Search

The Review Garage

Rating the best and worst in cars, SUVs, trucks, motorcycles, tools and accessories.

Author

Frank A. Aukofer

2019 Mazda CX-5 Signature AWD: A DriveWays Review…

by Frank A. Aukofer

In an era when some vehicle designers equate complexity with desirability, the 2019 Mazda CX-5 rolls onstage as an easygoing, friendly travel companion.

Almost everything about it feels familiar, as if you’ve already had a relationship. It has comfort and available luxury, but without a goofy shift lever or an infotainment system where annoying fiddling is required just to set favorite radio stations.

2019_mazda_cx-5-6Climb aboard. In the tested top-of-the-line Signature model, you sit in a comfortable, well-bolstered perforated leather seat, heated and ventilated. Through the steering wheel you view bright white-on-black easy-to-read analog instruments.

The shifter has a traditional PRND shift pattern, though there’s a sideways M setting for manual shifting of the six-speed automatic transmission. Nearby is a switch for the parking brake — up for park, down for driving — next to a toggle switch that engages the sport driving mode, which enhances throttle response. You don’t have to look to operate them. Same for the radio volume knob.

2019-mazda-cx-5-signature-04-intStraight ahead, in your line of vision, is the head-up display. It delivers information about speed, road signs and the adaptive cruise control, which is easily engaged with buttons on the steering wheel.

In the center, at the top of the dash, is the infotainment screen. Sure, it’s small, not gigantic like the one on the Tesla Model 3. But it’s right where you can see with a quick glance what’s going on. No peering at it for anxious seconds.

2019-mazda-cx-5-signature-09-detailFunctions are operated by a knob on the console, which is more complicated than a touch screen but doesn’t require as much focused attention to the screen. Simple console buttons change what’s displayed.

The word for this is ergonomics, the science that seeks to adapt working conditions to the worker. It also applies to making the driving experience intuitive and transparent. Good ergonomics, of course, is not exclusive to Mazda. But the CX-5 is a particularly fine example of thoughtful design.

Yet for all of its old-shoe friendliness, the CX-5 is a thoroughly modern Millie. It is a compact crossover sport utility vehicle competing in a class that includes the Honda CR-V, Toyota RAV4, Subaru Forester, Ford Escape, and Chevrolet Equinox.

Because of Mazda’s current effort to move its models upscale, the CX-5, particularly in its luxury-equipped Signature version, sells for a few thousands of dollars more than the top-line CR-V and RAV4 models.

The tested CX-5 Signature had a base price of $37,885 and, with a few options, had a bottom-line sticker of $39,030. But its equipment and features rivaled those of luxury crossovers like the Cadillac XT4 and Infiniti QX50, both of which are more expensive, well into the mid-$50,000 range.

2019_mazda_cx-5-1Mazda is not a huge player among manufacturers, not even in the compact crossover category. Yet as part of the current onrushing trend toward crossovers, the CX-5 is Mazda’s best seller in the U.S., totaling more sales than all of the company’s other models combined.

Aware of its lagging sales compared to its competitive set, Mazda has set out to distinguish the CX-5 in multiple ways that contribute to the driving experience. In that, performance enhances ergonomics.

There are five trim levels, starting with the Sport at $25,345. Others are the Touring, Grand Touring, Grand Touring Reserve and the tested Signature. Only the last two get Mazda’s new 2.5-liter turbocharged four-cylinder engine, which makes 227 hp and 310 lb-ft of torque. The others use a naturally-aspirated 2.5-liter four-banger with 187 hp and 186 lb-ft of torque.

cx9engine-201-1The turbo motor delivers enough grunt to accelerate the Signature model to 60 mph in slightly over six seconds — more than respectable in this era. Though it can be accomplished simply by punching the pedal to the floor, the Sport mode facilitates it by holding the shifts to higher revs. You can shift manually but only with the shift lever. There are no paddles on the steering wheel.

Handling is sedan-like with no apparent lean on curves. Straight-line driving requires few steering corrections and the CX-5 cruises quietly with a bit of engine noise only on acceleration. With the suspension system biased toward handling, the ride gets a bit choppy on rough roads.

There’s plenty of head and knee room for four persons, though the fifth center-rear position is impossibly cramped. The rear seatbacks are split in three and fold nearly flat to almost double the cargo space of 31 to 60 cubic feet.

2019-mazda-cx-5-signature-02-extSpecifications

  • Model: 2019 Mazda CX-5 Signature AWD four-door crossover sport utility vehicle.
  • Engine: 2.5-liter four-cylinder; turbocharged, 227 hp, 310 lb-ft torque.
  • Transmission: Six-speed automatic with manual-shift mode.
  • Overall length: 14 feet 11 inches.
  • Height: 5 feet 5 inches.
  • EPA passenger/cargo volume: 102/31 cubic feet.
  • Weight: 3,825 pounds.
  • Towing capability: 2,000 pounds.
  • EPA city/highway/combined fuel consumption: 22/27/24 mpg.
  • Base price, including destination charge: $37,885.
  • Price as tested: $39,030.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2017-mazda-cx-5-grand-touring-5Photos (c) Mazda

Advertisements

2019 Jeep Cherokee Overland: A DriveWays Review…

by Frank A. Aukofer

It doesn’t crumble and has plenty of frosting, but you could argue that the 2019 Jeep Cherokee is the automotive equivalent of having your cake and eating it too.

Most people think of Jeeps as Wranglers, rugged vehicles that can conquer any terrain anywhere but don’t offer much in creature comforts. In fact, Wrangler buyers want to be exposed to hardships, unprotected from the elements. That’s why roofs and doors can be removed, and modifications made to alter suspension systems to rock and roll over any obstacle.

