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V-8 ENGINE

Corvette Counterpart: 2016 Chevrolet Camaro SS

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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 SS
2016 Chevrolet Camaro SS.

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

Chevrolet Camaro SS photos copyright Auto Trends Magazine. All rights reserved.

Top Down Steed: Ford Mustang GT Premium Convertible

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2016 Ford Mustang GT Convertible

Heritage on wheels. That’s my take on the Ford Mustang. You cannot escape the evidential truth that Ford’s pony car has a great deal of history behind it, while it adroitly advances that legacy with each new model built.

A Once-Threatened Species

More than a half-century has passed since the original Mustang took to the road, but not without a little drama through the intervening years. Indeed, the Mustang’s existence was threatened at least twice over that span, beginning with new federal emissions standards curtailing its potency in the 1970s.

In the 1980s, the threat came from within as Ford executives seriously considered replacing the rear-wheel-drive Mustang with a front-wheel drive and Japanese-built Probe. Happily, that desecration did not happen as an enthusiast-led insurgency inflamed by Autoweek forced Dearborn’s hand. Consequently, the fourth-generation Mustang was released in 1994 to critical acclaim, the first all-new model in 15 years.

A twist to the Mustang saga came early in the new millennium as the Mustang’s chief rival, the Chevrolet Camaro, was canceled. A rivalry hatched in the late 1960s was gone and with it Ford could have just as easily rested on its laurels or vanquished its steed to obscurity. Fortunately, a new breed of forward-thinking Ford managers was in place and had the tenacity to not just maintain Mustang within the blue oval corral, but to elevate its position.

In 2005, a retro-inspired model was released, one that effectively united a modern demeanor with heritage styling cues, while introducing America’s pony car to a new generation of car buyers. That fifth-generation model must also receive credit for forcing GM’s hand to revive the Camaro as well as Chrysler’s decision to bring back the Challenger. Certainly, the Mustang is dream maker all by itself, but with competitors once again nipping at the bridle, its been “game on” ever since.

That game is best exemplified by models such as the Mustang GT, the most powerful mainstream stallion. Sure, there are Shelby variants to raise the performance quotient further, but it is the Fastback and Convertible expressions found within the GT, that best represent the models attainable by the masses.

2016 Ford Mustang GT Convertible

As Tested: 2016 Ford Mustang GT Premium Convertible

A 2016 Ford Mustang GT Premium Convertible eased into my driveway one chilly February morning, teasing me with its handsome countenance and drop-top possibilities. With one eye admiring its visage and the other eye examining my smartphone for the 7-day forecast, I immediately identified precisely when the top would come down.

Never mind that the day would arrive when the temperature barely topped 50 degrees, accompanied by a sharp wind out of the northwest to chill the experience — this was one gift horse that would open its soft top roof to demonstrate its full competence.

And that model came in “race red” — the preferred pigmentation for law enforcement personnel in search of victims to add to their ticket writing quota.

Fortunately, I avoided a close encounter of the legal kind and managed to execute my own form of foot stomping justice. All Mustang GT models are powered by a 5.0-liter, naturally aspirated V-8 engine making 435 horsepower and 400 foot-pounds of torque. The transmission pairings are 6-speed manual or automatic gearboxes — the self-moving slush box was my lot for the week, this model’s only major demerit.

2016 Ford Mustang GT Convertible

Mustang GT in California Special Garb

From bumper to bumper, the Mustang expresses joie de vivre. Its frontal presence is at once bold as it is handsome, inviting enthusiasts to slip behind the wheel while warning competitors to move out of the way.

The Mustang GT brings in certain embellishments to amplify the steed’s countenance. Introduced in 2015, the 2016 edition adds something fans have been wanting to see return for years — hood vent integrated turn signals. Yes, indeed — at each sharp crease in the hood you’ll see the signals at work, although you’ll have to lean over toward the passenger side to see the right turn signal in action.

See Also — Book Review: Mustang by Design

The said test model was a “California Special” with distinct badging, accent striping, ebony clad wheels, and a deck-lid spoiler. The black accents along with the soft, black roof make for a beautiful contrast with the red patina. Other expected Mustang cues are present, including triple bar LED accent lights up front as well as recognizable rear sequential lighting.

Slip behind the wheel and anticipation builds. Before you ignite the engine, carefully scan the layout to take in what is present. A circular theme is apparent from the steering wheel to the dual cowl instrument displays and on to the vents, knobs, speakers, cup holders and to the shifter.

There is no need for a flat-bottomed steering wheel to accentuate the steed’s prowess. The Mustang’s reputation precedes it, therefore no special wheel composition is required.

2016 Ford Mustang GT Convertible

Toggle-Controlled Driving Modes

One feature that stands out and is entirely appropriate for the Mustang is a row of jet-like toggle switches near the base of the center stack and in front of the shifter. The first switch activates the emergency lights, the second switch is for traction control, the third switch heats the steering wheel, and the fourth switch controls the drive mode.

Four drive modes are offered — comfort, snow/mud, sport, and track. I had the steed in sport mode almost constantly — track mode automatically disengages traction control and also activates launch control. Notably, the advanced modes also stiffen steering and increase throttle input, elevating this model’s performance characteristics to its optimum settings.

The Mustang GT is all about upholding the traditional American V-8 engine and doing so without forced induction. While a supercharged version along the lines of the Challenger Hellcat would be fantastic, Ford provides that option only through Hennessey Performance and then limited that number to just 500 units for the 2015 model year. Aim for scarcity and you’ll never sully the Mustang brand.

2016 Ford Mustang GT Convertible

Raw Performance For More Markets

Stomp on the pedal and the Mustang GT promptly complies. And just as it should. Immediately, you’re controlling the reins, guiding the stallion as you make your way down the road. Where American muscle cars of yore were strictly straight line beasts, the current iteration of this stallion does an admirable job of navigating the turns in a steady and confident gallop.

To be sure, Ford did two things to the current iteration in an effort to reach a larger number of admirers.

First, the automaker reworked the suspension system to make it fully independent, front and rear. Instead of battling the steering wheel to maintain control, you’ll sense the Mustang maintaining its poise and staying planted on curvilineal expanses.

Second, the Mustang is now available in more than 100 markets, making it a truly global player. Thus, combining its expected straight line speed with Euro-type handling, makes this sleek conveyance more appealing elsewhere. In doing so, Ford likely also puts to rest once and for all that it’ll ever design a model like the second-generation Mustang. Or, worse, decide on a front-wheel drive platform.

Quite frankly, it would simply be preferable to someday euthanize the Mustang than to emasculate all for a pretense to maintain its heritage. Fortunately, that’s a non-issue for now.

2016 Ford Mustang GT Convertible

Drop Top Magic

Dropping the top is as easy as turning the release handle and holding a high-mounted switch in place until the roof quickly descends into a tidy compartment behind the rear seat. Immediately, this model is transformed into a wind-in-your-hair sport coupe, ideal for those long and languid drives up the Pacific Coast Highway or for skirting around Pinehurst, the Hamptons or Palm Beach.

North Carolina’s winters are fairly mild, but not enough to enjoy the days with the top down for long. Still, with the conditions relatively calm and the sun breaking through the high clouds more often than not, dropping the soft top enabled me to take in the exhaust note and sense a stronger connection to the road. The rise and fall of the engine as well as every belch and toot of the exhaust system is amplified. Just look at yourself in a mirror as a silly grin now dominates your face.

For 2016, Ford offers the current-generation Mustang in a host of trim levels with prices ranging from about $25,000 to near $50,000. A V6 engine is standard, a turbocharged four-cylinder is available, while the V-8 fills out the powertrain line.

Personally, I would go with the most potent model of all, what best exemplifies the Mustang’s heritage while also managing to keep Camaro and Challenger at bay. Regardless of your choice, you’ll be fulfilling a dream that others have longed to attain.

