speed, all-wheel drive disappeared. Except in police pursuit models and the V6.

5. A look we love.

Starting with the Magnum wagon, which launched in 2005, followed by the Charger and then the Challenger, the styling of the big Dodges has always been pleasing. Dodge’s designers harnessed old school looks and intersected them with modern performance styling to pull it off. Where some people would never consider a four-door performance model, the Charger offers an intriguing alternative to a coupe that’s difficult to cavalierly dismiss.

6. An interior that doesn’t match the class.

You’ll find a generous amount of amenities when building out your Charger, but the look is still old and relatively spartan, especially with the base model. Upper trim models have more padding and beautiful leathers, although the lower dash is still clad in plastic. At least that’s all below eye level.

7. Tech features galore.

Another area where the Charger shines is in its tech features. The 7-inch touch-screen features the company’s UConnect interface, one of the best in the industry. Bluetooth, two USB ports, Apple CarPlay and Android Auto smartphone compatibility. Dodge also offers -speaker Alpine and 18-speaker Harman Kardon audio systems.

What the Future Holds

Fiat Chrysler is relatively mum on what the future holds for the Dodge Charger and its two platform mates. We do know that the company has discussed electrification, which could mean anything from a conventional hybrid to a pure electric version of the Charger.

We suspect FCA will finally abandon the aged platform for something new and lighter. It may be based on a modified Alfa Romeo platform or the company could invest in a new architecture. As long as demand remains strong and the company sees a market for a lighter, more efficient series of rear-wheel-drive models, then the trio may yet survive.

2020 Dodge Charger Specifications

Dodge	2020 Charger
Segment	Full-Size Sedan
Price Range	$29,470 to $65,795 (plus gas guzzler tax)
Destination Charge	$1,495
Engine No. 1	3.6-liter, V6
Horsepower	292/300 @ 6,350 rpm
Torque (lb.-ft.)	260/264 @ 4,800 rpm
Transmission	8-speed automatic
Engine No. 2	5.7-liter, V8
Horsepower	370 @ 5,250
Torque (lb.-ft.)	295 @ 4,200 rpm
Transmission	8-speed automatic
Engine No. 3	6.4-liter, V8
Horsepower	485 @ 6,100 rpm
Torque (lb.-ft.)	475 @ 4,100 rpm
Transmission	8-speed automatic
Engine No. 4	6.2-liter, supercharged V8
Horsepower	707/717 @ 6,000/6,100 rpm
Torque (lb.-ft.)	650 @ 4,800 rpm
Transmission	8-speed automatic
Seating	5
Curb Weight (pounds)	3,964 to 4,586
Wheelbase (inches)	120.0
Length (inches)	198.4, 200.8, or 201.0
Width (inches)	75.0, 78.3
Height (inches)	58.5, 57.8, or 57.6
Headroom (f,r…inches)	38.6, 36.6
Legroom (f,r…inches)	41.8, 40.1
Shoulder room (f,r…inches)	59.5, 57.9
Hip room (f,r…inches)	56.2, 56.1
Storage (cubic feet)	16.5
Gross vehicle weight (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	Regular (V6), Midgrade (5.7) Premium (others)
Fuel Tank (gallons)	18.5
EPA Fuel MPG (city/highway/combined)	19/30/23 (V6); 13/22/16 (6.2)
Manufacturing Plant	Brampton, Ontario, Canada

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

Photo copyright Fiat Chrysler Automobiles.

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.

Introducing the All-New Cadillac CT4

September 17, 2019 by admin 2 Comments

Cadillac CT4 shows marque’s renewed commitment to sedans.

Think the sedan market is dead? Think again. At least that’s exactly what Cadillac wants you to do. Most definitely, sedans sales have fallen steadily over the past several years and will likely see them fall further as consumers embrace utility vehicles in greater numbers.