2019 Jeep® Cherokee Limited

What is less noted about the current crop of Jeeps is refinement. The new-generation 2018 Wrangler Unlimited four-door wagon was remarkable for its coming-of-age as a family station wagon that handles well in traffic and around curves, tracks steadily in a straight line and delivers long-distance comfort that can eliminate complaints from the kids and other passengers. Yet it can still handle trackless terrain.

The same could be said, with more emphasis, about the 2019 Jeep Cherokee Overland tested for this review. This is a conventional compact crossover sport utility vehicle with pleasant styling, smooth and quiet operation, and the amenities that crossover buyers seek.

2019 Jeep® Cherokee Overland and Cherokee Trailhawk

Sure, the doors don’t come off and the windshield doesn’t fold down. But the Cherokee is, in its soul, a Jeep with off-road capabilities that other manufacturers would envy — if they even bothered.

Most crossovers in this category simply offer front-wheel drive or automatic all-wheel drive that responds to on-road and limited off-road conditions. Drivers of all-wheel drive models don’t have to think about anything; simply get in and drive.

But the Cherokee comes with Jeep’s Selec-Terrain system, which allows the driver to choose the system for disparate conditions — after which it operates automatically. They are labeled as Automatic, Snow, Sand/Mud and Sport. They give the Cherokee capabilities that most other crossovers lack.

2019 Jeep® Cherokee Limited

Still, it’s no Wrangler. If you are the sort whose idea of a vacation trip is bashing around trackless and boulder-strewn terrain at somewhere around two to five miles per hour, buy a Wrangler. The Cherokee can do some of that but is more of a multi-task machine, not great at everything but competent at most. On-road, it is the peer of most mid-priced compact crossovers like the Toyota RAV4 and even more expensive crossovers like the BMW X3 xDrive 3.0i.

The model tested for this review was the Cherokee Overland 4X4 model, which had a base price of $38,890, including the destination charge. The name prompts nostalgia because original Jeeps in World War II were built by the Willys Overland company.

As tested, it came with optional adaptive cruise control, panoramic motorized glass sunroof, collision warning with crash mitigation, brake assist, lane-departure warning, blind-spot and rear cross-path detection, leather upholstery and automatic high-beam headlight control.

2019 Jeep® Cherokee Limited

Standard equipment includes Apple Car Play, Android Auto, SXM satellite radio, dual-zone automatic climate control, heated and ventilated front seats, heated rear seats, and power front seats with memory for the driver’s seat. With other features, the bottom-line sticker came to $41,510.

Unlike many other crossovers powered by the now-ubiquitous 2.0-liter four-cylinder engine, naturally aspirated or turbocharged, the Cherokee is motivated by a 271-hp, 3.2-liter V6 engine that delivers 239 lb-ft of torque. The power gets to all four wheels through a nine-speed automatic transmission, which gave Jeep problems and delayed the original launch of the Cherokee, but which now is as refined as the rest of the vehicle.

2019 Jeep® Cherokee Limited

Around town, the Cherokee has a responsive throttle that delivers sprightly acceleration. Highway cruising is comfortable and quiet with fatigue-free straight-line tracking. Curving roads are not daunting unless you have a lead foot on the go pedal.

As with other vehicles from Fiat Chrysler Automobiles (FCA), it has one of the more intuitive infotainment interfaces, with a large center-mounted screen. Setting radio pre-sets, for example, is a simple matter of tuning to the station and touching the screen briefly — unlike some vehicles that force to you go through maddening steps.

Passenger space is about the same as in a midsize car, offering good head and knee space front and rear. Only the center-rear passenger gets disrespected by a hard cushion, large floor hump and intrusion of the center console. Better to think of the Cherokee as a four-passenger vehicle with a spot for a backpack or purse. Seatbacks recline but not much, and they fold almost flat for extra cargo if needed.

2019 Jeep® Cherokee Overland

 

Specifications

  • Model: 2019 Jeep Cherokee Overland four-door crossover sport utility vehicle.
  • Engine: 3.2-liter V6; 271 hp, 239 lb-ft torque.
  • Transmission: Nine-speed automatic with selective four-wheel drive.
  • Overall length: 15 feet 3 inches.
  • EPA passenger/cargo volume: 101/28 cubic feet.
  • Weight: 3,960 pounds.
  • Towing capability: 2,000 pounds.
  • EPA city/highway/combined fuel consumption: 19/27/22 mpg.
  • Base price, including destination charge: $38,890.
  • Price as tested: $41,510.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2019 Jeep® Cherokee Limited

Photos (c) FCA North America

2019 Nissan Maxima and Murano: A DriveWays Review…

by Frank A. Aukofer

Even when you are fundamentally healthy like Nissan’s 2019 Maxima sedan and Murano crossover SUV, it never hurts to add some bling to enhance your appeal.

Usually it happens midway through a model run. In the automobile biz, they call it a refresh — changes that present a new face and personality to prospective customers.

2019 Nissan Maxima-7Both the sport- and luxury-oriented Maxima sedan and the Murano midsize crossover are marketed by Nissan as top-of-the line flagships. Though they do not compete in the luxury segment — that’s the job of the company’s Infiniti brand — the 2019 designs nudge them closer. They are intended to appeal to buyers who want luxury content without big price tags.

Of the two, the Maxima needs the most help. Reflecting the nation-wide trend among buyers toward crossovers and away from sedans, the Maxima’s sales have dropped precipitously in 2018. The Murano, on the other hand, is on a path to increase sales.

MikeDitzPhoto.com

The Maxima competes in the near-luxury, large car class, although like Toyota’s Avalon, it actually is classified by the government as a midsize car.