2016 Ford Mustang GT Convertible

2016 Ford Mustang GT Premium Convertible

  • Sticker price from $41,895
  • Price as tested: from $48,575
  • Seats 4 occupants
  • 5.0-liter 32-valve V-8 gasoline engine
  • 435 horsepower @ 6,500 RPM
  • 400 foot-pounds of torque @ 4,250 RPM
  • 3.63 inches bore by 3.65 inches stroke
  • Engine compression ratio: 11.0-to-1
  • 6-speed automatic transmission
  • Wheelbase: 107.1 inches
  • Length: 188.3 inches
  • Width: 75.4 inches
  • Height: 54.9 inches
  • Passenger volume: NR
  • Storage volume: NR
  • Towing capacity: NR
  • EPA: 15 mpg city, 24 mpg highway
  • Premium grade gasoline
  • Fuel tank: 16 gallons
  • Curb weight: From 3,729 pounds
  • IIHS safety rating: Good — moderate overlap front, side, head restraints and seat
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 5 years/Unlimited miles
  • Vehicle assembly: Flat Rock, Michigan

2016 Ford Mustang GT Convertible

See Also — Turbo Driven: 2016 Volkswagen Golf R

Ford Mustang GT Premium photos copyright Auto Trends Magazine.

Hyundai Genesis Sedan: Grand Finale!

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A final look at the outgoing Hyundai Genesis.

2016 Hyundai Genesis Sedan

The Hyundai Genesis is marketed as a “premium luxury sedan” and is the first upscale model sold by this Korean manufacturer in North America. Introduced in 2009, it was soon joined by the unrelated Genesis Coupe and the still larger Hyundai Equus.

Separate Genesis Marque

Late in 2015, Hyundai announced the creation of a new luxury brand called Genesis. The flagship Equus is transitioning to the Genesis G90 and the current Hyundai Genesis will become the Genesis G80. When the G80 appears it will represent a mid-product cycle update of the Hyundai Genesis and assume the G80 naming convention for the 2017 model year. The second-generation Genesis was introduced for the 2015 model year.

Genesis is being separated from Hyundai to allow it to assume its own identity and to be better positioned to take on the likes of Audi, BMW, Cadillac, Infiniti, Lexus, Mercedes-Benz and other luxury marques. By 2020, six Genesis brand models will be offered. As for the showrooms, you’ll still find Genesis models sold under the same roof as Hyundai. At least for now.

2016 Hyundai Genesis Sedan

2016 Hyundai Genesis 3.8 RWD

A 2016 Hyundai Genesis 3.8 RWD was a recent weekly driver, representing the base edition in the product line. Notably, Hyundai offers the 3.8 edition in standard rear-wheel drive ($38,750) and available all-wheel drive ($41,250) as well as in a 5.0 Ultimate edition ($53,850), but in rear-wheel drive only.

The 3.8 edition denotes a model powered by a 3.8-liter, V-6 engine, while the 5.0 edition represents a model powered by a 5.0-liter, V-8. The constitutive difference, of course, is in performance as well as with its amenities — the V-6 makes 311 horsepower and the V-8 is rated at 420 horsepower. Both power plants are paired with an 8-speed automatic transmission.

Hyundai delivered a Genesis with all the goods supplied in the V-8 sedan, except for the engine. By ordering three packages — Signature ($3,900), Tech ($3,500) and Ultimate ($3,500) — you get a well-appointed V6-powered luxury sedan for $50,600.

That’s about the same price you’ll pay for a base BMW 5 Series (528i), but in the BMW you’re looking at a turbocharged four-cylinder engine making 240 horsepower. It would cost you about $5,000 more to upgrade to comparable power, never mind coming away with base amenities (e.g.., imitation leather seats).

2016 Hyundai Genesis Sedan

Elegant Countenance, Upscale Interior

I’ve been an admirer of the Hyundai Genesis since the sedan arrived stateside, but much more so with the second-generation model. From stem to stern, the current Genesis offers a style matching the European brands. The front fascia features a bold, horizontal six-slat grille with strong creases pushing out from both sides of the upper portion of the grille and running across the hood to the windshield line. On either side of the grille are large, wrap around lighting assemblies containing boomerang LED daytime running lights. At the base of the fascia are LED fog lamps featuring single rows of six lights each. The front fascia establishes the pattern for this model, proclaiming to all that this is no inconsequential conveyance.

The sedan’s stately profile is marked with upper character lines running from the headlights to the tail lamps, midriff lines connecting the wheels, and body sculpting located just above the chrome-bedecked rocker panels. A sloping roofline, an ever so slightly rising belt line and distinct alloy wheels are also present. From the rear, this model features oversized combination lamps with LED lights, a raised deck, reflector accents and dual embedded exhaust ports.

Inside, the cabin is bright, cavernous and elegantly appointed. You’ll find wood and aluminum trim with nary a cheap plastic covering in sight. The test model spoiled me with genuine matte finish wood, an essential ingredient for the included Ultimate package. That package also brought in a full-color head-up display, a power trunk lid, a premium 9.2-inch touchscreen with navigation, a 17-speaker Discrete 7 Logic audio system, and an enhanced climate control system.

2016 Hyundai Genesis Sedan

The Signature package brought in the power tilt and telescopic steering column, a power tilt and slide sunroof, an integrated memory system for the heated and ventilated front seats, automatic dimming side mirrors, LED fog lights with a rearview camera, blind spot detection with rear cross-traffic alert, and a power rear sunshade with manual rear side window sunshades.

And just as the man on television opines, “But that’s not all!,” the tech package added still more amenities. Included were: premium leather seat surfaces, a power driver seat cushion extender, a haptic steering wheel, and an electronic parking brake. Several safety features were added too, including lane departure warning and lane keep assist, automatic emergency braking, and front and rear parking sensors.

A Premium Luxury Sedan

Suffice to say, a Hyundai Genesis without its many adornments might align closer to a Chrysler 300 or a Toyota Avalon, but the full-optioned amenities are what make this premium model extraordinary. Even the look and feel of the switches and knobs conveys its higher-end aura, underscoring the painstaking attention its designers performed on every aspect of the Genesis.

2016 Hyundai Genesis Sedan

Luxury shoppers in this segment routinely want ultimate power and for them nothing less than the available V-8 would be acceptable. But the V-6 shouldn’t be quickly dismissed as its 311-hp output moves this sedan with competence — the 8-speed transmission shifts smoothly and quickly through the gear ratio.

Choose rear-wheel drive and place this sedan in sport mode, and you’ll enjoy straightforward handling, optimum steering and a thoroughly comfortable ride. Opt for all-wheel drive and the handling quotient improves accordingly.

What you won’t experience is pitching and diving as you handle the curves; braking is firm with no fade detected. Punch the V-6 and you’ll hit highway speeds in about seven seconds. If acceleration is a priority, then choose the V-8 to shave a full two seconds off that time.

Taking it to the Europeans

If the Hyundai Genesis were a mainstream model it would be categorized as a full-size sedan. On the luxury level, it is a midsize model and a competitor to the Mercedes-Benz E-Class, Cadillac CTS, Audi A6, Lexus GS, and the aforementioned BMW product.

2016 Hyundai Genesis Sedan

Where the previous generation Hyundai Genesis had the looks, but not the driving feel rivaling the prominent European brands, the latest model is vastly improved, thanks in large part to Lotus-assisted chassis improvements, especially in the way the sedan handles.

Those changes combined with the Genesis’ beautiful countenance, high-end interior, and value proposition make this model a competitor. In the final analysis, you don’t need to wait for the Hyundai Genesis to morph into the Genesis G80 to come away with an effective European-like executive sedan.