For its part, Cadillac is hedging its bets by expanding its SUV offerings and rolling out new sedans. The first new sedan is the midsize CT5, due this fall. Early next year, the CT4 will make its debut, a compact model. The CT6, a large sedan, is still available. Previous models, including the ATS, CTS, and XTS will eventually depart.

Cadillac introduced the CT4 last week through a social media campaign, eschewing the usual press event. That’s a risky move, given that influencers aren’t always able to reach the intended audience. In any case, that event is in the past, therefore we’ll examine what the CT4 holds for GM’s luxury brand.

1. Out with the old. In with the new. The 2020 Cadillac CT4 jumps in where the 2019 ATS leaves off. Both models share a 109.3-inch wheelbase, although the new CT4 is five inches longer. That said, Cadillac makes it clear the new model isn’t a refresh of the ATS, but an all-new sedan with updated powertrains to go with it.

2. Compact and athletic. A bold grille, strong shoulders, and a sweeping roofline mark the CT4. Lots of detail changes extend to the exterior lights, rocker panels, rear deck, and the wheel designs.

3. Rear- and all-wheel drive. Cadillac stays with a rear-wheel-drive platform with available all-wheel drive. This arrangement puts it on par with some of the best sedans in the class, including the BMW 3 Series, Mercedes-Benz C-Class, Genesis G70, and the Lexus IS.

4. Turbo engines, all the way. You won’t find a V6 or a V8 under the hood of a CT4. Instead, Cadillac goes with the twin-scroll turbo 2.0-liter inline-four with 237 horsepower and 258 pound-feet of torque. Also available is a dual-volute turbo inline-four with 309 horsepower and 348 pound-feet of torque. Choose the V Series and this engine bangs out 325 horsepower and 380 pound-feet of torque.

5. No manual transmission. Sadly, the 6-speed manual gearbox offered in the ATS doesn’t get a nod for the all-new CT4. Instead, the standard engine relies on an 8-speed automatic transmission for gear swaps, while the larger engine gets a 10-speed. The take rate for manual transmissions continues to fall, otherwise, you’d see one offered.

6. Feature-laden, as you would expect. Cadillac loads its vehicles with key features, including standard imitation leather seats, LED interior lighting, a premium audio package, and dual-zone climate control. Move away from the base model and leather seats arrive. On some models, you’ll find alloy pedals, a sport steering wheel with magnesium paddle shifters, and a Bose audio system.

7. Advanced safety features, as you would expect. The name of the game with automakers these days is safety, as in driver-assist technologies. The base (Luxury) CT4 will offer an HD rear vision camera, but you’ll have to move up to the Premium Luxury, Sport, and V-Series models to gain everything else. These features include forward collision alert, front pedestrian braking, a safety alert seat, rear park assist, lane change alert with side blind zone alert, rear cross-traffic alert, front park assist, adaptive cruise control, enhanced automatic emergency braking, lane keep assist with lane departure warning, rear pedestrian alert, reverse automatic braking, and a head-up display.

Super Cruise and More

Cadillac says it will roll out its Super Cruise semi-autonomous driving system sometime in the 2020 calendar year. Additional information, including pricing and release dates, will be offered later. We’ll also update our spec information at that time.

2020 Cadillac CT4 Specifications

Cadillac	2020 CT4
Segment	Compact Luxury Sedan
Price Range	TBD
Destination Charge	TBD
Engine No. 1	2.0-liter, twin-scroll turbo I4
Horsepower	237 @ 5000
Torque (lb.-ft.)	258 @ 1500 to 4000
Transmission	8-speed automatic
Engine No.2	2.7-liter, dual-volute turbo I4
Horsepower	309 @ 5,600 (premium luxury); 325 @ 5,600 (V-series)
Torque (lb.-ft.)	348 @ 1,800 (premium luxury); 380 @ 1800 (V-series)
Transmission	10-speed automatic
Seating	5
Curb Weight (pounds)	3,461 to 3,616
Wheelbase (inches)	109.3
Length (inches)	187.2
Width (inches)	71.5
Height (inches)	56.0
Head room (f,r…inches)	38.3, 36.5
Legroom (f,r…inches)	42.4, 33.4
Shoulder room (f,r…inches)	55.2, 53.9
Hip room (f,r…inches)	53.0, 52.5
Storage (cubic feet)	10.7
Gross vehicle weight (pounds)	NR
Towing (pounds)	NR
Payload (pounds)	NR
Fuel	Premium
Fuel Tank (gallons)	17.4
EPA Fuel MPG (city/highway/combined)	TBD
Manufacturing Plant	Lansing, Michigan

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

Photo copyright GM Company.