From a performance standpoint, the Maxima doesn’t need a thing. It is powered by a 300-hp, 3.5-liter V6 engine with 261 lb-ft of torque delivered to the front wheels through Nissan’s Xtronic continuously-variable automatic transmission (CVT). The combination earns a city/highway/combined fuel economy of 20/30/24 mpg.

Some critics deride CVTs, which have no shift points, as noisy and sluggish. But Nissan arguably has more experience with them than any manufacturer and it shows on the Maxima. Throttle response is quick, smooth and powerful. Also, the Maxima handles curving roads like a sports sedan. Straight-line cruising is quiet and effortless with few steering corrections needed.

2019 Nissan Maxima-16The new appeal is mostly about appearances, especially on the tested top-line Maxima Platinum with the Reserve package, though there are safety enhancements as well. With a bottom-line sticker of $43,835, it was loaded with the full 2019 package of safety and luxury enhancements.

One is Nissan’s new rear door alert. The system notes if you open a rear door to stash a package — or a child — in the back seat. At the end of the trip, if you leave without re-opening the back door, it will sound the horn.

Other freshening included Nissan’s V-Motion styling, which sends body lines flowing from the distinctive grille up and over the body. LED headlights and taillights punctuate the styling and augment interior color schemes and accents. The taillights give the impression of width and streamlining.

2019 Nissan Maxima-13The Maxima’s Reserve package, with a $1,140 price tag, includes heated rear seats, 19-inch aluminum alloy wheels, “Rakuda tan” leather upholstery with diamond-quilted seating areas, two-tone leather covered steering wheel, charcoal headliner and pillars, and satin bronze interior trim.

Similarly, the Murano moves closer to luxury territory with new colors like its rusty-shiny “Sunset Drift Chromaflair.”  Along with the Maxima, it also incorporates the company’s Safety Shield 360, which includes automatic emergency braking, rear braking, lane-departure warning, rear cross-traffic alert and blind-sport warning. One apparent shortcoming: there’s no mention of lane-departure assist.

2019 Nissan Murano_F1-10Though not as powerful as its sibling Maxima, the Murano contains enough oomph to avoid embarrassment in the stoplight sprints or on the freeways. Its 3.5-liter V6 engine makes 260 hp with 240 lb-ft of torque, delivered to the front wheels or all four wheels through the Xtronic CVT.

The version tested for this review was the mid-priced SV trim level with front-wheel drive. It had a base price of $35,485 and, with a modest list of options, checked in at $39,230. Add $1,600 if you want all-wheel drive. Fuel economy is rated by the EPA at 20/28/23 mpg.

2019 Nissan Murano_F1-24Handling, of course, is not as crisp as the Maxima’s but the Murano acquits itself well, with little body roll, on twisting mountain roads. Its forte, however, is more attuned to quiet, straight-line cruising with the audio cranked up and the kids on their video games with earphones.

The SV trim eschews leather upholstery in favor of a sturdy embossed cloth, which to some people — including this critic — is more comfortable over a wide range of temperatures than leather. On the Murano, the cloth covers a supportive seat structure that takes the fatigue out of long-distance cruising.

A nearly flat floor should enhance comfort in the center-rear seating position. Unfortunately, the cushion is high and hard, and knee room is compromised by intrusion of the center console.

2019 Nissan Murano_F1-11Specifications

  • Model: 2019 Nissan Maxima Platinum Reserve four-door sedan.
  • Engine: 3.5-liter V6; 300 hp, 261 lb-ft torque.
  • Transmission: Xtronic continuously-variable automatic with manual-shift mode and front-wheel drive.
  • Overall length: 16 feet 1 inch.
  • EPA passenger/trunk volume: 96/14 cubic feet.
  • Weight: 3,676 pounds.
  • EPA city/highway/combined fuel consumption: 20/30/24 mpg.
  • Base price, including destination charge: $42,335.
  • Price as tested: $43,835.

*   *   *

  • Model: 2019 Nissan Murano SV four-door crossover sport utility vehicle.
  • Engine: 3.5-liter V6; 260 hp, 240 lb-ft torque.
  • Transmission: Xtronic continuously-variable automatic with front-wheel drive.
  • Overall length: 16 feet 1 inch.
  • EPA passenger/cargo volume: 103/31 cubic feet. (65)
  • Weight: 3,837 pounds.
  • Towing capability: 1,500 pounds.
  • EPA city/highway/combined fuel consumption: 20/28/23 mpg.
  • Base price, including destination charge: $35,485
  • Price as tested: $39,230.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

2019 Nissan Murano_F1-5Photos (c) Nissan

2019 Infiniti QX80 Limited: A DriveWays Review…

by Frank A. Aukofer

Like people, sport utility vehicles operate at their best when they stick to the straight and narrow. That’s especially true for big guys like the 2019 Infiniti QX80.

The reason is that full-size SUVs often are the machines of choice for families that eschew minivans but need space and towing capability for vacation jaunts. For that, the QX80 has solid qualifications. Given its size — 17.5 feet long and 6 feet 4 inches tall — it is powerful, quiet and easy to drive.

2019 INFINITI QX80 LIMITED

However, it has a tendency to wander in straight-line freeway driving, requiring frequent small steering corrections to keep tracking true. That’s not much of a problem on short trips but can contribute to driver fatigue over long distances.

Though its gender has not been established, the QX80 is celebrating its quinceañerawith this model, which had its debut in 2004 as the QX56. It tops the SUV lineup at Infiniti, the luxury division of Japan’s Nissan.

Despite an age that matches a girl’s 15thbirthday in Spanish-speaking countries, the QX80 has something of the feel of a senior citizen. It uses a classic body-on-frame construction, not unlike that of all the big pickup trucks on the market. And though it is equipped with a modern suspension system and a full suite of computerized safety innovations, it has something of an old-fashioned feel.