2016 Hyundai Genesis Sedan
2016 Hyundai Genesis Sedan

2016 Hyundai Genesis

  • Sticker price from $38,750
  • Price as tested: $50,600
  • Seats 5
  • 3.8-liter V-6 gasoline engine
  • 311 horsepower @ 6,000 RPM
  • 293 foot-pounds of torque @ 5,000 RPM
  • 3.78 inches bore by 3.43 inches stroke
  • Engine compression ratio: 11.5-to-1
  • 8-speed automatic transmission
  • Wheelbase: 118.5 inches
  • Length: 196.5 inches
  • Width: 74.4 inches
  • Height: 58.3 inches
  • Passenger volume: 107.7 cubic feet
  • Storage volume: 15.3 cubic feet
  • Towing capacity: NR
  • EPA: 18 mpg city, 29 mpg highway
  • Regular grade gasoline
  • Fuel tank: 20.3 gallons
  • Curb weight: From 4,138 pounds
  • IIHS safety rating: Top Safety Pick+ (2016)
  • Limited vehicle warranty: 5 years/60,000 miles
  • Powertrain warranty: 10 years/100,000 miles
  • Corrosion warranty: 7 years/unlimited miles
  • Hybrid warranty: 10 years/100,000 miles
  • Vehicle assembly: Asan, Korea

See Also — On the Road With a 2018 Genesis G80

Hyundai Genesis photos copyright Auto Trends Magazine.

Production Reality: 2018 Lexus LC 500

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2018 Lexus LC 500 sports car.
Production reality: 2018 Lexus LC 500 sports car.

Four years is a long time to go from concept car to production vehicle.

Typically, a car manufacturer teases a concept it intends to build and approves it for production within the year. For example, in the case of the Chevrolet Bolt introduced at the Detroit auto show (NAIAS) last January, it was green-lighted for production before the start of the Chicago Auto Show the following month.

Toyota has teased us with a handful of concept vehicles down through the years, including the fetching FT-1, a delicious sports car some still hope becomes the all-new Toyota Supra. Notably, on the Lexus side of the house we’ve seen the LF-LC, a product dangled before us at the 2012 NAIAS. That concept is now a production reality and comes to us in the form of the Lexus LC 500, a provocative high-end sports car introduced at the 2016 NAIAS.

2018 Lexus LC 500.

Approved From the Top

The Lexus LC500 was approved by Akio Toyoda, Chief Branding Officer and Master Driver for Lexus. Toyoda is the scion of the same family that founded the automaker — substitute the “d” for the “t” and you have Toyota. Moreover, he is also the man who said more than four years ago that “our cars should be fun to drive.” That’s an understatement!

Toyoda made his earlier pronouncement even as the company was enjoying much success with nameplates such as the Corolla and Camry pacing sales. But that leadership came at a cost — most enthusiasts considered these models as nothing less than rolling appliances, devoid of passion. Toyoda understood that his cars needed to be changed and initiated a process that has since yielded sportier versions of its most popular products.

The Lexus LC 500 does something else — its gives Lexus a flagship sports car to join its two other flagships: the LS sedan and the LX SUV. Both the sedan and the SUV have helped pace the marque, but the excitement factor belongs entirely to the LC 500.

Now back to Mr. Toyoda: “A few years ago, we decided to guide the future of the brand with products that had more passion and distinction in the luxury market. This flagship luxury coupe’s proportion, stunning design and performance make a strong statement about our brand’s emotional direction and will grow the Lexus luxury appeal globally.” Emotive sells cars as does quality and reliability. The latter two points Lexus has long owned.

Can you sense the excitement?

2018 Lexus LC 500.

Supplying Performance Cred

Certainly, Lexus has made some strides itself in recent years in an effort to up its performance credibility. In particular, the IS Series now has a turbocharged four-cylinder to showcase, providing a much-needed alternative to the base and slow-as-molasses 2.5-liter, V-6. Further, the RC F delivers to us a taste of what Lexus has in a sports car. Yet, the RC F is merely a luxurious competitor to such pony cars as the Ford Mustang — something more was needed.

The LC 500 gives us a 2+2 sports car with an athletic countenance, a copious spindle grille, and generously apportioned wheels — that’s an understatement: the wheels simply look enormous.

Its sleek roof line melts into the rear deck, the belt line rises and zooms back to meet the edge of the roof. This sports car not only is fast, but its visage looks the part.

2018 Lexus LC 500.

Seating for Four, Room for Two

Like the RC F, the LC 500 offers token room for two in the rear. Figure that you’ll use that area to belt down a bag or two. Indeed, one look at the rear and no one will volunteer to squeeze into the back.

As for the cockpit, Lexus says that it is both driver-focused and elegant. But the same assessment can be said for the RC F.

Notably, “the driver’s hip point was engineered to be as close as possible to the vehicle’s Cg (Center of gravity) where feedback from the car is the most communicative to the driver.” That’s a feature common to high-end sports cars, one that provides the ultimate in driver satisfaction.

2018 Lexus LC 500.

High-Performance V-8 Power

Under the hood is a high revving rendition of the engine found in both the RC F sports coupe and the GS F sports sedan. This 5.0-liter, normally aspirated V-8 engine will be paired with a 10-speed automatic transmission “with shift times rivaling those of a dual-clutch transmission. The component is smaller and lighter than some current 8-speed transmissions.” Lexus estimates that the all-aluminum powerplant will actualize 467 horsepower and 389 foot-pounds of torque. Importantly, an under 4.5-second 0-to-60 mph time is anticipated.

The new Lexus model is more than a year away from arriving on the market. When it does launch, it will be a 2018 model. By then, we’ll have pricing information — expect it to come in somewhere above $100,000; we’ll also have full model details.

Meanwhile, Lexus faithful should rejoice as the brand receives what is destined to become a world class performer. Certainly, it is a late arrival, but an altogether welcome one at that.

2018 Lexus LC 500.

See Also

Honda Ridgeline Strikes Back!

Behind the Wheel of a Lexus LC 500

Photos copyright Toyota Motor Sales, U.S.A., Inc.

Blacked Out: GMC Sierra Double Cab

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This blacked-out Sierra “Elevation Edition” makes for a stylish truck.

America’s love affair with pickup trucks is a strong one. During the last recession, it seemed as if the segment might not recover from its beating down as sales fell to less than half the historic highs.

But don’t tell that to the millions of Americans who cannot imagine life without their Fords, Rams, Chevrolets and GMCs as well as their Nissans and their Toyotas. Pickup trucks are the most versatile vehicles on the market, doing triple duty as a family carrier, a payload hauler and as a trailering maven. There are no other vehicles on the market as versatile. Moreover, when some models are outfitted with advanced technologies and high-end cabins, there is yet another reason for people to consider purchasing one.

GMC Sierra Double Cab

GM has shipped a variety of GMC and Chevrolet pickup trucks to me, especially in the past year. I’ve driven the Chevrolet Silverado, GMC Canyon, Chevrolet Colorado and the GMC Sierra. Double and crew cabs only — not a single regular cab was sent. The absence of a regular cab shouldn’t be too surprising as the take rate for these body styles is now down to the single digits. Most people want a crew cab, a small number choose a double cab and very few people want the traditional regular cab.

A 2015 GMC Sierra Double Cab 4×2 was a recent weekly driver. This model was different for a few reasons: it wasn’t equipped with navigation, there was no backup camera, and satellite radio was absent. I hadn’t seen a polyurethane-wrapped steering wheel in years, but that’s what this Sierra had. And on the face of that steering wheel was only one set of switches — for cruise control — fastened as a lonely outpost on the left side of the wheel.

2015 GMC Sierra Double Cab

View manufacturer details and pricing

But the Double Cab wasn’t entirely stripped: where it lacked certain desirable amenities, it still came with a tilt steering column, power accessories, an audio system and USB ports. Perhaps the most fascinating matter about the Sierra is that it was dressed entirely in black — including the bumpers, the side mirror cladding, the door handles and the wheels. A sporty look, no doubt, and quite unusual for a GMC.

The upgrades were apparent from a cost perspective too, what elevated the base $30,695 sticker price and added $5,425 worth of options.

Double Cab Elevation Edition

Those options included replacing the base 4.3-liter V-6 engine with the small-block 5.3-liter V-8 engine ($1,095). Both engines come paired with a six-speed automatic transmission. You have to choose the 6.2-liter V-8 to get the eight-speed automatic. A spray-on bed liner added $475, but it was the Elevation edition ($3,855) that added the special goodies.