About the 2020 Lincoln Aviator

September 3, 2019 by admin 4 Comments

Lincoln Aviator highlights and features.

The all-new Lincoln Aviator takes flight.

For the first time, Lincoln gains a three-row crossover with the debut of the 2020 Aviator. The Lincoln Aviator shares its platform with the Ford Explorer and is situated between the smaller Lincoln Nautilus and the full-sized Lincoln Navigator SUV. Along with the upcoming Lincoln Corsair, Ford’s luxury brand now boasts four utility vehicle models. A fifth model, the MKT, won’t see the 2020 model year.

The 2020 Lincoln Aviator resides on a rear-wheel-drive platform. All-wheel drive is optional. Rear-wheel drive should deliver improved handling benefits against such competitors as the Volvo V90 and the Audi Q7. Most other competitors, however, also utilize rear-wheel drive.

The following are the highlights of the 2020 Aviator:

1. Five trims for your consideration.

Lincoln offers the 2020 Aviator in five trims: Standard ($51,100), Reserve ($56,190), Grand Touring ($68,800), Black Label ($77,695), and Black Label Grand Touring ($87,800). Add $1,095 for the destination charge. With touring and rear-seat entertainment packages included, a fully optioned top-trim model will cost you about $92,000. We’ve seen this price point and higher with the Navigator, with some models topping $100,000.

Black Label models, including this Chalet trim, offer further customization.

2. Two engine choices.

Lincoln offers a pair of 3.0-liter V6 engines with the all-new Aviator. The standard twin-scroll turbocharged engine makes 400 horsepower and 415 pound-feet of torque. This engine works with a 10-speed automatic transmission. The second choice simply takes this powertrain system and adds a 75-kilowatt electric motor. Thus, you have here a plug-in hybrid electric vehicle, the first one for Lincoln. But here’s the real kicker: the hybrid has a total system output of 494 horsepower and 630 pound-feet of torque, which puts this model in the same category as the Porsche Cayenne turbo and the twin-turbo Mercedes AMG GLS 63. And at about half the cost too!

3. Relatively efficient for its class.

We don’t have the fuel economy numbers for the plug-in Aviator yet, but we have what we need for the standard model. This one makes an EPA-estimated 18 mpg in the city, 26 mpg on the highway, and 21 mpg combined for the rear-wheel-drive model. Choose all-wheel drive and those numbers are 17/24/29 mpg city/highway/combined. Thus, the efficiency numbers are laudable, especially considering the power at hand.

4. Luxurious interior with a symphonic touch.

We’ve seen Lincoln up its game in recent years with the Navigator and Continental. The Aviator will reflect those changes with luxury materials throughout. You’ll find wood grain, piano black trim, brushed aluminum, and Alcantara suede. Further, Lincoln drills down on the details, by utilizing musical chimes and warning signals produced by the Detroit Symphony Orchestra. Yes, you’ll enjoy a calming classical response instead of some of the grating tunes we hear with today’s models. Other standard features include soft-touch (imitation leather) and front heated seats.

Fine leathers wrapping supportive seats are available.

5. Top tech features.

You won’t find a stripped-down tech package with the all-new Aviator. Indeed, the Ford Motor Company’s most advanced tech interface, Sync 3, is standard. This voice-recognition communication and entertainment system features a 10.1-inch touch-screen display. It is bundled with an app suite and includes Android Auto and Apple CarPlay compatibility. You’ll also find four USB ports and Wi-Fi capability. The audio package includes 10 speakers and satellite radio. Lincoln also includes a 110-volt power outlet in the second row.