2019 INFINITI QX80 LIMITED

Some clues: The parking brake is one of those step-on affairs, where you stomp on a pedal with your left foot, instead of modern electronic controls. Second-row captain’s chairs on the tested seven-passenger Limited models do not have fore-and-aft adjustments to improve third-row knee and foot space, and the seatbacks recline only a few inches.

The split third-row seats fold with the touch of button but you have to hold your finger on it until it gets where it’s going. No one-touch control here. And the seats don’t fold flat, leaving a bunny-hill incline to welcome your extra cargo.

Then there’s the matter of getting back to the third row. Though the second-row captain’s chairs on the tested Limited model flip up and out of the way, scrambling into the third-row seats should be reserved for teenagers and younger kids. Also, they should be skinny because there are three seatbelts back there.

2019 INFINITI QX80 LIMITED

There’s just 17 cubic feet of space behind the third row of seats, although the QX80 can carry a payload of 1,460 lbs and it can tow a trailer of up to 8,500 lbs.

One old-fashioned component is welcome. In an era when small turbocharged four-cylinder engines are taking over even in big pickup trucks, the QX80 soldiers on with a solid, burbling V8 engine. It delivers 400 hp and 413 lb-ft of torque from 5.6-liters of displacement.

It makes the driving experience feel effortless. Need to change a lane quickly without neck-snapping your passengers, simply step a bit forcefully on the loud pedal and crank the steering wheel. The power surges instantly and smoothly, with no hint of dreaded turbo lag.

2019 INFINITI QX80 LIMITED

The downside, of course, hits the purse or wallet. With nearly three tons of metal and other ingredients to move, the QX80 guzzled premium fuel like an elephant in a pool of spring water. City/highway/combined consumption is rated by the EPA at 13/19/15 mpg.

That likely won’t matter much to the buyers who can afford the tested Limited model. Though you can find a QX80 with a base price of $66,395, the Limited came with a $91,095 base price. With a few minor options, the bottom-line sticker came to $91,950.

No surprise, that amount of money brings a load of equipment, including the seven-speed automatic transmission with manual-shift control, all-wheel drive, self-leveling rear suspension system, 22-inch aluminum alloy wheels, leather upholstery, tri-zone automatic climate control, motorized steering wheel adjustments, adaptive LED lighting, Bose audio with navigation and SXM satellite radio, and adaptive cruise control.

2019 INFINITI QX80 LIMITED

Full safety equipment includes pre-collision intervention with pedestrian detection forward and back, lane departure prevention, blind-spot warning, active head restraints, electronic brake force distribution and pre-crash adjustable front seat belts.

Styling, of course, always lies in the eyes of the beholders. Suffice to say that the QX80 presents an imposing, almost intimidating appearance to other, smaller vehicles on the highways. It is, however, up against a host of similar three-row SUVs and even crossovers that span the utility segment from middle-class to luxury.

2019 INFINITI QX80 LIMITED

Specifications

  • Model: 2019 Infiniti QX80 Limited four-door sport utility vehicle
  • Engine: 5.6-liter V8; 400 hp, 413 lb-ft torque.
  • Transmission: Seven-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 17 feet 6 inches.
  • Height: 6 feet 4 inches.
  • EPA passenger/cargo volume: 151/17 cubic feet.
  • Weight: 5,930 pounds.
  • Payload: 1,460 pounds.
  • Towing capability: 8,500 pounds.
  • EPA city/highway/combined fuel consumption (premium gasoline): 13/19/15 mpg.
  • Base price, including destination charge: $91,095.
  • Price as tested: $91,950.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2019 INFINITI QX80 LIMITED

Photos (c) Infiniti

2019 Mercedes-Benz CLS 450 4MATIC: A Driveways Review…

by Frank A. Aukofer

In an era when the prevailing trend is toward SUV-style vehicles that perch driver and passengers up high, the 2019 Mercedes-Benz CLS parks their butts down close to the pavement.

It’s been that way since Mercedes invented the so-called four-door coupe genre in 2004 — the idea being to deliver sensuous coupe styling with the convenience of a couple of rear doors for those occasional double dates.

If you are one who appreciates eye candy, the tested CLS 450 4MATIC Coupe — its official title — presents handsome and aggressive new styling that reinforces the kinship with its more expensive version from the Mercedes high-performance AMG division.

2019 Mercedes-Benz CLS450

On the other hand, the streamlined, low-slung body envelops a tight package. You must duck and twist to get in and out, especially in the back seat. There’s 93 cubic feet of space for passengers, with limited head and legroom, and a shallow trunk of just 12 cubic feet, which earns the CLS a compact car classification.

The new car now has seat belts for five with the fifth in the center-rear. But you wonder why the designers bothered. With its all-wheel drive, there’s a giant floor hump and a seat more suited to a small backpack than a person. Ground clearance is less than four inches, so watch those driveway entrance bumps.

The CLS returns to a Mercedes tradition with an all-new inline six-cylinder engine that replaces the previous twin-turbo V8. Inline sixes characteristically deliver exceptional smoothness, and the CLS obliges. The new turbocharged 3.0-liter makes 362 hp with 369 lb-ft of torque, sent to all four wheels through a nine-speed automatic transmission with a manual-shift mode controlled by paddles on the steering wheel.

2019 Mercedes-Benz CLS450

Providing additional spurts of power is a 48-volt electric starter-generator that delivers 21 hp and also enables a sophisticated and unobtrusive engine stop-start system. Not that many CLS buyers would pay much attention, but the EPA city/highway/combined fuel consumption is rated at 23/30/26 mpg of premium gasoline.