Such niceties included 20-inch, black painted wheels, halogen projector headlamps, front fog lamps, power heated side mirrors, and all the black cladding spoken about earlier. That blackness extended to the grille and, with the LED lights on, they provided a distinctive touch.

The Elevation edition also brought in LED lighting for the cargo box, front recovery hooks (in black, of course), color-keyed carpeting, remote keyless entry and a 110-volt power outlet. Inside, the cabin is dressed in black. And in gray too. The blackness is nearly everywhere except for the seats, the headliner and the door inserts. Gray gives the interior some much needed pop.

Room for Six

The tested double cab offered room for six. That means where the usual front center console is located, a folding console was put in its place. That middle seat position is very important to some people. That it can be used as a seat or converted to a console is a bonus. However, sitting in that position for any length of time is a test of your personal mettle — the front, middle seat does not have the support or the bolstering of the other two front seats. A pre-teen should fit, but a teenager’s legs would slap against the dash.

The rear seat was a fold up bench seat. No 60-40 split here — you either fold the entire seat or you leave it down. When folded, it offers an excellent place for interior storage.

The Sierra Double Cab provides other storage areas including a dual glove box. The front doors have two drink holder spots each and three other areas for storage. The rear seat doors come with one drink holder a piece and also include storage. Drop down the front console and you are treated to three cup holders, storage crannies, a smart phone holder and an interior storage compartment. That compartment also includes a 12-volt outlet, an auxiliary input port, and two USB ports. Yet another storage compartment is located at the base of the center stack.

Someday, GM will deliver a Sierra or Silverado with the 4.3-liter, V-6 engine for me to test drive. Prior to the engine’s upgrade coinciding with the 2014 new edition, that base motor made a paltry 195 horsepower. The latest edition received a 50 percent power boost without forced induction and is now rated at 285 horsepower. That’s still well below the 355 horsepower offered by the small-block V-8, itself compared with the 420 horsepower offered by the big V-8.

Six Tons of Towing Capabilities

But V-8 engines have a certain mystique about them, especially when the V-6 is also naturally aspirated. Towing is king with pickup trucks and the test model had a base 9,500-pound towing rating or 12,000 pounds with the trailering package. Credit the available 3.42 rear axle with providing 2,000 extra pounds of towing goodness.

As far as my personal driving impressions for the GMC Sierra, you can learn more by visiting an earlier review here. Concerning the look offered by the Elevation edition, sport truck enthusiasts should give it more than a cursory glance.

2015 GMC Sierra Double Cab

  • Sticker price from $30,695
  • Price as tested: $36,565
  • Seats 6 occupants
  • 5.3-liter 16-valve V-8 gasoline engine
  • 355 horsepower @ 5,600 RPM
  • 383 foot-pounds of torque @ 4,100 RPM
  • 3.78 inches bore by 3.62 inches stroke
  • Engine compression ratio: 11.0-to-1
  • 6-speed automatic transmission
  • Wheelbase: 143.5 inches
  • Length: 229.5 inches
  • Width: 80 inches
  • Height: 73.9 inches
  • Passenger volume: NR
  • Storage volume: 61 cubic feet
  • Towing capacity: 9,500 (12,000 pounds with trailering package)
  • EPA: 16 mpg city, 23 mpg highway
  • Regular grade gasoline
  • Fuel tank: 26 gallons
  • Curb weight: From 5,102 pounds
  • IIHS safety rating: Not Tested
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/100,000 miles
  • Corrosion warranty: 6 years/100,000 miles
  • Vehicle assembly: Roanoke, Indiana

2015 Lexus RC F photos copyright Auto Trends Magazine.

Lexus RC F: Manual, Please?

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Lexus RC F

Like most of its chief competitors, the Lexus RC F does not offer a manual transmission. Instead, Lexus mates its stout 467-horsepower, V-8 engine to an eight-speed automatic transmission with manual shifting capabilities. No three-pedal workout is available, but you can control the shift points with the auto stick or by means of the steering wheel-mounted paddle shifters.

Introduced for the 2015 model year, the rear-wheel drive Lexus RC is composed of RC 350 and RC F editions. Both coupes are based on the IS sedan platform. Auto Trends reviewed the RC 350 earlier this year; that review can be found here.

The Lexus RC F is a 2+2 sport coupe with a mostly useless back seat. If you can maneuver a car seat and position it on the rear seat, then you can bring your baby with you. However, a toddler sitting on a booster seat just might whine and complain about the lack of legroom. Never mind the crying and gnashing of teeth rejoinders from anyone larger than a tot.

Read “F” as in RC F and that means you’re taking in Lexus’ performance brand. “F” to Lexus is what “M” is to BMW, what “AMG” is to Mercedes-Benz, and what “RS” is to Audi. It is also the performance equivalent of the “V-Series” to Cadillac. But don’t ever confuse “F” with “F Sport” as the latter Lexus appellation is all about the looks, but not the performance. By the way, the “F” stands for Fuji Speedway where Lexus conducts its testing.

Lexus RC F

The luxury sport coupe class is what owners of the Dodge Challenger, Chevrolet Camaro and Ford Mustang might consider when they want the ultimate combination of luxury and performance. Still, all three American mainstream brands can usually excel on the straightaway with the Europeans holding the advantage in handling.

In the Lexus RC F this sport coupe delivers a truly aggressive persona. Chiseled lines, deep scallops, a rakish profile and a dynamic rear fascia amplify this model. The front fascia is dominated by Lexus’ now common spindle grille or hourglass design, offset by sinister headlamps and swoosh daytime running lights. Got Nike?

Some other stand out features on this model include a hood scoop, cooling ducts, an active rear wing, and distinctive stacked tail pipes. Each model is outfitted with 19-inch forged aluminum wheels. Notably, the tire sizes are 255/35R19 in the front and 275/35R19 to the rear.

Lexus RC F

2015 Lexus RC F

View manufacturer details and pricing

Slide behind the steering wheel and you’ll immediately be enveloped in a comfortable, highly supportive sport seat. Indeed, Lexus says they employed special integrated foam construction to ensure that the seat conforms to a person’s body. Not only does it deliver customized support for each person, but it eradicates wrinkles and prevents cover slippage common to such seats.

The rear seat is fixed in place, but it includes a pass through to the trunk for your skis, golf clubs and other long items. Certainly, the extra room is beneficial, as the trunk offers just 10.1 cubic feet of storage space.

An electronic tilt and telescopic steering column moves into place when you start the car. The three-spoke steering wheel is small and raised, similar to what you would find in a race car. Finger rests, thick padding and oversized paddle shifters are notable features here.

Lexus RC F

The instrument panel offers an unusual design with an oversized analog tachometer centered within. To the left is the digital driver’s information center. To the right is an analog speedometer. A sport instrument hood covered in felt-like stitched material tops the panel.

The top of the dashboard is even, but just below that the lines are interrupted as the instrument hood gives way to the center stack. The color display resides at the top of the stack and occupies a recessed compartment. Operation of the screen is by means of a control pad located just below the transmission shifter. That pad works much like a mouse. Some may find it distracting, but I’ve gotten used to it and have learned how best to keep my eyes on the road by making darting glances as I harmonize the cursor with the intended command.

Below the color display are vents with an analog clock centered between them. Climate control switches, a CD player, and a micro SD card for controlling the navigation system are below that. Seat warming and cooling switches, the transmission stick and Lexus’ “vehicle dynamic integrated management” (VDIM) system follow. The armrest doubles as a deep storage compartment with two USB ports, an auxiliary input port and a 12-volt outlet present.

Lexus RC F

VDIM allows the driver to choose one of four drive modes: normal, eco, sport and sport+ (S+) modes. Choose S+ and you’ll enjoy the best of the driving attributes offered by this model. S+ automatically turns on the active sound control (ASC) system, what retunes the exhaust, intake and mechanical sounds inside the vehicle. In effect it transforms a rather sedate coupe into a sound beast, with notes heretofore muted now allowed to blast forth. Take note of the transmutation from low and deep tones under 3,000 RPM to vigorous bellowing notes as the tachometer passes 6,000 RPM.