6. All the important safety features included.

Manufacturers are upping their safety game, by including numerous driver-assist technologies as standard equipment. The Lincoln Co-Pilot360 suite in the Standard model has forward collision warning, pre-collision assist with pedestrian detection, lane-keep warning and assist, and dynamic brake support. Moreover, a 360-degree camera, active parking assist, adaptive cruise control with full stop and go, lane centering, and evasive steering assist, are among the available upgrades.

7. Black Label in three themes.

Lincoln is doing its best to up its luxury experience through its Black Label suite of upgrades and services. It has worked quite well for other Lincoln models and is now featured with the 2020 Aviator. Here, Lincoln supplies three themes: Flight, Destination, and Chalet. These represent special equipment upgrades, including unique design cues. You’ll also find all package options standard and a panoramic roof with a power sunshade included. Black Label also represents concierge services, complimentary care including annual detailing, and premium maintenance. Lincoln carries the experience further by supplying a complimentary dinner for two for new members at an exclusive restaurant along with travel amenities.

The Lincoln Aviator costs less and offers more than some competing models.

Your Lincoln, Your Way

The all-new Aviator gives Lincoln a credible entry in the utility vehicle market. Utilizing a rear-wheel-drive platform supplies this model with a handling edge and differentiates the Aviator from the front-wheel-drive platform underpinning the Cadillac XT6. Its starting price is strong, but very easily you’ll discover upgrades which can add tens of thousands of dollars to its price.

Mid-Engine Marvel: C8 Corvette Debuts

July 19, 2019 by admin 2 Comments

The all-new Corvette on stage in California Thursday night.

Fifty years after NASA launched its first moonshot, GM follows with one of its own. An all-new Chevrolet Corvette was unveiled last night, the first mid-engine version of this super Chevy. An old military aircraft hangar in Tustin, California, served as the venue for the eighth-generation (C8) Corvette’s debut, with NASA astronauts, company workers and officials, and media in attendance.

New Ground for a Standard Bearer

The 2020 Chevrolet Corvette not only breaks new ground, but it underscores GM’s investment in cutting-edge technologies, including those that will help the company transition to autonomous vehicles. Not surprisingly, the new Corvette keeps one important tradition alive: it will once again be powered by a naturally aspirated 6.2-liter V8 engine, a rarity in a segment where boosting with superchargers and turbochargers represents the standard.

The engine, though, is new (dubbed LS2) and designed specifically for the Corvette. With the available Z51 package, it has an output of 495 horsepower and 470 foot-pounds of torque, and works with a Tremec-supplied 8-speed dual-clutch transmission. This is the first time in decades a Corvette debuts without a manual transmission. We do not know whether one will be offered in the future.

How fast will the Corvette Stingray go? GM says it has an estimated 0-60 mph time of under 3 seconds, placing it in lofty company. Models such as the Porsche 911 GT3 RS, Ferrari F12tdf, and even the current Chevrolet Corvette Z06 all slip just under the 3-second threshold. Remember, this speed number applies to the base model — GM made no mention of the other models which are certain to follow.

Key aspects of this model include large side air intakes for engine cooling and aerodynamic performance. You’ll also note the door, hood and hatch releases are hidden.

C8 Corvette Dissection

GM’s hour-long news conference followed a half-hour primer of all things Corvette. Much information about the C8 Corvette was shared, although a few things were not mentioned. Among the highlights are the following:

1. Price and ordering details. GM threw open the order books for the 2020 Corvette, allowing shoppers to “request a reserve” of the new model. Production begins late this year at the company’s Bowling Green, Kentucky, manufacturing plant, with the first deliveries taking place in early 2020. Although pricing details weren’t delineated, the automaker stunned everyone by mentioning the starting price will begin under $60,000. That price point will play a big role in keeping the Corvette attainable for enthusiasts.