On the road, the CLS 4MATIC acts more like a sports car than a luxury cruiser. With its air-suspension system and precise steering, it carves corners like an expert butcher with a Thanksgiving turkey. There are five drive modes, each of which can be selected instantly underway with the touch of a button on the center console. There’s no need to take eyes off the road or the head-up display.

The modes are labeled Eco, Comfort, Sport, Sport Plus and Individual. The last can be tailored with the Mercedes COMAND (cq) system but it is best done while parked. In Sport and Sport Plus, acceleration is enhanced by holding shifts to higher rpms, and the suspension and steering tighten.

2019 Mercedes-Benz CLS450

In all the driving modes except for Sport and Sport Plus, the nine-speed automatic transmission starts in second gear to enhance fuel economy. If you need to get off the line quickly, select one of the Sport modes, which will get you to 60 mph in slightly more than five seconds, according to the manufacturer. Top speed is rated at 130 mph.

No Mercedes is bargain-priced, but the tested CLS makes a mockery of the sticker price. This one started at $72,695, including the destination charge, but after the options were added up the bottom line came to $100,730. The $28,035 worth of options could buy you a nice compact crossover SUV.

The tester had so-called “design” packages totaling $6,200 that included perforated leather upholstery in Macchiato Beige and Titian Red with piano black lacquer and wood interior trim. Also on the options list were a $5,400 Burmester surround-sound audio system, the $1,900 air suspension, and packages totaling  $2,150 to enhance warmth, comfort and acoustics.

2019 Mercedes-Benz CLS450

Standard equipment covered a full suite of safety measures, including the head-up display, pre-collision braking, adaptive cruise control, blind-spot warning, lane-keeping assist and active emergency stopping. The last brings the CLS to a stop if the system detects that the driver is not actively driving while using the adaptive cruise control and the active steering assist.

Though popular early on, with 14,835 U.S. sales in 2005, the CLS has been on a roller coaster since, dropping to just 1,839 sales in 2017. The 2019 model could reverse the skid if there are enough luxury car intenders with fat purses or healthy credit ratings who have not yet been bitten by the crossover sport utility bug.

2019 Mercedes-Benz CLS450

Specifications

  • Model: 2019 Mercedes-Benz CLS 450 4MATIC Coupe four-door.
  • Engine: 3.0-liter six-cylinder, turbocharged; 362 hp, 369 lb-ft torque; with 48-volt, 21-hp starter-generator.
  • Transmission: Nine-speed automatic with manual-shift mode and all-wheel drive.
  • Overall length: 16 feet 4 inches.
  • Height: 4 feet 7 inches.
  • EPA passenger/trunk volume: 93/12 cubic feet.
  • Weight: 4,350 pounds.
  • EPA city/highway/combined fuel consumption: 23/30/26 mpg.
  • Base price, including destination charge: $72,695.
  • Price as tested: $100,730.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

2019 Mercedes-Benz CLS450

Photos (c) Mercedes-Benz

2018 Los Angeles Auto Show: A DriveWays Report…

by Frank A. Aukofer

Los Angeles, Calif. —Volkswagen and Volvo appeared as the Yin and Yang of Automobility LA, the curtain raiser for the annual Los Angeles Auto Show.

compressJeff-0873Volkswagen displayed a block-long clutch of 36 museum-quality and new Bugs dating from the early years after World War II until the 1970s, as well as to honor the final passing of the beloved Beetle. The 2019 models — a coupe and a convertible — are the last.

Volvo, on the other hand, staked out a large and almost empty space, bragging that it was a world first at the LA Show without a single car on the stand. The point was to demonstrate Volvo’s vision of what the future car might be. More on that later.

Volvo Cars at Automobility LA - This is not a car
Volvo Cars at Automobility LA – This is not a car

The two unusual efforts by the manufacturers summarized the multiple-personality character of this year’s show, as when Honda unveiled the Passport crossover alongside its new Talon, a side-by-side off-roader. The show runs through Dec. 9, 2018.

Another major effort: With the backdrop of a tiny house powered by a Nissan Leaf electric car, the company crammed a half-day of big picture views by knowledgeable speakers and panels on the future of what it calls Intelligent Mobility, with the goal of zero emissions and zero fatalities.

The discussions by the experts of a motorized electric future, adaptive technologies and innovations would fill a fat magazine. But it all seemed more of an altruistic education forum than a typical auto show sales pitch.

compressJIM_1858One example: a “fireside chat” about, and rides on, Lime Scooters, one of the companies producing the electric scooters that seem to be popping up everywhere in urban America as an alternative to standard and powered bicycles, skateboards, roller blades and Segways.

One intriguing notion: When self-driving vehicles are perfected and widespread—still a long way off—it could solve parking problems. Your car would drive you to the supermarket or store, drive itself back home and then return to pick you up.

For those interested, most of the information and discussions can be found at #NissanFuturesLA, @NissanUSA, @Nissan Electric and Nissan USA on Facebook.

To enhance that, stroll with us as we mosey through the LA Auto Show, including the Technology Center, which consisted of a very large tent covering a side street and a lineup of food trucks that served different ethnic breakfasts to assorted journalists and hangers-on.

compressJIM_9511The breakfasts were so-so but the array of old Volkswagens could bring tears to the eyes of the guys and gals who had never owned one but wished they had. It seemed as if anyone who ever had a Type 113 Standard or other Bug felt a personal connection to what one book called “Small Wonder.”

Walk to the South Hall at the Convention Center and pass Audi, Lincoln, Acura and Infiniti. Turn right into empty space with Volvo signs. What happened? Had the vehicles been in accidents?

Nope. At the back was an alcove with a small open pod for four people with reclining chairs and a table in between.