Switch the gear shifter to “M” for the manual and the coupe’s behavior immediately changes. You get eight forward gears to work with and full torque-converter lockup is apparent from the second gear on. Rapid up shifts are possible and the transmission’s throttle blipping control matches the engine speed with each gear.

The RC F’s start/stop button is at the two o’clock position to the right of the steering wheel where the instrument hood intersects with the center stack. Press the aluminum-pedaled brake and the start button and the RC F comes to life. No huge roar from the exhaust, but enough of a welcoming note to say that this is no ordinary RC.

Lexus RC F

So what exactly gives the RC F the kick you desire? Well, the engine of course. But the experience is immediately tempered by a lack of a manual transmission, a deficiency found in competing Mercedes-Benz and Audi models, but not in the BMW M4. And as of 2016, not in the Jaguar F-TYPE.

I do realize that the take rate on such transmissions is much smaller these days, but to be taken seriously in this business, you need to offer one. The German makes have years of lead time on Lexus when it comes to performance cars and AMG shoppers may be more willing to forgive Mercedes-Benz for that slight even if they remain deeply disappointed just the same. Lexus needs the added credential and offering a slush box only is a problem waiting for a remedy.

Yet, the RC F performs admirably and is up to the task. Lexus says the luxury coupe can go from 0 to 60 mph in just 4.4 seconds and that’s a noteworthy number. The naturally aspirated V-8 delivers ample punch when you need it, what should satisfy the majority of people.

Lexus RC F

On the straightaway, the RC F rockets and delivers an excellent kick when passing on the highway. You’ll hit 90 mph without much effort and that’s a danger when Smokey is on the hunt to fill his monthly ticket quota.

Take the RC F on curvilinear roads and you will see what this luxury coupe is made of. On the one hand, you won’t be thrown out of your seat. On the other hand, this Lexus handles every twist and turn with precision. And you won’t have to fight with the steering wheel to maintain control.

Power through the curves seems to fall just short, coming in below Lexus’ competitors. You can’t help but feel that this model’s two-ton weight presents a disadvantage, although body roll and turn ins are not the issue. Push the steering to the limits and the system pushes you back, unless you disengage traction control and operate the RC F in S+ mode. Make no mistake about it: the safety overrides are at the ready and for the driving enthusiast they subtract vigor.

Lexus quality, including fit and finish, the materials used and the layout are beyond reproach. The RC F is a masterpiece, as the interior is exquisite with carbon fiber, leather and soft touch materials used throughout the cabin. The price is competitive and the long-term value of the RC F is also something to consider.

Lexus RC F

 

2015 Lexus RC F

 

 

  • Sticker price from $62,400
  • Price as tested: $66,100
  • Seats 4 occupants
  • 5.0-liter 32-valve V-8 gasoline engine
  • 467 horsepower @ 7,100 RPM
  • 389 foot-pounds of torque @ 4,800 to 5,600 RPM
  • 3.70 inches bore by 3.52 inches stroke
  • Engine compression ratio: 12.3-to-1
  • 8-speed automatic transmission
  • Wheelbase: 107.5 inches
  • Length: 185.2 inches
  • Width: 80 inches
  • Height: 54.7 inches
  • Passenger volume: 79.4 cubic feet
  • Storage volume: 10.1 cubic feet
  • Towing capacity: NR
  • EPA: 16 mpg city, 25 mpg highway
  • Premium grade gasoline required
  • Fuel tank: 17.4 gallons
  • Curb weight: From 3,958 pounds
  • IIHS safety rating: Top Safety Pick+
  • Limited vehicle warranty: 4 years/50,000 miles
  • Powertrain warranty: 6 years/70,000 miles
  • Corrosion warranty: 5 years/unlimited miles
  • Vehicle assembly: Aichi, Japan

2015 Lexus RC F photos copyright Auto Trends Magazine.

See Also — Luxury Performance Sedan: Lexus GS F

SUV Aspirations: 2015 GMC Yukon XL

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Living large with GMC’s big SUV.

2015 GMC Yukon.
GMC’s Yukon is newly restyled for 2015.

Oversized sport utility vehicles seem like a throwback to a different era for some. For those who own them or aspire to acquire one, these models deliver the best amalgamation of passenger room and trailering capabilities in the business. Fuel costs can be exorbitant, but with the prevailing price of gasoline dropping below $2 per gallon in most states, the appeal for such vehicles has increased once again.

The GMC Yukon is a full-size, traditional rear-wheel drive SUV, available in four-wheel-drive, standard and stretched (XL) wheelbases as well as in Denali trim. Consequently, shoppers have much to scrutinize when considering the Yukon line, a model that competes with the Ford Expedition, Toyota Sequoia and Nissan Armada.

2015 GMC Yukon XL

2015 GMC Yukon

GMC prices the base 2015 Yukon from $46,990, the Yukon XL from $49,690, the Yukon Denali from $63,770 and the Yukon XL Denali from $66,470. Choose four-wheel drive and you will add $3,000 to your base price. Notably, a fully-equipped stretched wheelbase Denali model can cost you more than $75,000.

For test purposes GMC delivered a Yukon XL 2WD SLT edition priced from $54,735 and equipped with the standard 5.3-liter V-8 engine making 355 horsepower and 383 foot-pounds of torque. Alternatively, a 6.2-liter V-8 engine making 420 horsepower and 460 foot-pounds of torque is available and is also the standard engine found in the top-of-the-line Denali trim level. Both engines are paired with a six-speed automatic transmission, but Denali models get GM’s new eight-speed automatic.

Fully redesigned for 2015, the current Yukon/Yukon Denali offers a familiar silhouette with a refreshed grille, new headlamps and LED lights, redesigned inlaid doors for improved aerodynamics, a modern family of wheels, laminated windshield and front door glass to boost quietness, and a standard rear spoiler. As always, the GMC Yukon is built on the same truck platform that underpins GM’s big pickup trucks, including the GMC Sierra.

2015 GMC Yukon XL

Quiet Cabin, Updated Interior

Inside, seating is for seven to nine people. The ideal arrangement may be two bucket seats up front, a pair of captain’s chairs in the second row and a third row bench seat. To offer room for nine, the second and third row seats are replaced with bench seats, but at a significant loss of storage space up front. The test model was a seven-seat SUV, what fully accentuates the cavernous interior.

The Yukon’s interior is dominated by an expansive dashboard, covered in soft touch materials and accented by French seam stitching. Excellent interior lighting, including ambient lighting, chases darkness away from every nook and crevice. All seats are firm and supportive, although third-row thigh support isn’t as good as you would find elsewhere.

GMC offers a long list of standard equipment with the Yukon. All models are equipped with a Bose audio system. An 8-inch color touch screen dominates the center console and provides voice commands, SiriusXM and HD radio, USB ports, auxiliary jacks, an SD card slot, Bluetooth streaming and hands-free calling. You also get tri-zone climate control, power accessories, cruise control, OnStar directions and connections, a 110-volt power outlet, a leather-wrapped tilt and telescope steering column and floor mats.

2015 GMC Yukon XL

2015 GMC Yukon XL

Move up to the SLT edition from the SLE and this model brings in improved interior lighting, heated and cooled front seats, heated outboard second row seats and a power folding 60-40 split bench seat. As for the Denali edition, this model brings in active noise cancellation technology, a customizable driver display and leather nearly everywhere. Available options include: an enhanced security package, an open road package with a power sunroof and navigation, a rear-seat Blu-Ray/DVD entertainment system, a head-up display and a number of dealer-installed accessories such as a reflective window shade.

The SLE edition provides premium cloth covered seats with leather seats found in SLE and Denali editions. Not surprisingly, the 10-way power driver’s seat places the emphasis on comfort, offering power recline, 2-way power lumbar control and even a 6-way power cushion. That seat plus the adjustable steering column provides scores of positioning permutations to rebuff driver fatigue. Similarly, the front passenger is also spoiled with a thoroughly comfortable seat.