2. Slightly larger and heavier than the outgoing model. GM employs many weight-saving measures with the all-new Corvette, including greater use of aluminum, carbon fiber, composite materials, fiberglass, and steel. However, the C8 gains a half-inch between the wheels and is nearly 5.5 inches longer overall. It is slightly heavier too, weighing 3,366 pounds to the current 3,298 pounds of the C7. The cabin is a bit larger too with an extra inch of seat play possible.

3. Rear-wheel drive only. Rumors that the new Corvette would feature all-wheel drive, at least as an option, apparently was just that…a rumor. Power is routed to the rear wheels in the traditional Corvette way. But the debut involved the Corvette Stingray only with no mention of other models certain to follow. A twin-turbo V8 has long been touted as a possible option, likely to power a future ZR1 model. We also know that some type of electrified variant is in the works. If a hybrid Corvette does appear, there’s always a possibility some power could be routed to the front wheels, making it an all-wheel-drive model. One more point: for the first time the Corvette will be manufactured with available right-hand drive, expanding the Corvette’s range to such countries as Japan and the United Kingdom.

Take note of the placement of the quad-tip exhaust pipes.

4. A state-of-the-art suspension system. A sports car is nothing without cutting-edge steering and handling. The 2020 Corvette will showcase several improvements, including coil-over dampers, an upgraded electric steering system, and electric-powered brakes. An important feature is an automatic suspension lift for the front end — this system raises the car’s front end by two inches, helping the Corvette avoid pavement scraping. Importantly, the system can be programmed to store as many as 1,000 locations tracked by GPS. This means if you’re accessing a steep driveway known for scraping the front end, the car will automatically lift as you make your approach thanks to your pre-set.

5. An all-new interior. We’ve seen Corvette interiors improve over the years. Early on, Corvette cabins were relatively disappointing, not rising to the level of a premium sports car. For 2020, Chevrolet promises to deliver improvements, including real metal inlays, cut-and-sewn leather, steel speaker grilles, and available carbon-fiber trim. Customers will have a choice of six interior color themes (along with a dozen exterior colors). A long row of buttons on the center console will control most interior functions. Three types of seat choices, digital displays, and a 14-speaker Bose audio system are among this model’s features.

6. Stellar storage space at the ready. With the engine sitting in the middle, much interior space is now free. Indeed, the cockpit is placed 16.5 inches forward over the C7 Corvette. In front and again the back, there is a pair of trunks, offering a total of 12.6 cubic feet of storage space. GM says the C8 Corvette can hold two sets of golf clubs or several pieces of luggage.

Multiple color choices, two stitching options, and three available seat designs
accompany the all-new Corvette Stingray.

The Future is Here

Zora Arkus-Duntov, known as the “father of the Corvette,” long had a mid-engine Corvette in mind. Indeed, several prototypes were built, but Arkus-Duntov never saw a production version. He died in 1996.

We’ve now gotten our first glimpse of the new Corvette, one that takes this iconic sports car in a fresh direction, even as demand for such models falls. The C8 Corvette represents GM’s moonshot, what the automaker hopes mirror the “right stuff” that propelled NASA to lunar greatness.

See Also — So Long, Farewell to the C7 Corvette

Photos copyright GM Corp. Special thanks to Automotive News, which supplied inspiration for many of the details outlined herein.

The History of the Pontiac Fiero

July 10, 2019 by admin 4 Comments

In the 1980s General Motors produced a mid-engine, two-seat sports car and named it the Pontiac Fiero. Just as the Corvette elevated Chevrolet, GM hoped the Fiero would do likewise for Pontiac. Its five-year model run started off strong, but quality problems and declining interest eventually killed what is now a classic car.

1985 Pontiac Fiero (Public domain photo via Wikimedia).

Pontiac Fiero Overview

The Pontiac Fiero was produced from 1984 to 1988. Planning for the new model began in the late 1970s with project engineers proposing a two-seat, mid-engine design that no US manufacturer had tackled before. GM launched “Project Pegasus” with the intent to develop a high-volume commuter car with sports-car-handsome looks. The Fiero name was chosen, one that has several meanings including “fierce” and “wild” in Spanish and “proud” in Italian.