It was a mockup of the passenger area of a future self-driving automobile: no steering wheel, controls or instruments. Simply a quiet, climate-controlled space for relaxation and transportation.

compressJIM_1632Without an engine or wheels, this Volvo wasn’t going anywhere. But it wasn’t alone. Over in the West Hall was a large area for Fiat Chrysler Automobiles, which included a customized Dodge Challenger, bright red, with no top and, instead of wheels, skis underneath.

This was a whimsical vision of the high-tech future of Santa Claus’s sleigh on Christmas Eve and Day, delivering gifts to millions of kids around the world.

But this one wasn’t going anywhere either. With no way to get that 800 horsepower to the ground — or snow — it looked as if Santa needed to hook up Dasher, Dancer, Vixen and the others anyway. The Dodge Boys had thoughtfully provided tow hooks on the skis.

compressJIM_1598There were several other head shakers. Kia displayed a version of its high-performance Stinger — except that it had right-hand drive and the colors of the Queensland, Australia, Police Service. Interesting but not many potential sales here.

Another was the humongous Karlmann King, looking something like a stealth bomber with a matte gray paint job, angled body panels everywhere and, at $2.2 million, billed as the world’s most expensive SUV.

There were plenty of more conventional machines as well, including a Hyundai Nexo, sitting almost unnoticed in the crowd as Hyundai did a glitzy introduction of the Palisade, its new midsize three-row SUV. The Nexo is a hydrogen powered SUV, not introduced yet.

compressJeff-6077Over at Hyundai’s sister company’s stand, Kia rolled out its version of the Palisade, called the Telluride. But it focused most of the presentation on the latest version of its quirky and popular Soul.

And Nissan was not completely altruistic. It used the LA Auto Show to introduce its new Murano Crossover and Maxima sports sedan, which of course it would like to sell in very large numbers.AutoMobilityLA_SAB-black

Images (c) Automobility LA

2019 Hyundai Veloster N: A DriveWays Review…

by Frank A. Aukofer

Now fielding the 2019 Veloster N, Hyundai could be whistled for encroachment.

It has happened before. The South Korean manufacturer has been steadily and successfully insinuating its products into almost every space in the automotive firmament: sedans of various sizes and power trains, crossover sport utility vehicles and even luxury cars. The last, Genesis, became its own luxury brand.

Now Hyundai is intruding into the small but image-important “hot hatch” group of relatively inexpensive high-performance hatchbacks. There are only a few, the most familiar of which is the Volkswagen GTI, with competition from the Honda Civic Type R and the Ford Focus ST.

2019 Hyundai Veloster N

What these machines have in common is that they are based on practical runabouts for people on tight budgets. Emulating the kids who buy old Honda Civics and hop them up to be faster and more agile, the automakers do the same to create new excitements.

The GTI, for example, is based on the ubiquitous Golf, Volkswagen’s entry-level U.S. offering. Similarly, Hyundai already marketed the Veloster, a compact hatchback with two conventional doors in the front and a single third door in back on the passenger side. Despite its unusual layout, it has been reasonably successful, though slipping lately with 12,658 sales in 2017 and running at an annual rate of 10,581 in 2018.

Now it should get a boost as it vies for the “hot hatch” title with the N, which stands for Namyang, the site of Hyundai’s technology center in South Korea. The N also obliquely refers to the Nürburgring Nordschleife, the famed test track in Germany where some of the N’s development was carried out.

2019 Hyundai Veloster N

Under the tutelage of Albert Biermann, Hyundai’s head of vehicle performance, the Veloster was not simply given additional power. Biermann, formerly chief of BMW’s M performance group, took a holistic approach to give the Veloster a stiffer chassis, sophisticated racing suspension system, more accurate steering with enhanced feedback, tires with more grip and, of course, robust power.

The goal, Bierman says, was to give the Veloster “real racetrack capability” in a machine that is easy and entertaining for novices to drive on the track and in everyday environments.

Power comes from a gasoline direct injection, 2.0-liter turbocharged four-cylinder engine that makes 250 hp with 260 lb-ft of torque, or twisting force. A six-speed manual gearbox — the only transmission available so far — sends the force to the front wheels.

2019 Hyundai Veloster N

To make things even easier for inexperienced drivers, the transmission comes with automatic rev-matching. On downshifts, the system raises the engine revolutions to match the speed of the car—particularly useful during braking on racetrack corners. Launch control also is included, which minimizes wheel spin on acceleration runs. Hyundai doesn’t publish zero-to-60 miles an hour times, but an educated estimate is in the five-second range.

Overall, the stick shift is delightful, with easy, short throws of the shift lever on both upshifts and downshifts. The rev-matching eliminates  jerkiness from sloppy shifting. Along with brake-induced torque vectoring to hasten maneuvers around corners, the system infuses the N with forgiving and delightful manners on a road-racing course.

Biermann says that’s what the Veloster is all about. He calls it accessible and affordable high performance for average drivers. To keep the cost reasonable, the N uses in-house brakes instead of something like Brembo racing brakes, although high-performance brake pads are available for serious racers.

Large-31055-2019VelosterN

Base prices for Veloster N will start at $27,785, including the destination charge. A special performance package tacks on an additional $2,000 and bumps the horsepower to 275. It includes a special “corner carving” differential, 19-inch alloy wheels, Pirelli P Zero performance tires, larger brake rotors and variable exhaust valves.

Standard equipment on all Velosters includes full modern safety equipment, 18-inch alloy wheels with Michelin Super Sport tires, LED headlights and taillights, automatic climate control, Apple Car Play and Android Auto connectivity, and premium audio with SXM satellite radio.

So no enthusiast will mistake the N from its lower-performing siblings, it comes with exclusive styling of the grille and front fascia, as well as special rear treatments, including a spoiler with brake light.