Think hard before you consider swapping out the front bucket seats for a bench seat. Unless you know that you must have room for nine, the added seating space also means that the cavernous storage compartment and console between the front seats will be eliminated. Certainly, there are many other storage areas found in this model — the glove box, seat backs, the doors and behind the rear seat — but chances are you will find the bench arrangement wanting.

2015 GMC Yukon XL

2015 GMC Yukon

View manufacturer details and pricing

On the Road

With no boat, camper or trailer to pull, I cannot comment on the Yukon’s towing capabilities. What I can tell you is that this model is rated to pull from 7,900 pounds (Yukon XL Denali 4WD) to 8,500 pounds (Yukon 2WD) and has a payload capacity that starts around 1,500 pounds and tops out at 1,676 pounds.

To put it another way, you can bring with you a full contingent of people, load up the rear storage area and pull that big boat without much effort. I’m basing my perspective strictly on anecdotal evidence, observing the many SUVs in my area that carry a full load and seem none the worse for it.

Get behind the wheel of any Yukon and you’ll sense that you have full command of the road. In many ways you do as ground clearance, its large tires and the SUV’s overall height make for one imposing model.

2015 GMC Yukon XL

What I think will interest most shoppers is the difference between the two V-8 engines. Both provide generous amounts of power, but you will enjoy a near 20 percent boost in power by choosing the larger engine. I can see where that power would come in handy when pulling anything up a hill or even retrieving a large boat from the water.

The Yukon XL extends the standard wheelbase from 116 inches to 130 inches and overall length from 203.9 inches to 224 inches. That’s a different approach then, let’s say the Ford Expedition, where the extra space is consigned strictly behind the third row seat.

The XL’s extended proportions also means this model seems to float down the road. It handles well and makes U-turns without needing a third opposite flowing lane to make that maneuver. Involved driving? You won’t find it. Consume potholes with relative ease? The GMC Yukon does that. For the best suspension you’ll need to upgrade to the Denali as it comes outfitted with magnetic ride control, a suspension system used in the Corvette Stingray, Cadillac CTS and other premium GM vehicles.

The Yukon’s braking system is composed of power-assisted, four-wheel disc, four-wheel anti-lock brakes using “Duralife” rotors and vented front and back. Standard and available safety features include: a front center airbag, radar-controlled cruise control, side blind zone alert, lane departure warning and automatic crash response.

2015 GMC Yukon XL

Parting Thoughts

So how much does it cost to fill the tank of a GMC Yukon? Believe it or not, that’s a question that I often get from people that are considering a large SUV. Outfitted with a 31-gallon fuel tank, fill ups would have cost you well over $100 when the price of the regular grade gasoline it takes came in at $4 per gallon. Likewise, you will pay about $65 per fill up for a vehicle (as of this date) that averages 20 mpg under optimum driving conditions.

It is doubtful that gasoline prices will stay down for the long term, so keep that cost in mind when shopping for any large SUV. Moreover, you should expect to pay about $60,000 for a well-equipped standard wheelbase model outfitted with four-wheel drive and many of the amenities mentioned herein.

2015 GMC Yukon XL 2WD

  • Sticker price from $54,735
  • Price as tested: from $62,315
  • Seats 7 to 9 occupants
  • 5.3-liter 16-valve V-8 gasoline engine
  • 355 horsepower @ 5,600 rpm
  • 383 foot-pounds of torque @ 5,600 rpm
  • 3.78 inches bore by 3.62 inches stroke
  • Engine compression ratio: 11.0-to-1
  • 6-speed automatic transmission
  • Wheelbase: 130 inches
  • Length: 224.3 inches
  • Width: 80.5 inches
  • Height: 74.4 inches
  • Passenger volume: 122.4 cubic feet
  • Storage volume: 39.3/76,7/121.1 cubic feet
  • Towing capacity: 7,900 to 8,300
  • EPA: 16/17 mpg city, 29 mpg highway
  • Regular grade gasoline recommended
  • Fuel tank: 31 gallons
  • Curb weight: From 5,687 to 6,009 pounds
  • IIHS safety rating: NR
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/100,000 miles
  • Corrosion warranty: 6 years/100,000 miles
  • Vehicle assembly: Arlington, Texas

More Car Reviews

Attainable Affluence: 2015 Cadillac ATS Coupe 2.0T

Executive Sedan: 2015 Volvo S60 T6 Drive-E

Hot Hatch: Ford Fiesta ST

Professional Grade: 2015 GMC Sierra Denali 2500 HD

2015 GMC Yukon XL photos copyright Auto Trends Magazine.

The Top-of-the-Range Kia K900

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2015 Kia K900.
2015 Kia K900.

If you haven’t glanced Kia’s way in a few years, you may want to look at what this Korean manufacturer is currently offering. Over the past six or seven years, Kia has been working diligently to overhaul its line up, eliminating older and much less reliable models and replacing these with new, innovative and higher quality vehicles.

2015 Kia K900

Kia has been selling cars in the United States since 1994 and with the help of its Hyundai cousin, it has been rapidly updating and expanding its product line. Although it is still considered a value-oriented brand, Kia now brings that value to the upper echelon of the market in its all-new, full-size Kia K900 sedan.

The Kia K900 takes the brand far beyond its ordinary roots to deliver a model that is in the size range of a BMW 7 Series, Mercedes-Benz S-Class, Audi A8 and the Lexus LS. Its 5.0-liter V-8 engine, rear-wheel drive layout and riot of high-end materials and technologies lifts this Kia into another realm.

If the Kia K900 looks familiar, you probably have seen its design language on its Optima and Cadenza sedans. Moreover, the sedan’s size roughly parallels the Hyundai Equus, its close cousin with which it shares its platform, engine, transmission and other components. Call it “badge engineering” if you will, but there are some distinctives present to include: unique headlamps and daytime running lights, decorative fender vents, special tail light treatments and aluminum alloy wheels.

Where Hyundai tries to “hide” the fact that the Equus is a Hyundai, in the K900 Kia badging is found in all the usual places including on the hood, the trunk and on the wheels. I sensed in the K900 that Kia wants to change brand perceptions and isn’t worried that consumers will be confused or show resistance. In any case, expect that Kia will sell only a few thousand K900 sedans per year — September’s sales came in at just 56 units delivered.

2015 Kia K900.
2015 Kia K900.

Standard V-8 Engine

Introduced last winter as a 2015 model, the Kia K900 is powered by a 420-horsepower V-8 engine paired with an 8-speed automatic transmission. It has a starting price of $59,500 and provides a $6,000 VIP package. As equipped, the 2015 Kia K900 cost $66,400 — or at least $10,000 less than its European and Lexus competitors.

Unlike the Hyundai Equus, Kia plans to introduce a V-6 Premium edition within the coming months. That move will push the K900’s price point lower, but it won’t mean you’ll get a stripped sedan: Kia has promised luxury and technology packages to burnish your sedan. Expect that the “budget” K900’s appeal to extend to current Lincoln Town Car and Cadillac DTS owners — more about that later.

2015 Kia K900

View manufacturer details and pricing

Generous Room for Five

Inside, the Kia K900 provides generous seating for five adults. The interior is covered in leather on the seats, across the dashboard and on the door panels. Wood inlays, brightwork trim and a felt headliner add to the high-end feel of this luxury sedan. Wherever cheaper materials are used, Kia took pains to ensure that they blend in without much notice.

The front seats are supportive, comfortable and are adjusted by buttons placed on the doors next to the handles. It takes some getting used to, but it reduces the usual confusion driver’s may experience when adjusting their seats. Heating and cooling controls are also on the door; the driver’s lumbar support is the lone switch on the seat.

Kia provides an electronic tilt and telescopic steering wheel, what allows the driver to find the precise position when taking to the road. Cruise and secondary controls are on the steering wheel; the lights and wipers are controlled by column-mounted switches. Buttons for parking assist, traction control, trunk release and lane departure warning are to the left of the steering wheel, located on the instrument panel.