To save weight, polymer body panels were used. To save money, its designers went to the GM parts bin to assemble the car. The original powertrain came from the Chevrolet Citation. It shared its front suspension with the Chevrolet Chevette and its rear suspension came from the Pontiac Phoenix. Its side view mirrors came from the Pontiac Firebird.

In all, 13 separate polymer panels were attached to the Fiero’s steel space frame by way of a mill and drill production procedure to connect the panels. That technique was later employed to build the Chevrolet Camaro and Pontiac Firebird.

A three-quarter rear view of the 1985 Pontiac Fiero GT. Attribution: Mr.choppers [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0)]

Pontiac Fiero: First Year

The first-year Pontiac Fiero was outfitted with a 2.5-liter four-cylinder engine and paired with a four-speed manual or to an optional three-speed automatic transmission. This rear-wheel-drive model made 92 horsepower and was outfitted with four-wheel independent suspension, manual steering, upgraded brakes, a removable sunroof, and bolstered bucket seats with headrest-integrated audio speakers.

The 1984 model was available from $8,000 and in four trim levels, including the Fiero Indy. The Indy version was based on the design of the Pontiac Fiero pace car that led the 1984 Indianapolis 500 field, representing approximately 2,000 of 136,840 units sold that first model year.

See Also — Mid-Engine Marvel: C8 Corvette Debuts

Four More Years

Despite first-year sales that exceeded the company’s required 100,000-unit minimum, several changes were made to the Pontiac Fiero for its second model year. GM turned to Isuzu its Japanese partner for a five-speed manual transmission. It also made available its 2.8-liter Iron Duke V-6 engine, rated at 140 horsepower and 160 foot-pounds of torque, pairing it with a four-speed Muncie transmission.

The Fiero’s available V6 engine makes 140 horsepower. Attribution: Yellowstone [CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0/)]

For its third model year, a fastback body style was introduced with the Fiero GT, while the Sport and SE editions retained the coupe layout. The V6 engine also received a transmission upgrade when a Getrag five-speed manual shifter was introduced.

Beginning in 1987, Pontiac tweaked the base coupe’s front and rear fascia and increased the four-cylinder engine’s horsepower. A new suspension system, upgraded brakes and steering, and refinements to both engines were made in 1988 in a bid to improve falling sales.

Fiero Means Fire

Early on, problems with the Pontiac Fiero began to surface. Engine fires resulting from defective connecting rods and problems with engine block casting cast a pall over the model. Consumer advocate Ralph Nader zeroed in on the problems, what affected roughly one in every 400 models built.

In 1987, GM recalled 125,000 first-year models to make engine modifications, issuing a second recall in 1989 to cover every Pontiac Fiero model produced. GM had already stopped making its mid-engine sports car the previous year as demand burned out.

The Pontiac Fiero was an innovative idea, but making that conceptual dream a production reality meant compromising along the way. Later models provided many enhancements including a V6 engine that roughly matched its persona. However, quality problems scorched the Fiero and ultimately contributed to its demise.

Built-in speaker headrests were a novelty with the Fiero, but are much more common today. (Public domain photo via Wikimedia).

See Also — Gone in a Flash: Pontiac G8

Gone in a Flash: Pontiac G8

May 10, 2019 by admin

Automotive models come and go, but the Pontiac G8’s two-year run is one of the shortest on record. Introduced in 2008, the full-size G8 sedan was canceled in 2009, following parent GM’s bankruptcy and restructuring that shut down the Pontiac brand. Just as quickly as the Pontiac G8 showed up and grabbed the hearts of enthusiasts, it was gone in a flash, but not apart from an interesting twist that has kept this sedan alive in a slightly different form.