N prices are lower than those of the 306-hp Honda Civic Type R and the 220-hp Volkswagen GTI Autobahn, both of which have prices in the mid to high $30,000 range. More comparable to the N is the Ford Focus ST, which starts in the mid-$20,000 range.

Large-33464-2019VelosterNSpecifications

  • Model: 2019 Hyundai Veloster N three-door hatchback.
  • Engine: 2.0-liter four-cylinder, turbocharged; 275 hp, 260 lb-ft torque.
  • Transmission: Six-speed manual with rev-matching and front-wheel drive.
  • Overall length: 14 feet.
  • Height: 4 feet 7 inches.
  • EPA passenger/cargo volume: 90/20 cubic feet.
  • Weight: 3,117 pounds.
  • EPA city/highway/combined fuel consumption: 22/28/25 mpg.
  • Base price, including destination charge: $27,785.
  • Price as tested: $29,885. 

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

Large-31123-2019VelosterNPhotos (c) Hyundai

2019 Toyota RAV4 XLE: A DriveWays Review…

byFrank A. Aukofer

There’s no better indication of the relentless onslaught by crossover utility vehicles than the 2019 Toyota RAV4, which arrives with a medley of 13 stylish versions, including gasoline and hybrid powertrains with all-wheel or front-wheel drive.

As it teases the public with the all-new 2020 Toyota Corolla sedan — the company’s all-time best-seller with 45 million copies sold since its introduction in 1966 — the RAV4 has muscled its way to the top of the compact crossover category.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_02Last year it outsold the Corolla and the company’s onetime best-seller, the midsize Camry sedan. In 2018, the RAV4 is selling at an annual rate of about 424,000, outpacing the Camry’s 348,000 and the Corolla’s 309,000. The latter includes the new 2019 Corolla Hatchback.

With the buying public’s appetite for crossovers, that should continue for the foreseeable future. The RAV4’s major competitors — the Honda CR-V, Nissan Rogue and Ford Escape — will be in the chase, though the Rogue is an anomaly because Nissan lumps two different vehicles — the Rogue and Rogue Sport — into a single sales statistic.

Other competitors, including the Subaru Forester, Mazda CX-5, Chevrolet Equinox, Jeep Compass, Dodge Journey, Hyundai Tucson and Kia Sportage, should continue strong but with lower numbers.

2019_Toyota_RAV4_Group_04The array of new RAV4 models starts with the front-wheel drive LE trim level at $26,545 and ranges up to the all-wheel drive Hybrid Limited with a base price of $36,745. However, options increase the prices on all versions, up to $40,375 for the top-line Hybrid Limited. Prices include a $1,045 destination charge.

All RAV4 trim levels come with Toyota’s second-generation Safety Sense suite of active safety capabilities and technologies, including pre-collision braking with pedestrian detection, adaptive radar cruise control, automatic headlight high beams, lane-departure warning and mitigation, and lane tracing and road sign assists.

Also standard on all RAV4s is Toyota’s Entune 3.0 multimedia system, which includes Wi-Fi with capabilities for Amazon Alexa and Google Assistant, as well as Apple Car Play compatibility. The system uses a seven-inch touch screen.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_45Of the 13 RAV4 versions, four are hybrids: LE, XLE, sporty XSE and Limited. There also are four gasoline-engine models with front-wheel drive: LE, XLE, XLE Premium and Limited. The remaining nine versions, including all of the hybrids, come with all-wheel drive. That includes a separate, gasoline-only Adventure with a price tag of $33,945 that can tow up to 3,500 pounds.

Gasoline models are powered by a new 203-hp, 2.5-liter four-cylinder engine that makes 184 lb-ft of torque. They come with an eight-speed automatic transmission.

Hybrids use a different tune of the 2.5-liter engine with 176 hp and 163 lb-ft of torque working with an electric motor. Combined, the system delivers 219 horsepower. The transmission is a continuously-variable automatic. City/highway/combined fuel consumption is rated at 41/37/39 mpg.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_59Though other models were driven, the focus of this review is on the more economically-priced but well equipped XLE model with front-wheel drive. It has an EPA fuel economy rating of 27/34/29 mpg. The starting price is $28,345 and options boost the sticker to $31,545.

Standard equipment included a motorized sunroof, power rear lift gate, folding outside power mirrors with blind spot warning, Bluetooth connectivity, LED outside lights, dual-zone automatic climate control, pushbutton starting and 17-inch alloy wheels.

Option packages provided an upgraded Entune system with SXM satellite radio, eight-inch touch screen, eight-way power driver’s seat, rain-sensing windshield wipers, heated steering wheel and front seats, and five USB ports.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_47The RAV4 has passenger space that rivals that of a midsize sedan along with 38 cubic feet for cargo. The back seats are split 60-40 and recline as well as fold for additional cargo.

Inside, the tester delivered long-distance comfort and space for four passengers. The fifth person in the center-rear has a less comfortable seat but OK head and knee room. Seats all-around were upholstered in sturdy cloth with contrasting stitching. Armrests and trim were of soft-touch material.

On the road, the tested RAV4 exhibited more than adequate acceleration in passing, abetting an unscientific estimate of a zero to 60 mph acceleration time in the neighborhood of eight seconds. The more powerful hybrid was a bit quicker.