2015 Kia K900.
2015 Kia K900.

Technologies and Cabin Layout

Kia makes use of an electronic instrument panel with analog-looking speedometer and tachometer read outs. A large, bright digital driver’s information display is centered between the two meters.

The center console offers a clean layout marked by a 9.2-inch color display. That display is controlled by a dial found between the transmission stick and the deep center storage. Once you get used to the dial, you can flick it to whatever setting you want without taking your eyes off the road. A head up display, incidentally, provides your speed, tells you when you’re leaving your lane and warns you when a car approaches your blind spots.

The transmission shifter is different from what you may be used to using — you push it forward to go into reverse and pull it toward you when you are in drive. Place it in park by pressing the “P” button at the top of the stick. I’ve operated these type sticks before, overcoming the initial confusion that this layout causes.

Below the center display are switches and knobs for climate control and the audio system. A covered compartment at the base of the console is large enough to hold your smartphone. It comes with a 12-volt outlet, an auxiliary port and a USB port. A covered cup holder compartment for two drinks is to the right of the transmission stick.

2015 Kia K900.

Limousine-Like Rear Compartment

The rear seat is a bench layout, offering excellent room for three, but best enjoyed by two. The center and outboard right side seat are controlled by two switches on the door, moving the seat forward and back or up and down. A similar switch arrangement on the left side controls the other passenger seat.

I’m all for riding comfort in big sedans — Kia K900 customers will appreciate the fold down arm rest compartment that takes away the center seat position. When opened, you get the arm rest, a storage compartment and access to additional seat controls to include: lumbar support, seat adjustment, heating and cooling. You can even control the front passenger seat when you’re ready to stretch out and take a nap: limousine drivers take note!

Driven: 2015 Kia K900

On the road, the Kia K900 behaves a lot like a traditional American sedan. Its ride is soft, feedback virtually nonexistent and handling is fair, at best. You’re not getting a European sedan as the steering and suspension are calibrated to deliver uninvolved handling and soft-as-a-pillow ride. Kia is aiming the K900 squarely at buyers who place a quiet cabin, numb handling and a cushy ride over sport sedan characteristics. You do have three drive modes to select — the sport mode tightens the suspension dampers.

The V-8 is more than sufficient for this sedan, providing generous amounts of power as needed. The transmission shifts smoothly through all forward gears — you’ll hardly notice its presence. The sedan accelerates quickly and moves its 4,500+ pound bulk with ease. “Charles, take me to the Metropolitan — we have no time to lose!”

Trunk Space, VIP Package

Trunk space comes in slightly smaller than other cars in this class, providing space equal to what you would find in most midsize sedans. Still, at 15.9 cubic feet, you should have enough room to bring luggage for five for a long weekend. There is no passthrough from the trunk to the passenger compartment.

With a lengthy list of standard items, including a panoramic sunroof, you might overlook the $6,000 VIP package. That package is worth the price, bringing in such amenities as: head-up display, an updated instrument panel, advanced cruise control, a surround view monitor, an extendable driver’s seat cushion, power adjustable front headrests, and multiple rear seat upgrades — lumbar support, recline control, adjustable headrests and ventilation.

It’s a Wrap

If you are looking for a fully loaded, luxury sedan and labels mean little to you, then the Kia K900 should be on your list. The sedan doesn’t provide the driving feedback or handling of the European models, but like the Lexus LS it takes direct aim at Cadillac and Lincoln owners who no longer have access to a traditional, full-size luxury barge.

2015 Kia K900

  • Sticker price from $59,500
  • Price as tested: from $66,400
  • Seats 5 occupants
  • 5.0-liter 32-valve V-8 gasoline engine
  • 420 horsepower @ 6,400 rpm
  • 376 foot-pounds of torque @ 5,000 rpm
  • 3.78 inches bore by 3.43 inches stroke
  • Engine compression ratio: 11.5-to-1
  • 8-speed automatic transmission
  • Wheelbase: 119.9 inches
  • Length: 200.6 inches
  • Width: 74.8 inches
  • Height: 58.7 inches
  • Passenger volume: 110.8 cubic feet
  • Storage volume: 15.9 cubic feet
  • Towing capacity: NR
  • EPA: 15 mpg city, 23 mpg highway
  • Regular grade gasoline
  • Fuel tank: 19.8 gallons
  • Curb weight: From 4,555 pounds
  • IIHS safety rating: NR
  • Limited vehicle warranty: 5 years/60,000 miles
  • Powertrain warranty: 10 years/60,000 miles
  • Corrosion warranty: 7 years/Unlimited miles
  • Vehicle assembly: Korea

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2015 Kia K900 photos copyright Auto Trends Magazine. All rights reserved.

Beastly Elegance: 2014 GMC Sierra 1500 Denali

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Driven: 2014 GMC Sierra 1500 Crew Cab 4WD Denali

2014 GMC Sierra 1500 Denali.
The imposing, yet elegant GMC Sierra 1500 Denali.

If there is one word that explains why GM kept GMC and ditched Pontiac, that word would be Denali. Denali (or Mount McKinley) is the highest mountain peak in North America. It also represents the pinnacle GMC trim level, for the most luxury found in any GM vehicle line this side of Cadillac.

While the Denali line and its high profit margins rendered low-profit Pontiac pointless, it also forced competing brands to respond with high-end crew cab pickup trucks of their own. Namely, we now have the Ram 1500 Laramie Longhorn, Ford’s F-150 King Ranch, and the Toyota Tundra 1794 edition. Even the similar Chevrolet Silverado now has the High Country — a high-lux, country-themed appeasement for long envious Chevy dealers. It isn’t a Denali, but it comes in close.

The take rate on high-end pickup trucks is small, but when the purchase is done the profits range from $10,000 to $15,000 per vehicle, well above the average $7,000 profit for large pickup trucks. Denali is available in Sierra regular- and heavy-duty pickup trucks as well as across GMC’s utility vehicle line: Terrain, Acadia, Yukon, and Yukon XL. When the smaller Canyon pickup truck returns this year, likely a Denali edition will eventually follow.

2014 GMC Sierra Denali Crew Cab
Denali: Four full-size doors accented by chrome trim.

2014 GMC Sierra 1500 Denali

A 2014 GMC Sierra 1500 Crew Cab 4WD Denali was dropped off in my driveway one late February afternoon, finished in Onyx Black and generously clad in the chrome bling that defines the Denali. Standard Sierra crew cab models are priced from $49,410 for the short bed and $49,710 for the standard bed.

The Denali trim pushes the Sierra’s base price to $52,560. Choose the largest available V-8 engine, a power sunroof, a rear seat entertainment package, a tonneau cover, plus the dealer-installed four-inch chromed tubular round assist steps, and your fully-optioned 44 bling machine will retail for above $60,000. The good news here is that you have much room to negotiate your final price, knocking $5,000 or more off of it without much effort and perhaps as much as $10,000 if you insist on a price closer to what the dealer paid for the truck.

For 2014, GM brought out the latest generation of its full-size pickup trucks. The changes were evolutionary, not revolutionary with the Sierra’s three engines updated to produce improved performance and trailering capabilities while yielding slightly better fuel economy.

2014 GMC Sierra Denali Crew Cab
GMC provides two bed size choices with the Denali.

Updated Engine Line

The trio of EcoTec3 engines have been outfitted with direct fuel injection, cylinder deactivation, and variable valve timing technologies, enabling all three to keep pace with competing models. A 4.8-liter V-8 was dropped for 2014; a 4.3-liter V-6 is standard on base models with 5.3- and 6.2-liter V-8 engines available. All pickup truck engines are coupled with a six-speed automatic transmission.

For the Denali line, your choice of engines is the standard small-block V-8 or the beefier 6.2-liter V-8. As tested, the supplied Denali was powered by the smaller engine, making 355 horsepower, up from 315-hp for the previous generation. Torque has also benefited, rising from 335 foot-pounds to 383 pound-feet. The new or updated technologies along with aerodynamic improvements have yielded the power increase while also providing a slight uptick in fuel economy.