Pontiac G8 Origin

General Motors tapped its Australian subsidiary, Holden, to produce a car for Pontiac. The G8 became Pontiac’s flagship sedan and was based on the Holden Commodore, a five-passenger rear-wheel-drive model.

The Holden Commodore was designed, engineered and built in Australia. Introduced in 1978, the Commodore went through multiple generational updates and was produced through 2017. Beginning in 2018, a new model was imported from Germany. The G8 was produced before the technology to prevent auto accidents rolled out, such as lane departure alert and automatic braking.

2008 Pontiac G8 Introduction

Upon introduction, the Pontiac G8 secured flagship status for the brand. This large sedan offered V6 and V8 engines with its power sent to the rear wheels. Its dramatic styling and rear-wheel-drive layout quickly endeared people to the sedan, what some have called the poor man’s BMW.

The base Pontiac G8 sedan has a 3.6-liter V-6 engine making 256 horsepower at 6,300 rpm and 248 foot-pounds of torque at 2,100 rpm. It comes paired with a five-speed automatic transmission. The Pontiac G8 GT has a 6.0-liter V-8 engine making 385 horsepower at 4,400 rpm and 361 foot-pounds of torque at 5,300 rpm. Pontiac teams this engine with a six-speed automatic transmission. Its 0-to-60 mph time comes in at approximately 5.3 seconds.

Standard equipment across the Pontiac G8 line includes alloy wheels, a rear spoiler, climate control, a tilt and telescoping steering column and a premium sound system. The G8 GT supplies a Blaupunkt audio system, dual-zone climate control, summer tires, and a limited-slip differential. Safety equipment includes stability control, traction control and brake assist.

2009 Pontiac G8 GXP

For 2009, Pontiac expanded the G8’s model line to include the GXP sedan. This model has the Corvette’s 6.2-liter V-8 engine, making 415 horsepower at 4,600 rpm and 415 foot-pounds of torque at 5,900 rpm. A six-speed automatic transmission with manual shifting control comes standard. A Tremec six-speed manual transmission was also available.

The Pontiac G8 GXP has thickly bolstered sport seats, a GXP-specific sport steering wheel, rubber-trimmed alloy pedals and offers three driving modes. Incidentally, Motor Trend reported that the GXP sedan zoomed from 0 to 60 mph in just 4.5 seconds.

Death of a Dream

Following years of poor financial health and a historic economic downturn that took hold in 2008, GM declared bankruptcy in June 2009. The bankruptcy move was aided by American and Canadian taxpayers who put up tens of billions of dollars to help restructure the company.

As part of GM’s restructuring, the automaker sought to sell off or close down several brands. Ultimately, GM freed itself of Saab, Saturn, Hummer and Pontiac, the latter taking the G8 sedan with it.

Chevrolet Caprice PPV and Chevrolet SS

Months after the cancellation of the Pontiac G8, GM announced that a new vehicle based on a Holden platform would be imported to the United States. That vehicle, the Chevrolet Caprice PPV, was for law enforcement fleets only. Moreover, it was based on the Holden Caprice, a slightly longer version of the Holden Commodore.

Beginning in 2013, GM introduced another variant, this one based on the VF Commodore. The Chevrolet SS, based on the latest version of the Holden, made its debut for the 2014 model year. It has the same 6.2-liter V-8 engine found in the Pontiac G8 GXP and includes a sport-tuned suspension, electronic power steering and a near perfect 50/50 weight distribution. Essentially, the Chevrolet SS took up where the Pontiac G8 left off.

Founded in 1926, the Pontiac brand shut down in 2010. Its Holden subsidiary was temporarily bereft of an American receiver until Chevrolet was tabbed to fill that void, delivering to enthusiasts its own iteration of the Pontiac G8. But Holden itself has changed as the company no longer builds any models in Australia. That’s also spelled the demise of the Chevy SS, once again leaving the U.S. market bereft of a full-size mainstream rear-wheel drive sedan from GM.

See Also — The History of the Pontiac Fiero

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