The cabin was quiet with little intrusion of mechanical or road noise on smooth roads, though rough pavement sounds reverberated inside. Handling was secure around curves with steady tracking in straight-line driving. The brake pedal felt a bit soft, especially on hybrid models, but stopping was not affected.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_08Specifications

  • Model: 2019 Toyota RAV4 XLE four-door crossover utility vehicle.
  • Engine: 2.5-liter four-cylinder; 203 hp, 184 lb-ft torque.
  • Transmission: Eight-speed automatic with front-wheel drive.
  • Overall length: 15 feet 1 inch.
  • Height: 5 feet 7 inches.
  • EPA passenger/cargo volume: 99/38 cubic feet.
  • Weight: 3,380 pounds.
  • EPA city/highway/combined fuel consumption: 27/34/29 mpg.
  • Base price, including destination charge: $28,345.
  • Price as tested: $31,545.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

2019_Toyota_RAV4_Limited_FWD_MagneticGrayMetallic_06Photos (c) Toyota

2019 Lexus UX 250h: A DriveWays Review…

by Frank A. Aukofer

Not inclined to be a cowboy trailing the fast-moving herd of small luxury crossover SUVs, Lexus introduces its 2019 UX with a choice of conventional or hybrid power trains.

This is not its first rodeo. Lexus, the luxury division of Toyota, marketed the CT200h, a compact hybrid hatchback with the same powertrain as the popular Toyota Prius, from 2011 to 2017.

D55_5157Now it rides into the fray with the UX against subcompact crossovers like the Audi Q3, Mercedes-Benz GLA, Lincoln MKC, Volvo XC40, Infiniti QX30 and BMW X1. The entry-level UX slots below the compact NX and gives Lexus a full array of crossovers and SUVs. Unlike SUVs, constructed like trucks with bodies on frames, crossovers are built with unit bodies like automobiles.

Lexus crossovers now include the UX, NX and the midsize RX. At the top of the lineup are the GX and LX, both truck-based SUVs.

Lexus identifies the UX as an urban crossover, which suggests that it is not intended as a long-distance traveler. But that could be said about many small vehicles that owners customarily drive across country. The UX can certainly do the same.

DSC_0497But its personality, as Lexus describes it, is that of a “creative urban explorer,” a runabout aimed to tantalize younger buyers more attuned to cityscapes than suburban/rural areas. Like others of its ilk, the UX has four doors, carries four passengers and a fifth uncomfortably center-rear, with 17 cubic feet of cargo space behind the rear seat.

There are two versions: the front-wheel drive UX 200, powered by a 2.0-liter four-cylinder gasoline engine that makes 169 hp and 151 lb-ft of torque. The manufacturer estimates a zero-to-60 mph acceleration time of 8.9 seconds with a top speed of 118 mph. Its EPA city/highway/combined fuel consumption is rated at 29/37/33 mpg on regular fuel. Starting price is $33,025, including the destination charge.

DSC_0197The other, the focus here, is the hybrid UX 250h, which comes with all-wheel drive. It is powered by a 2.0-liter four-cylinder engine working with twin electric motor generators. The system delivers 181 hp on regular gasoline. All-wheel drive is automatically engaged by a small electric motor integrated into the rear differential.

An unusual apparent shortcoming: Lexus says the UX 250h’s all-wheel drive operates only up to 43 mph, after which it becomes a front-wheel drive vehicle.

According to Lexus, that’s because the UX all-wheel drive system is electronic instead of mechanical. It operates in all-wheel drive at lower speeds when needed and front-drive at higher speeds for optimal efficiency and fuel economy. But road conditions mitigated by all-wheel drive can get nasty at more than 43 mph.

DSC_0128The zero-to-60 acceleration time of 8.6 seconds is slightly better than the UX 200’s, with the top speed of 110 less than the UX 200. But the hybrid’s fuel economy rating is 41/38/39 and its starting price is $35,025, or $2,000 more than the UX 200’s.

The tested UX 250h came with options that included a navigation system, soft-touch interior trim called Washi, blind spot monitoring, a motorized sunroof, heated and ventilated front seats, rain-sensing windshield wipers, garage-door opener and an auto-dimming inside mirror. The options brought the as-tested price up to $38,900, and a spokesperson said a fully loaded UX250h could reach $41,000.

Both the UX 200 and the hybrid UX 250h are frisky around-town performers with acceleration that feels quicker than the numbers would indicate. They get the power to the pavement through continuously variable automatic transmissions, which sometimes can feel as if they are high-revving and slipping.

DSC_0170These do not. In the 200, the CVT uses a mechanical gear to get an initial boost off the line; in the 250h the boost comes from the electric motors. It can mimic the shift feel of a stepped 10-speed automatic transmission with a manual-shift mode. There is a noticeable loud growl under hard acceleration with the 200. The 250h hybrid is quieter and feels stronger, tighter and more planted overall.

Both UX models come standard with the Lexus Safety System+ 2.0, which includes pre-collision warning and braking with pedestrian and bicyclist detection, adaptive radar cruse control and lane departure mitigation. Blind-spot warning is optional.

There are three trim packages: Premium, Luxury and F-Sport. The last, available on both the 200 and 250h, comes with suspension modifications and special 18-inch alloy wheels to enhance handling. The tradeoff is a stiffer though not punishing ride.

DSC_1306Specifications

  • Model: 2019 Lexus UX 250h four-door crossover SUV.
  • Engine/motors: 2.0-liter four-cylinder gasoline with two electric motor-generators; 181 system hp.
  • Transmission: Continuously variable automatic (CVT).
  • Overall length: 14 feet 9 inches.
  • Height: 5 feet.
  • EPA passenger/cargo volume: 86/17 cubic feet.
  • Weight: 3,605 pounds.
  • City/highway/combined fuel consumption: 41/38/39 mpg.
  • Base price, including destination charge: $35,025.
  • Price as tested: $37,875.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. The manufacturer provided travel, accommodations, vehicles, meals and fuel.

D55_4132Photos (c) Lexus

Blog at WordPress.com.

Up ↑