The small-block V-8 worked as expected, delivering excellent response through a variety of driving conditions. With no more than four people riding in it at one time including the driver and nothing to tow, I cannot say whether the larger V-8 would be highly desirable, except for an ever so slight edge in trailering capacity: 11,800 pounds versus 11,200 pounds. Its 420-hp and 460 lb.-ft. of torque ratings are not easily dismissed, however.

2014 GMC Sierra Denali Crew Cab
The Denali’s drive system controls are to the left of the instrument panel.

High-End Cabin

Beyond the exterior bling, the area where the Denali really shines (pun intended) is right inside the cabin. GMC calls it professional grade luxury but you may just as likely grasp how its designers took a luxury sedans sophistication and applied it to a crew cab.

Let’s start with the seats: you get perforated nuance leather-appointed seating with French-stitching, what provides a rich look and a comfortable ride. For the driver and the front passenger, the bucket seats are extra wide, heated, and cooled, offering 12-way power adjustment. Combine that with the tilt and telescopic steering wheel and there is a driving position for everyone. Add in the heated leather-wrapped steering wheel and your comfort quotient climbs another notch. The rear passengers are supplied with a plush bench seat fold it down in sections or together to store goods on top or make use of the space underneath the seats to do the same.

The Denali’s cabin is quiet with triple door seals blocking outside noise. GMC uses real aluminum trim through the cabin and provides a soft-touch instrument panel. The center stack is uncluttered, marked by a touchscreen color display with traditional switches and knobs underneath.

GMC Sierra 1500 Denali Elevates the Segment

View manufacturer details and pricing

The GMC Intellilink system is one of the better ones in the industry fairly easy to use and with a clean design. Shift into backup gear and the standard rearview camera with guidelines and warning beeps helps the driver maneuver the big pickup truck into the tightest spaces. New for 2014 is a seven-speaker Bose audio system with a subwoofer. It provides a sound befitting the Denali class.

Besides its standard 5-foot, 8-inch bed (a 6-foot, 6-inch bed is optional), in-cabin storage is excellent with the Denali. You get in-door storage pockets with bottle holders, cup holders, an oversized glove box with a second storage compartment located above that, seatback pockets, and a pair of oversized front center console storage compartments one open, the other closed. That enclosed second compartment is large enough to hold hanging folders. What I would like to see is a refrigeration option maybe a removable refrigerator compartment for campers and picnickers alike.

2014 GMC Sierra Denali Crew Cab
The Denali’s seats are as plush and supportive as they come.

Ride and Safety

The latest Denali benefits from several other big pickup truck improvements that has spread across the GMC and Chevrolet lines. Steering, suspension, and brakes have been revised for improved ride and handling. Luxury car features such as forward collision alert and lane departure warning are standard. You also get the same safety alert seat found in Cadillac models, what vibrates the driver’s seat to alert you to potential hazards. This last feature is unnerving at first, but I found myself getting used to it the longer I drove. You may soon find yourself understanding what each vibration means: a left or a right vibration signifies a lane shift in the direction of the vibration, while a full-on vibration denotes forward collision alert. I’m guessing GMs engineers dismissed the idea of a full seat vibration from the headrest to the thigh what might be mistaken for electrocution.

Besides its safety features, there isn’t a moment when I felt unsafe in the Denali. I credit its mass with giving me that confidence plus it intimidating features the massive chrome grille flanked by projector beam headlamps and signature LED daytime running lights says, I’m elegant. It also says, don’t mess with me. People see this blinged-out big black truck coming and move out the way. You don’t need to be a jerk about it, but you should understand that proportion plus an abundance of chrome means you’re driving the cream of the pickup truck set.

2014 GMC Sierra Denali Crew Cab
That is a power folding window behind the rear seat.

To keep your Denali serviced right, GMC provides two years of scheduled service and maintenance to go with its 3-year/36,000-mile bumper-to-bumper warranty and 5-year/100,000-mile powertrain warranty. Roadside assistance and courtesy transportation is also included for five years or 100,000 miles, whichever comes first.

2014 GMC Sierra 1500

Crew Cab 4WD Denali

  • Sticker price from $51,465
  • Price as tested: $57,000 (est.)
  • Seats 5 occupants
  • 5.3-liter 16-valve V-8 engine
  • 355 horsepower @ 5,600 rpm
  • 383 foot-pounds of torque @ 4,100 rpm
  • 3.78 inches bore by 3.62 inches stroke
  • Engine compression ratio: 11.0-to-1
  • 6-speed automatic transmission
  • Wheelbase: 143.5 inches
  • Length: 229.5 inches
  • Width: 80 inches
  • Height: 74 inches
  • Passenger volume: N/A
  • Storage volume: 53.4 cubic feet
  • Towing capacity: 11,200 pounds
  • EPA: 16 mpg city, 22 mpg highway
  • Regular grade gasoline
  • Fuel tank: 26 gallons
  • Curb weight: From 5,218 pounds
  • Vehicle assembly: Silao, Mexico

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2014 GMC Sierra 1500 Denali photos copyright Auto Trends Magazine. All rights reserved.

Lexus RC F: More to Follow

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Fall 2014 release for RC line.

2015 Lexus RC F.
Fall 2014 debut: 2015 Lexus RC F.

Toyota introduced two sport cars at the 2014 North American International Auto Show in Detroit this week: one was the Toyota FT-1 concept, the other was the production-bound Lexus RC F. Suffice to say the concept received more buzz than the model that will be produced, perhaps for a very good reason: the FT-1 may very well become the future Toyota Supra.

Supra rumors aside, the Lexus RC F deserves its own attention and for two good reasons:

1. For the stirring introduction by Detroit son, Jeff Bracken, now Lexus Group Vice President and General Manager. Bracken told his Cobo Hall audience how the Shelby Cobra hooked him and defined his destiny. He graciously lauded the Cobra, using that tribute as a segue for introducing the RC F.

2. As much as the speech set the table for Lexus newest sports car it was the RC F itself that lit up the audience while also pointing to even better things to come. Sure, Lexus has had its share of performance models in the past including the IS F. But, Lexus has served up more hybrids than top performers, besides the brands expansive fleet of luxury vehicles.

2015 Lexus RC F

Lexus RC F Performance

The Lexus RC F is the third sporty/performance model introduced in as many months, following the introduction of the Lexus RC Coupe at the Tokyo Motor Show last month. That model features two very different powertrains: a 2.5-liter hybrid and a 3.5-liter V-6.

The RC F will be powered by a normally aspirated 5.0-liter V-8 engine, one making at least 450 horsepower and 383 foot-pounds of torque. Said Bracken about the new model, This is the fastest and most powerful V8 yet for Lexus.

And it is no ordinary V8 engine either: it utilizes both the Atkinson and Otto cycle in a bid to enhance fuel economy and increase performance. At lower speeds the Atkinson cycle is at work; when performance is needed the Otto cycle takes over. The power management tool here is an 8-speed transmission.

2015 Lexus RC F

Dynamic Engineering Features

There are a number of special features at work in the Lexus RC F that should interest fans. For one, it features an active wing, much like the one found with the LFA. The wing serves to increase downforce and improve grip over the rear 19-inch tires. Another feature is the functional vent hood, designed to decrease aerodynamic lift. And, there is also a torque vectoring differential, designed to manage traction in, through and out of corners.

Lexus gave us select highlights about the the Fs interior telling us that the instrument panel will be punctuated by a 7-inch navigation screen. It will also feature a touchpad interface, working much like your iPad or similar device. Lexus says that climate control, navigation, and media selections can be operated by a swipe of a finger.

Release and Sales Production

You’ll have to wait a bit for the Lexus RC F and the like RC 350, with both models going on sale this fall. Lexus expects to sell 1,400 RC vehicles a month once it hits its stride. And, if you like the RC F you can be assured that Lexus wont be stopping there. Bracken notes that the “…RC F is only the next addition of more Lexus performance to come.” And Lexus fans rejoiced!

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Photos courtesy of Toyota Motor Sales, USA, Inc.

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